Reconstruction and extension planning method and system for underpass channel of airport

Abstract

The invention provides a reconstruction and extension planning method and system for an underpass channel of an airport, and relates to the technical field of airport engineering planning, and the method comprises the steps: generating at least one feasible reconstruction and extension planning scheme based on the geological conditions of a target underpass channel and the non-stop construction constraint conditions of a flight area; establishing a three-dimensional finite element model considering the aircraft moving load effect, performing structural safety verification on the scheme by using the three-dimensional finite element model, and when the scheme does not pass the verification, adjusting related parameters and performing structural safety verification again until the scheme passes the verification; and when the number of the schemes is at least two, constructing a simulation model, simulating the schemes by using the simulation model, calculating the comprehensive influence degree of the schemes on the airport operation efficiency according to a simulation result, and selecting the scheme with the minimum comprehensive influence degree as a first target feasible reconstruction and extension planning scheme. The method can improve the comprehensiveness of the planning result, reduce the whole life cycle cost and potential safety hazards of the project, and improve the airport operation efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of airport engineering planning, and in particular to a method and system for planning the reconstruction and expansion of an airport underpass. Background Art

[0002] With the development of civil aviation, more and more airports are requiring renovation and expansion of their underpasses, and the renovation and expansion of airfield underpasses is particularly critical. In practice, the construction plan and construction plan for airfield underpass renovation and expansion must be pre-planned. Existing technologies primarily rely on analysis of geological and hydrological conditions, construction costs, and traffic demand and planning to achieve this planning objective.

[0003] However, existing technologies have problems such as poor comprehensiveness of planning results, high project life cycle costs, high safety risks and low airport operation efficiency. Summary of the Invention

[0004] In view of this, in order to solve the above technical problems, the present invention provides a method and system for planning the reconstruction and expansion of an airport underpass.

[0005] The present invention adopts the following technical solutions: In a first aspect, the present invention provides a method for planning the renovation and expansion of an airport underpass, comprising: generating at least one feasible renovation and expansion planning scheme for the target underpass based on the geological conditions of the target underpass and the non-stop construction constraints of the corresponding airfield; the feasible renovation and expansion planning scheme includes a construction plane location, a construction method, and a construction plan; For each of the feasible renovation and expansion planning schemes, based on the contents of the feasible renovation and expansion planning scheme, a three-dimensional finite element model is established using finite element analysis software that takes into account the effects of aircraft moving loads. Relevant mechanical parameters and damping coefficients are imported into the input layer of the three-dimensional finite element model. Based on the output results in the output layer of the three-dimensional finite element model, the structural safety verification of the feasible renovation and expansion planning scheme is performed. If the feasible renovation and expansion planning scheme fails the verification, at least one of the cross-sectional dimensions, reinforcement, and burial depth of the channel structure is adjusted, and the structural safety verification is re-performed until the feasible renovation and expansion planning scheme passes the verification. When there are at least two feasible renovation and expansion planning schemes, for each of the feasible renovation and expansion planning schemes, based on the content of the feasible renovation and expansion planning scheme, a simulation model is constructed using renovation and expansion airport ground operation simulation software, the feasible renovation and expansion planning scheme is simulated using the simulation model, the comprehensive impact of the feasible renovation and expansion planning scheme on the airport operation efficiency is calculated based on the simulation results, and the feasible renovation and expansion planning scheme with the smallest comprehensive impact is selected as the first target feasible renovation and expansion planning scheme; When the number of the feasible renovation and expansion planning schemes is one, the feasible renovation and expansion planning scheme is determined to be the first target feasible renovation and expansion planning scheme.

[0006] Optionally, before establishing a three-dimensional finite element model that takes into account aircraft moving loads using finite element analysis software for each of the feasible renovation and expansion planning schemes based on the contents of the feasible renovation and expansion planning schemes, the method further includes: For each feasible renovation and expansion planning scheme, the number of lanes of the target underpass is calculated based on the annual average traffic volume of the airfield, a preset peak hour coefficient, a directional unevenness coefficient, a channel travel speed, and an adjustment coefficient; When the construction method of the feasible renovation and expansion plan is the open-cut method, the construction cost of the feasible renovation and expansion plan is calculated based on the number of lanes. The construction cost of the feasible renovation and expansion plan at least includes the cost of dismantling and restoring the pavement structure and the cost of dismantling, renovating, and restoring the pipelines and lighting fixtures in the pavement structure. When the construction method of the feasible renovation and expansion plan is the dark excavation method, a numerical calculation model of the dark excavation method is established for the feasible renovation and expansion plan using finite element analysis software, and the construction cost of the feasible renovation and expansion plan is calculated based on the number of lanes and the preset displacement control standard; When there are at least two feasible renovation and expansion planning schemes, determining whether there is a second target feasible renovation and expansion planning scheme among all the feasible renovation and expansion planning schemes, the difference between the construction cost and the construction cost of any other feasible renovation and expansion planning scheme not meeting a preset difference requirement; If the second target feasible renovation and expansion planning scheme exists, the second target feasible renovation and expansion planning scheme is deleted.

[0007] Optionally, if the second target feasible renovation and expansion planning scheme exists, after deleting the second target feasible renovation and expansion planning scheme, the method further includes: In response to the user's adjustment operation, all the feasible renovation and expansion planning schemes are adjusted.

[0008] Optionally, based on the geological conditions of the target underpass and the non-stop construction constraints of the corresponding flight zone, at least one feasible reconstruction and expansion planning scheme for the target underpass is generated, specifically including: Obtaining geological conditions of the target underpass and non-stop flight construction constraints of the corresponding flight zone; the geological conditions include the area type of each area of ​​the target underpass and the mechanical parameters, compaction degree, and stone particle size of the roadbed; For each area of ​​the target underpass, determine a feasible construction method for the area based on the area type and the mechanical parameters, compaction degree and stone particle size of the roadbed; Based on the non-stop construction constraints, a feasible reconstruction and expansion planning scheme for the region with respect to each of the feasible construction methods is generated.

[0009] Optionally, the non-stop construction constraints include: Displacement control requirements for the upper cement concrete surface layer of the target underpass; and The safe operation scope for non-stop construction in the said airfield.

[0010] Optionally, based on the output results in the output layer of the three-dimensional finite element model, structural safety verification of the feasible renovation and expansion planning scheme is performed, specifically including: Verify whether the channel compressive axial force, channel tensile axial force, channel bending moment and the bending and tensile stress of the cement concrete surface layer bottom plate above the channel meet the corresponding requirements; If the channel compressive axial force, channel tensile axial force, channel bending moment and the bending and tensile stress of the cement concrete surface layer bottom plate above the channel all meet the corresponding requirements, then the feasible renovation and expansion planning scheme is determined to have passed the verification; If at least one of the channel compressive axial force, channel tensile axial force, channel bending moment and bending-tensile stress of the cement concrete surface layer bottom plate above the channel does not meet the corresponding requirements, it is determined that the feasible renovation and expansion planning scheme has not passed the verification.

[0011] Optionally, simulating the feasible renovation and expansion planning scheme using the simulation model specifically includes: Importing basic airport operation parameters into the input layer of the simulation model, the simulation model simulates the entire ground operation process of the aircraft from landing to departure, and obtains the simulation result; The basic airport operation parameters include the airport plan, airport ground operation rules, aircraft stand usage rules, air traffic control operation rules and flight schedule information; The simulation results include the degree of impact of the feasible renovation and expansion planning scheme on multiple preset airport operation indicators.

[0012] Optionally, the airport operation indicators include current parking spaces, the supply and demand numbers of take-off and landing flights at the airport, aircraft taxiing time, aircraft taxiing distance and the travel distance of support vehicles within the airfield.

[0013] Optionally, the comprehensive impact of the feasible renovation and expansion planning scheme on the airport operation efficiency is calculated based on the simulation results, specifically including: Based on the preset weights and impact levels of each of the airport operation indicators, the comprehensive impact of the feasible renovation and expansion planning scheme on the airport operation efficiency is calculated.

[0014] In a second aspect, the present invention further provides a system for planning the renovation and expansion of an airport underpass, comprising: A generation module is configured to generate at least one feasible renovation and expansion planning scheme for the target underpass based on the geological conditions of the target underpass and the non-stop construction constraints of the corresponding flight zone; the feasible renovation and expansion planning scheme includes a construction plane location, a construction method, and a construction plan; a verification module for establishing, for each of the feasible renovation and expansion planning schemes, a three-dimensional finite element model that takes into account the effects of aircraft moving loads using finite element analysis software based on the contents of the feasible renovation and expansion planning scheme, importing relevant mechanical parameters and damping coefficients into an input layer of the three-dimensional finite element model, and performing structural safety verification on the feasible renovation and expansion planning scheme based on output results in an output layer of the three-dimensional finite element model; if the feasible renovation and expansion planning scheme fails the verification, adjusting at least one of the cross-sectional size, reinforcement, and burial depth of the channel structure, and re-performing structural safety verification until the feasible renovation and expansion planning scheme passes the verification; a simulation module configured to, when there are at least two feasible renovation and expansion planning schemes, construct a simulation model for each of the feasible renovation and expansion planning schemes based on the contents of the feasible renovation and expansion planning schemes using renovation and expansion airport ground operation simulation software, simulate the feasible renovation and expansion planning schemes using the simulation model, calculate the comprehensive impact of the feasible renovation and expansion planning schemes on airport operation efficiency based on the simulation results, and select the feasible renovation and expansion planning scheme with the smallest comprehensive impact as a first target feasible renovation and expansion planning scheme; A determination module is configured to determine, when the number of the feasible renovation and expansion planning schemes is one, that the feasible renovation and expansion planning scheme is the first target feasible renovation and expansion planning scheme.

[0015] The present invention adopts the above technical solution. Since a feasible renovation and expansion planning scheme is generated based on geological conditions, the structural safety of the scheme is verified by a three-dimensional finite element model, the scheme is simulated by a simulation model, the construction cost of the scheme is calculated, and the scheme is adjusted with the purpose of reducing construction costs, the present invention realizes four-dimensional coordination of geological analysis, mechanical modeling, airport ground operation simulation and economic evaluation, realizes multi-factor coupling analysis, and improves the comprehensiveness and scientificity of the decision-making results; and, since the comprehensive impact of the feasible renovation and expansion planning scheme on the airport operation efficiency is calculated according to the simulation results, and the feasible renovation and expansion planning scheme with the smallest comprehensive impact is selected as the first target feasible renovation and expansion planning scheme, the present invention can reduce the impact on the airport operation in the later stage, reduce the cost of the entire life cycle of the project, and improve the airport operation efficiency; and, since the non-stop construction constraint conditions are taken into consideration, the structural safety of the scheme is verified by a three-dimensional finite element model, the present invention can eliminate safety hazards to a certain extent and improve the safety of the airfield operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 This is a flow chart of a method for planning the reconstruction and expansion of an airport underpass provided by an embodiment of the present invention; Figure 2 This is a schematic diagram of the provisions for non-stop construction around a runway provided by an embodiment of the present invention; Figure 3 is a schematic diagram of a cross-section of a non-stop construction area from the runway centerline provided by an embodiment of the present invention; Figure 4 This is a schematic diagram of the minimum safety range on both sides of the taxiway centerline provided by an embodiment of the present invention; Figure 5 This is a schematic diagram of the minimum safety range on both sides of the taxiway centerline provided by an embodiment of the present invention; Figure 6 It is a landing gear layout diagram of an Airbus A380-800 passenger aircraft in the prior art; Figure 7 It is a landing gear layout diagram of a Boeing 777-300ER passenger aircraft in the prior art; Figure 8 This is a schematic diagram of an aircraft load moving belt provided by an embodiment of the present invention; Figure 9This is a schematic diagram of the calculation of the underpass structure provided by an embodiment of the present invention; Figure 10 The present invention provides a schematic structural diagram of an airport underpass reconstruction and expansion planning system. DETAILED DESCRIPTION

[0018] To make the objectives, technical solutions, and advantages of the present invention more apparent, the technical solutions of the present invention will be described in detail below. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other implementations obtained by those of ordinary skill in the art without inventive effort are within the scope of protection of the present invention.

[0019] Figure 1 This is a flow chart of a method for planning the expansion and reconstruction of an airport underpass provided by an embodiment of the present invention. Figure 1 As shown, this process includes: Step 101: Based on the geological conditions of the target underpass and the non-stop construction constraints of the corresponding airfield, generate at least one feasible renovation and expansion planning scheme for the target underpass; the feasible renovation and expansion planning scheme includes a construction plane location, a construction method, and a construction plan.

[0020] Specifically, the constraints for non-stop construction include: the displacement control requirements for the upper cement concrete surface layer of the target underpass; and the safe operating range for non-stop construction in the airfield.

[0021] Among them, the displacement control requirements can specifically include differential settlement, total settlement and slab joint misalignment requirements, that is, the height difference of cement concrete within 3m is ≤10mm, the slab joint misalignment is ≤5mm, and the total settlement is ≤30mm.

[0022] Figure 2 This is a schematic diagram of the provisions for non-stop construction around the runway provided by an embodiment of the present invention. Figure 2The specific scope of safe construction operations during non-stop flights in the airfield includes: Any construction work is prohibited within 300 meters of the runway end and within 75 meters on either side of the runway centerline 21. Furthermore, when construction is conducted within an area greater than 300 meters vertically from the runway end, the height of construction equipment, vehicles, and the operating height of crane booms must not penetrate the obstacle limitation surface. When the underpass crosses the existing runway, the slope of the transition surface here must be controlled at 1:7, meaning the height rises no more than 1 meter for every 7 meters of horizontal movement. When construction is conducted within an area greater than 75 meters vertically from the runway centerline (the runway's two sides of the runway), the height of construction equipment, vehicles, stacked materials, and the operating height of crane booms must not penetrate the inner transition surface and the missed approach surface. Furthermore, in areas greater than 300 meters vertically from the runway end and greater than 75 meters vertically from the runway centerline, the height of construction equipment and vehicles must not exceed 2 meters. That is, the safe operation range for non-stop construction includes the area with a vertical distance greater than 300m from the runway end, the area below the obstacle limitation surface, and the area with a vertical distance greater than 75m from the runway centerline, the area below the inner transition surface and the missed approach surface.

[0023] In a specific example, Figure 3 This is a schematic diagram of a cross-section of a non-stop construction area from the runway centerline provided by an embodiment of the present invention. Figure 3 As shown, it defines two clear areas: the strictly restricted area and the non-stop construction area. No construction work is allowed within a vertical distance of 75 meters from the centerline of the runway. Construction work is allowed within a vertical distance of 75 to 140 meters from the centerline of the runway, but there are certain requirements: the height of construction equipment and vehicles must not exceed 2 meters. Construction work is allowed within an area greater than 140 meters from the centerline of the runway, but the slope of the transition surface must be controlled at 1:7.

[0024] It should be noted that Figure 3 This diagram illustrates the non-stop construction area for approach runways with Airfield Index I ratings of 3 and 4. It should be noted that Airfield Index I is divided into four levels: 1, 2, 3, and 4, based on the longest aircraft reference runway length. The larger the number, the higher the level. The aircraft reference runway length refers to the minimum length required for takeoff at maximum takeoff weight, at sea level, under standard atmospheric conditions (1 atmosphere, 15°C), with no wind and a runway slope of zero.

[0025] In addition, when construction is carried out outside the taxiway or apron pavement, if an aircraft passes by, there must be no equipment, personnel or other obstacles that may affect the safety of aircraft taxiing within the minimum safe distance on both sides of the taxiway centerline or the aircraft stand taxiway centerline. Figure 4This is a schematic diagram of the minimum safety range on both sides of the taxiway centerline provided by an embodiment of the present invention. Figure 4 As shown, when the flight area index II is D, the minimum safe range of the taxiway centerline is 37m; when the flight area index II is E, the minimum safe range of the taxiway centerline is 43.5m; when the flight area index II is F, the minimum safe range of the taxiway centerline is 51m.

[0026] Figure 5 This is a schematic diagram of the minimum safety range on both sides of the taxiway centerline provided by an embodiment of the present invention. Figure 5 As shown in the figure, when the airfield index II is D, the minimum safe range of the center line of the aircraft stand taxiway is 33.5m; when the airfield index II is E, the minimum safe range of the center line of the aircraft stand taxiway is 40m; when the airfield index II is F, the minimum safe range of the center line of the aircraft stand taxiway is 47.5m.

[0027] It should be noted that Figure 4 and Figure 5 Only the minimum safe range on one side of the centerline is shown. Definition of Airfield Index II: Airfields are classified into six levels: A, B, C, D, E, and F, based on the maximum wingspan of the various aircraft using the airport's airfield. Higher levels correspond to larger wingspans, meaning larger aircraft.

[0028] Therefore, the safe operation range for non-stop construction also includes the area outside the minimum safety distance range on both sides of the taxiway centerline, and the area outside the minimum safety distance range on both sides of the taxiway centerline.

[0029] In an embodiment of the present invention, based on the geological conditions of the target underpass and the non-stop construction constraints of the corresponding airfield, at least one feasible reconstruction and expansion planning scheme for the target underpass is generated, which may specifically include: (1) Obtain the geological conditions of the target underpass and the non-stop construction constraints of the corresponding flight zone; the geological conditions include the regional types of each area of ​​the target underpass and the mechanical parameters, compaction degree, and stone particle size of the roadbed.

[0030] Specifically, geological conditions can be manually acquired and input into a computer, which then receives the manually input geological conditions. When manually acquiring the area type, relevant personnel conduct on-site exploration of the target underpass to determine the various areas within the target underpass and their area types. The number of target underpass areas must be at least one. Area types include backfill areas, cut areas, and cut-fill interface areas.

[0031] When manually obtaining the mechanical parameters and compaction degree of the roadbed, the roadbed in each area is collected on site for indoor triaxial compression tests to obtain the corresponding cohesion c, internal friction angle φ, elastic modulus The dry density and maximum dry density of the on-site compacted roadbed are obtained by performing density tests based on a heavy-duty compactor in indoor tests. Compactness includes both dry density and maximum dry density. Furthermore, to compensate for the size effect of indoor tests, field load tests and field density tests can be added and used to calibrate the indoor tests.

[0032] (2) For each area of ​​the target underpass, determine the feasible construction method for the area based on the area type and the mechanical parameters, compaction degree and stone particle size of the roadbed.

[0033] Specifically, if the current area is an excavation area, if there are large rocks larger than 80 cm in the area, this is not conducive to the concealed excavation method. Therefore, it can be determined that the feasible construction method for the current area is the open cut method. If there are no large rocks larger than 80 cm in the area, the feasible construction methods for the current area include open cut and concealed excavation. If the current area is a fill area, the feasible construction method for the current area is determined to be the open cut method.

[0034] Excavation methods include shallow excavation, pipe-roof construction, and shield construction. Shallow excavation requires a compaction rate of ≥93%, pipe-roof construction requires a compaction rate of ≥94%, and shield construction requires a compaction rate of ≥92%. When using the open-cut construction method, the foundation bearing capacity of the tunnel floor must meet the design bearing capacity requirements. If necessary, a foundation treatment solution requiring non-stop construction may be employed based on geological conditions, and the scope of operation must not exceed the requirements of the aforementioned non-stop construction constraints.

[0035] (3) Based on the constraints of non-stop construction, generate feasible renovation and expansion planning schemes for each feasible construction method in the region.

[0036] In a specific example, assuming that the target underpass area includes area 1 and area 2, the feasible construction method for area 1 is open-cut method, and the feasible construction methods for area 2 include open-cut method and underground excavation method, then one feasible renovation and expansion planning scheme is generated for area 1, and two feasible renovation and expansion planning schemes are generated for area 2, for a total of three feasible renovation and expansion planning schemes.

[0037] Step 102: For each feasible renovation and expansion planning scheme, based on the content of the feasible renovation and expansion planning scheme, a three-dimensional finite element model that takes into account the effect of aircraft moving loads is established using finite element analysis software, and relevant mechanical parameters and damping coefficients are imported into the input layer of the three-dimensional finite element model. According to the output results in the output layer of the three-dimensional finite element model, the structural safety of the feasible renovation and expansion planning scheme is verified. If the feasible renovation and expansion planning scheme fails to pass the verification, at least one of the cross-sectional size, reinforcement and burial depth of the channel structure is adjusted, and the structural safety verification is performed again until the feasible renovation and expansion planning scheme passes the verification.

[0038] Specifically, the finite element analysis software can be FLAC3D (Fast Lagrangian Analysis ofContinua in 3 Dimensions) or ABAQUS. In the specific implementation process, based on the content of the feasible renovation and expansion planning scheme, the finite element analysis software is used to establish a three-dimensional finite element model that takes into account the effect of aircraft moving loads. The three-dimensional finite element model includes subroutines for cyclic moving loads under different aircraft types, which are developed with the internal forces of the channel structure (axial force and bending moment) and the bending and tensile stress of the cement concrete surface layer bottom plate above the channel as control indicators. The cyclic moving loads under different aircraft types can be as follows: Figure 6 and Figure 7 As shown, in addition, the form of the aircraft cyclic moving load can also be other forms in the prior art, and the present invention does not make specific limitations. Figure 6 It is an Airbus A380-800 passenger aircraft landing gear layout diagram in the prior art. Figure 7 This is a diagram of the landing gear layout for a Boeing 777-300ER passenger aircraft. The values ​​are in meters. 12.456 meters refers to the distance between the centers of the outer landing gear, and 12.9 meters refers to the distance between the outer edges of the landing gear. The meanings of the other values ​​are known from the prior art and are not detailed here.

[0039] The basic principle of subroutine compilation is to set a moving belt in the load moving direction, write a load subroutine using Fortran, and customize the user load to realize the mobile loading of the load on the moving belt. Figure 8 FIG. 1 is a schematic diagram of an aircraft load moving belt provided by an embodiment of the present invention. Figure 8 As shown in the figure, assuming that the aircraft landing gear occupies two rectangular areas 1 and 2 in the initial state, as the load step progresses, the load as a whole moves forward along the driving direction by one rectangular area, for example, from area 1 and 2 to area 2 and 3. This cyclic advancement method can achieve mobile loading of the load. The load movement speed can be controlled by adjusting the time interval of the analysis step and using the judgment statement to apply the corresponding load within the load action area. The sinusoidal simple harmonic expression of the aircraft moving load is as follows: ...... (1) in, is the sinusoidal simple harmonic load expression when the aircraft moves; For time, The total number of wheels of a main landing gear; is the aircraft weight, generally based on the maximum taxiing weight in the airport pavement design specifications, in kN; is the main landing gear load distribution factor; is the taxiing speed of the aircraft, in m / s; is the diameter of the aircraft wheel, in meters.

[0040] In a specific example, part of the subroutine code example is as follows: if((x<=dis+2.526 .and. x>=dis+2.008) *.or. (x<=dis+0.826 .and. x>=dis+0.308))then if((y<=43.5895 .and. y>=43.2405) *.or. (y<=44.9895 .and. y>=44.6405))then F=145619*sin(106.66*TIME(1))+1456190 else if((y<=54.5295 .and. y>=54.1805) *.or. (y<=55.9295 .and. y>=55.5805))then F=145619*sin(106.66*TIME(1))+1456190 else F=0 end if else if((x<=dis+0.1 .and. x>=dis-0.418) *.or. (x<=dis-1.6 .and. x>=dis-2.118) *.or. (x<=dis-3.3 .and. x>=dis-3.818))then if((y<=43.5895 .and. y>=43.2405) *.or. (y<=44.9895 .and. y>=44.6405))then F=145619*sin(106.66*TIME(1))+1456190 else if((y<=54.5295 .and. y>=54.1805) *.or. (y<=55.9295 .and. y>=55.5805))then F=145619*sin(106.66*TIME(1))+1456190 else F=0 end if end if The above code example is written based on the main landing gear of the Airbus A380-800 aircraft. The first 11 lines express the following meanings: the ranges of the x- and y-coordinates of the eight landing gears corresponding to the upper left and upper right sides, as well as the corresponding aircraft movement load function expressions. TIME(1) represents the taxiing time of the aircraft, and F represents the load intensity, in units of pressure (Pa). Specifically, the code related to y limits the width of the landing gear to 0.357m in the width direction, such as 43.5895-43.2405=0.357m. Similarly, the code related to x limits the length of the landing gear to 0.518m in the length direction, such as 0.826-0.308=0.518m. In addition to the first 11 lines, the meanings of the following codes are similar to those of the first 11 lines. These codes express the ranges of the length and width of the 12 landing gears in the lower left and lower right sides.

[0041] It should be noted that the meaning of the specific numbers in the code is closely related to the size of the model and the setting of the coordinate system. The x-coordinate direction represents the direction of the aircraft's taxiing. Therefore, the limited range of x takes into account the dynamically moving coordinates, namely dis, dis=velocity*TIME(1), where velocity is the aircraft's taxiing speed. That is, when dis is present in the x-coordinate, the x-coordinate range can be determined when TIME(1) is 0 or a fixed value. The corresponding codes are in the if((x<=dis+2.526 .and. x>=dis+2.008) or else if((x<=dis+0.1 .and. x>=dis-0.418)) positions, where dis is the abbreviation of distance. At the same time, the code places the initial x-coordinate within the range of (x<=dis+2.526 .and. x>=dis+2.008). This is a code coordinate based on the center of mass of the main landing gear of the Airbus A380-800 aircraft. The center of mass refers to an imaginary point on a material system where mass is considered to be concentrated.

[0042] The logic of the above code is: First, determine whether x is in the interval [dis+2.008, dis+2.526] or [dis+0.308, dis+0.826] to obtain a first determination result.

[0043] If the first judgment result is yes, then further determine whether y is within the first or second set of intervals to obtain a second judgment result. The first set of intervals is: [43.2405, 43.5895] or [44.6405, 44.9895]. The second set of intervals is: [54.1805, 54.5295] or [55.5805, 55.9295].

[0044] If the second judgment result is yes, the calculated F value is 145619×sin(106.66×TIME[1])+1456190.

[0045] If the first judgment result is no, then determine whether x is in the interval [dis-0.418, dis+0.1] or the interval [dis-2.118, dis-1.6] or the interval [dis-3.818, dis-3.3] to obtain a third judgment result.

[0046] If the third judgment result is yes, the interval judgment of y is performed again, and the logic is the same as above.

[0047] If all conditions are not met (that is, all judgment results are negative), F is assigned a value of 0.

[0048] After obtaining the three-dimensional finite element model, the mechanical parameters (i.e., relevant mechanical parameters) and damping coefficients of the roadbed and structure are introduced into the input layer of the three-dimensional finite element model, and the output results in the output layer of the three-dimensional finite element model are substituted into the following formulas (2) to (5) to verify whether the internal force of the channel structure and the bending and tensile stress of the cement concrete surface layer bottom plate above the channel meet the corresponding requirements. If all formulas (2) to (5) are satisfied, it is determined that the scheme has passed the verification. If at least one of the formulas (2) to (5) is not satisfied, it is determined that the scheme has failed the verification, and at least one of the cross-sectional size, reinforcement and burial depth of the channel structure is adjusted, and the structural safety verification is re-performed until the feasible renovation and expansion planning scheme is verified.

[0049] Calculation formula for channel compressive axial force: ......(2) Channel tensile axial force calculation formula: ...... (3) Bending moment calculation formula: ......(4) Calculation formula for bending tensile stress of cement concrete surface layer bottom plate above the channel: ......(5) in, is the elastic modulus of the channel structure concrete; are the strain values ​​on the inner and outer sides of the channel, respectively; is the unit length; is the channel thickness; is the standard safety factor; is the longitudinal bending coefficient of the underpass structure; is the eccentricity influence coefficient of the axial force; is the eccentricity; are the ultimate compressive strength and ultimate tensile strength of concrete respectively; is the strength reduction factor of concrete; is the axial compressive strength of concrete; is the standard value of flexural tensile strength of concrete; is the relative limit compression zone height; is the effective height of the concrete section; is the single wheel load in kN; is the relative stiffness radius, in m, and the specific formula is: ,in is the elastic modulus of the channel structure concrete; is the surface plate thickness; is Poisson's ratio; is the road subgrade reaction modulus; is the load location factor (0.275 in the plate center and 0.529 at the plate edge); is the joint load transfer coefficient; is the cumulative equivalent axle times.

[0050] It should be noted that the present invention uses an open-cut rectangular channel as an example to illustrate the bending moment verification. That is, formula (4) is the bending moment verification formula for an open-cut rectangular channel. In addition, the present invention can also be applied to other types of channels in the prior art, for example, Figure 9 The figure is a schematic diagram of the calculation of the underpass structure provided by the embodiment of the present invention. Since the cross-section of the underpass in the flight zone has many forms, such as rectangular, circular and horseshoe, only two forms are listed here for illustration; in addition, since the underpass is located in different roadbeds, and the roadbed is not necessarily uniform, Figure 9 In the figure, (a) shows a uniform roadbed, and (b) shows an uneven roadbed, and the roadbed is layered. In addition, according to the characteristics of different airports under construction and expansion, some airports have underpasses buried deeper, while others have underpasses buried shallower. Figure 9 Figures (a) and (b) in the middle are used as examples to illustrate the different buried depths of the underpass. Finally, due to the presence of a pavement structure on the underpass, the pavement structure consists of a base layer and a surface layer. Figure 9 The top layer and base layer are also shown.

[0051] Step 103: When there are at least two feasible renovation and expansion planning schemes, for each feasible renovation and expansion planning scheme, based on the content of the feasible renovation and expansion planning scheme, a simulation model is constructed using renovation and expansion airport ground operation simulation software, the feasible renovation and expansion planning scheme is simulated using the simulation model, and the comprehensive impact of the feasible renovation and expansion planning scheme on the airport operation efficiency is calculated based on the simulation results, and the feasible renovation and expansion planning scheme with the smallest comprehensive impact is selected as the first target feasible renovation and expansion planning scheme.

[0052] Specifically, for each feasible expansion and renovation plan, a simulation model is constructed using existing airport ground operations simulation software based on the proposed construction method. Basic airport operation parameters, including but not limited to the airport floor plan, airport ground operations rules, aircraft stand usage rules, air traffic control operation rules, and flight schedule information, are then imported into the simulation model's input layer. Based on the current plan's prerequisites, the simulation model simulates the entire ground operation process of an aircraft from landing to departure, generating simulation results. These simulation results include the impact of the corresponding feasible expansion and renovation plan on multiple preset airport operation indicators. Airport operation indicators include the current number of aircraft stands, the supply and demand of airport take-offs and landings, aircraft taxi time, aircraft taxi distance, and the distance traveled by support vehicles within the airfield. Next, based on the preset weights and impact levels of each airport operation indicator, the comprehensive impact of the feasible expansion and renovation plan on airport operational efficiency is calculated. The preset weights for each airport operation indicator can be 1 or other values, which are not specifically limited by the present invention. The corresponding calculation formula is as follows: ...... (6) in, For the Preset weights for airport operation indicators; For the The impact of the airport operation indicators.

[0053] Finally, the feasible renovation and expansion planning scheme with the smallest comprehensive impact is selected as the first target feasible renovation and expansion planning scheme, and the first target feasible renovation and expansion planning scheme is the comprehensive optimal scheme finally selected.

[0054] Step 104: When there is only one feasible renovation and expansion planning scheme, no selection is required. Therefore, the current feasible renovation and expansion planning scheme is directly determined as the first target feasible renovation and expansion planning scheme.

[0055] In an embodiment of the present invention, before establishing a three-dimensional finite element model that takes into account aircraft moving loads using finite element analysis software for each feasible renovation and expansion planning scheme based on the contents of the feasible renovation and expansion planning scheme, the airport underpass renovation and expansion planning method of the present invention may further include: (1) For each feasible expansion and renovation plan, the number of lanes of the target underpass is calculated based on the annual average traffic volume of the airfield, the preset peak hour coefficient, the directional unevenness coefficient, the channel speed and the adjustment coefficient.

[0056] Specifically, since it is not appropriate to arrange two-way traffic in the same passageway in urban underground roads, the number of lanes in the underpass should be calculated based on the airport's planned traffic volume, traffic capacity, service level, and airport characteristics. The calculation formula for the number of lanes is as follows: ...... (7) in, AADT is the average annual traffic volume; is the peak hour coefficient, ranging from 0.1 to 0.15; is the directional non-uniformity coefficient, ranging from 0.5 to 0.6; is the design speed of the underpass, which can range from 40 to 60 km / h. When considering the most unfavorable speed effect, The value of can be 40km / h; LOS is the adjustment coefficient. When it is at an acceptable level, Take 0.85, when it is good, LOS Take 0.70.

[0057] (2) When the construction method of the feasible renovation and expansion plan is the open-cut method, the construction cost of the feasible renovation and expansion plan is calculated based on the number of lanes. The construction cost of the feasible renovation and expansion plan shall at least include the cost of demolishing and restoring the pavement structure and the cost of demolishing, renovating and restoring the pipelines and lamps in the pavement structure.

[0058] Combined with the actual situation on site and relevant technical standards, the channel clear height is usually ≥4.5m, the longitudinal slope is ≤4.0%, and the width is 4m. After the number of lanes, channel width, channel clear height and channel longitudinal slope are determined, the cross-sectional area of ​​the underpass can be calculated.

[0059] It should be noted that the present invention calculates construction costs based on the number of lanes and the cross-sectional area of ​​the underpass. Specifically, the stress conditions of the underpass structure are determined based on the number of lanes and the cross-sectional area of ​​the underpass. The range of reinforcement for the cement concrete surface layer is determined based on these stress conditions, and the construction costs are determined based on the range of reinforcement for the cement concrete surface layer. For example, if there are four lanes with a central partition wall, the stress conditions of the underpass structure will be different from those of a two-lane road with no central partition wall.

[0060] (3) When the construction method of the feasible renovation and expansion planning scheme is the dark excavation method, the finite element analysis software is used to establish a numerical calculation model of the dark excavation method for the feasible renovation and expansion planning scheme, and the construction cost of the feasible renovation and expansion planning scheme is calculated based on the number of lanes and the preset displacement control standard.

[0061] Specifically, the finite element analysis software can be FLAC3D (fast Lagrangian Analysis of Continua in 3 Dimensions) or ABAQUS in the existing technology. When the construction method of the feasible renovation and expansion planning scheme is the dark excavation method, the finite element analysis software is used to establish a dark excavation method numerical calculation model for the feasible renovation and expansion planning scheme. Based on the displacement monitoring data of the upper pavement structure and the lower pipeline of the flight area, the control displacement is used as a known quantity. The control displacement includes the differential settlement, total settlement and plate joint misalignment in the aforementioned displacement control requirements. The mechanical parameters of the roadbed are continuously calculated and inverted. If the inverted parameters meet the preset displacement control standards, that is, ,in, To calculate the displacement, To control displacement, the accuracy requirements are considered met. Otherwise, the calculation is repeated until the accuracy requirements are met. Then, the costs of structural construction and grouting reinforcement in the hidden excavation method are calculated based on the mechanical parameters of the roadbed that meet the preset displacement control standards.

[0062] (4) When there are at least two feasible renovation and expansion planning schemes, determine whether there is a second target feasible renovation and expansion planning scheme among all the feasible renovation and expansion planning schemes, the difference between the construction cost and the construction cost of any other feasible renovation and expansion planning scheme does not meet the preset difference requirement.

[0063] Specifically, the preset difference requirement may be a requirement that the difference be greater than a preset value, or a requirement that the difference be greater than the product of the target construction cost and a preset ratio, wherein the target construction cost is the smaller of the two construction costs corresponding to the current difference. The preset ratio may be 1.5. In a specific example, the construction cost of Plan A is 100 million yuan, the construction cost of Plan B is 160 million yuan, the preset ratio is 1.5, and the preset difference requirement is a requirement that the difference be greater than the product of the target construction cost and the preset ratio. Therefore, since the construction cost of Plan B is greater than 1.5 times the construction cost of Plan A, it is determined that the difference between the construction cost of Plan B and the construction cost of any other feasible renovation and expansion planning scheme does not meet the preset difference requirement, that is, Plan B is the second target feasible renovation and expansion planning scheme.

[0064] (5) If there is a feasible renovation and expansion planning scheme for the second target, delete the feasible renovation and expansion planning scheme for the second target.

[0065] (6) In response to the user's adjustment operation, adjust the construction plane position and other parameters of all feasible renovation and expansion planning schemes.

[0066] Specifically, the user adjusts parameters such as the construction plane position of the feasible renovation and expansion planning scheme in order to reduce construction costs and meet the construction constraints without stopping flights. The system responds to the user's adjustment operation and makes corresponding adjustments.

[0067] The present invention adopts the above technical solution. Since a feasible renovation and expansion planning scheme is generated based on geological conditions, the structural safety of the scheme is verified through a three-dimensional finite element model, the scheme is simulated using a simulation model, the construction cost of the scheme is calculated, and the scheme is adjusted with the purpose of reducing construction costs, the present invention realizes four-dimensional coordination of geological analysis, mechanical modeling, airport ground operation simulation and economic evaluation, realizes multi-factor coupling analysis, and improves the comprehensiveness and scientific nature of the decision-making results.

[0068] Furthermore, due to the determined construction costs of the schemes, schemes with excessively high construction costs are deleted, and the schemes are adjusted with the purpose of reducing construction costs. At the same time, the comprehensive impact of the feasible renovation and expansion planning schemes on the airport's operating efficiency is calculated based on the simulation results, and the feasible renovation and expansion planning scheme with the smallest comprehensive impact is selected as the first target feasible renovation and expansion planning scheme to reduce the impact on the airport's operation in the later stage. In this way, the present invention can simultaneously consider the construction period cost and the operation period cost, avoid the imbalance of economic evaluation caused by focusing only on the construction period cost, and reduce the cost of the entire life cycle of the project. In addition, since the feasible renovation and expansion planning scheme with the smallest comprehensive impact is selected as the first target feasible renovation and expansion planning scheme, the airport's operating efficiency is improved.

[0069] Furthermore, by taking into account the constraints of non-stop construction and verifying the structural safety of the scheme through a three-dimensional finite element model, the present invention can eliminate safety hazards to a certain extent and improve the safety of airfield operations.

[0070] Based on a general inventive concept, the present invention also provides a planning system for the reconstruction and expansion of an airport underpass. Figure 10 This is a schematic diagram of the structure of an airport underpass renovation and expansion planning system provided by an embodiment of the present invention. Figure 10 As shown, this system includes: The generation module 101 is used to generate at least one feasible renovation and expansion planning scheme for the target underpass based on the geological conditions of the target underpass and the non-stop construction constraints of the corresponding airfield; the feasible renovation and expansion planning scheme includes a construction plane location, a construction method and a construction plan.

[0071] Verification module 102 is used to establish, for each feasible renovation and expansion planning scheme, a three-dimensional finite element model that takes into account the effect of aircraft moving loads based on the content of the feasible renovation and expansion planning scheme using finite element analysis software, import relevant mechanical parameters and damping coefficients into the input layer of the three-dimensional finite element model, and perform structural safety verification on the feasible renovation and expansion planning scheme based on the output results in the output layer of the three-dimensional finite element model. If the feasible renovation and expansion planning scheme fails to pass the verification, at least one of the cross-sectional size, reinforcement and burial depth of the channel structure is adjusted, and the structural safety verification is performed again until the feasible renovation and expansion planning scheme passes the verification.

[0072] The simulation module 103 is used to construct a simulation model for each feasible renovation and expansion planning scheme based on the content of the feasible renovation and expansion planning scheme using the renovation and expansion airport ground operation simulation software when there are at least two feasible renovation and expansion planning schemes, simulate the feasible renovation and expansion planning scheme using the simulation model, calculate the comprehensive impact of the feasible renovation and expansion planning scheme on the airport operation efficiency based on the simulation results, and select the feasible renovation and expansion planning scheme with the smallest comprehensive impact as the first target feasible renovation and expansion planning scheme.

[0073] The determination module 104 is configured to determine a feasible renovation and expansion planning scheme as a first target feasible renovation and expansion planning scheme when the number of feasible renovation and expansion planning schemes is one.

[0074] Optionally, the airport underpass reconstruction and expansion planning system of the present invention may further include: A lane number calculation module is used to calculate the number of lanes in the target underpass for each feasible expansion and renovation plan based on the annual average traffic volume of the airfield, the preset peak hour coefficient, the directional unevenness coefficient, the channel speed and the adjustment coefficient; A construction cost calculation module is used to calculate the construction costs of the feasible renovation and expansion plan based on the number of lanes when the construction method of the feasible renovation and expansion plan is the open-cut method. The construction costs of the feasible renovation and expansion plan include at least the costs of demolishing and restoring the pavement structure and the costs of demolishing, modifying, and restoring the pipelines and lighting fixtures in the pavement structure. When the construction method of the feasible renovation and expansion plan is the dark excavation method, a numerical calculation model of the dark excavation method is established for the feasible renovation and expansion plan using finite element analysis software. The construction costs of the feasible renovation and expansion plan are calculated based on the number of lanes and preset displacement control standards. a determination module configured to determine, when there are at least two feasible renovation and expansion planning schemes, whether there is a second target feasible renovation and expansion planning scheme among all the feasible renovation and expansion planning schemes, the difference between the construction cost and the construction cost of any other feasible renovation and expansion planning scheme not meeting a preset difference requirement; The judgment module is used to delete the second target feasible renovation and expansion planning scheme if there is a second target feasible renovation and expansion planning scheme.

[0075] Optionally, the airport underpass reconstruction and expansion planning system of the present invention may further include: The adjustment module is used to adjust all feasible renovation and expansion planning schemes in response to the user's adjustment operation.

[0076] Optionally, the generating module 101 may be specifically configured to: (1) Obtain the geological conditions of the target underpass and the non-stop construction constraints of the corresponding flight zone; the geological conditions include the regional types of each area of ​​the target underpass and the mechanical parameters, compaction degree, and stone particle size of the roadbed.

[0077] (2) For each area of ​​the target underpass, determine the feasible construction method for the area based on the area type and the mechanical parameters, compaction degree and stone particle size of the roadbed.

[0078] (3) Based on the constraints of non-stop construction, generate feasible renovation and expansion planning schemes for each feasible construction method in the region.

[0079] Optional, non-stop construction constraints may include: Displacement control requirements for the upper cement concrete surface layer of the target underpass; and The safe operation area for non-stop construction in the airfield.

[0080] Optionally, the verification module 102 may be specifically configured to: (1) Verify whether the channel compressive axial force, channel tensile axial force, channel bending moment and the bending and tensile stress of the cement concrete surface layer bottom plate above the channel meet the corresponding requirements.

[0081] (2) If the channel compressive axial force, channel tensile axial force, channel bending moment and the bending and tensile stress of the cement concrete surface layer bottom plate above the channel all meet the corresponding requirements, the feasible renovation and expansion planning scheme is determined to have passed the verification.

[0082] (3) If at least one of the channel compressive axial force, channel tensile axial force, channel bending moment and the bending-tensile stress of the cement concrete surface layer bottom plate above the channel does not meet the corresponding requirements, it is determined that the feasible renovation and expansion planning scheme has not passed the verification.

[0083] Optionally, the simulation module 103 may be used to: The basic parameters of airport operation are imported into the input layer of the simulation model. The simulation model simulates the entire ground operation process of the aircraft from landing to departure to obtain the simulation results.

[0084] Among them, the basic parameters of airport operations include the airport floor plan, airport ground operation rules, aircraft stand usage rules, air traffic control operation rules and flight schedule information.

[0085] The simulation results include the impact of the corresponding feasible renovation and expansion planning schemes on multiple preset airport operation indicators.

[0086] Optionally, airport operation indicators include current aircraft parking spaces, supply and demand of airport take-offs and landings, aircraft taxi time, aircraft taxi distance and travel distance of support vehicles within the airfield.

[0087] Optionally, the simulation module 103 may be further configured to: Based on the preset weights and impact levels of each airport's operating indicators, the comprehensive impact of feasible renovation and expansion planning schemes on airport operating efficiency is calculated.

[0088] It can be understood that the same or similar parts of the above embodiments can be referenced to each other, and the contents not described in detail in some embodiments can refer to the same or similar contents in other embodiments.

[0089] It should be noted that, in the description of the present invention, the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance. In addition, in the description of the present invention, unless otherwise specified, the meaning of "plurality" is at least two.

[0090] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present invention includes alternative implementations in which functions may be performed out of the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present invention pertain.

[0091] It should be understood that various components of the present invention may be implemented using hardware, software, firmware, or a combination thereof. In the aforementioned embodiments, multiple steps or methods may be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one or a combination of the following technologies known in the art may be used: a discrete logic circuit having logic gate circuits for implementing logic functions on data signals, an application-specific integrated circuit having suitable combinational logic gate circuits, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0092] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0093] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing module, or each unit may exist physically separately, or two or more units may be integrated into a single module. The aforementioned integrated modules may be implemented in the form of hardware or in the form of software functional modules. If the integrated modules are implemented in the form of software functional modules and sold or used as independent products, they may also be stored in a computer-readable storage medium.

[0094] The storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk, etc.

[0095] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0096] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A method for planning the reconstruction and expansion of an airport underpass, characterized in that: include: generating at least one feasible renovation and expansion planning scheme for the target underpass based on the geological conditions of the target underpass and the non-stop construction constraints of the corresponding airfield; the feasible renovation and expansion planning scheme includes a construction plane location, a construction method, and a construction plan; For each of the feasible renovation and expansion planning schemes, based on the contents of the feasible renovation and expansion planning scheme, a three-dimensional finite element model is established using finite element analysis software that takes into account the effects of aircraft moving loads. Relevant mechanical parameters and damping coefficients are imported into the input layer of the three-dimensional finite element model. Based on the output results in the output layer of the three-dimensional finite element model, the structural safety verification of the feasible renovation and expansion planning scheme is performed. If the feasible renovation and expansion planning scheme fails the verification, at least one of the cross-sectional dimensions, reinforcement, and burial depth of the channel structure is adjusted, and the structural safety verification is re-performed until the feasible renovation and expansion planning scheme passes the verification. When there are at least two feasible renovation and expansion planning schemes, for each of the feasible renovation and expansion planning schemes, based on the content of the feasible renovation and expansion planning scheme, a simulation model is constructed using renovation and expansion airport ground operation simulation software, the feasible renovation and expansion planning scheme is simulated using the simulation model, the comprehensive impact of the feasible renovation and expansion planning scheme on the airport operation efficiency is calculated based on the simulation results, and the feasible renovation and expansion planning scheme with the smallest comprehensive impact is selected as the first target feasible renovation and expansion planning scheme; When the number of the feasible renovation and expansion planning schemes is one, the feasible renovation and expansion planning scheme is determined to be the first target feasible renovation and expansion planning scheme.

2. The airport underpass reconstruction and expansion planning method according to claim 1 is characterized in that: Before establishing a three-dimensional finite element model taking into account the aircraft moving load using finite element analysis software for each of the feasible renovation and expansion planning schemes based on the contents of the feasible renovation and expansion planning schemes, the method further includes: For each feasible renovation and expansion planning scheme, the number of lanes of the target underpass is calculated based on the annual average traffic volume of the airfield, a preset peak hour coefficient, a directional unevenness coefficient, a channel travel speed, and an adjustment coefficient; When the construction method of the feasible renovation and expansion plan is the open-cut method, the construction cost of the feasible renovation and expansion plan is calculated based on the number of lanes. The construction cost of the feasible renovation and expansion plan at least includes the cost of dismantling and restoring the pavement structure and the cost of dismantling, renovating, and restoring the pipelines and lighting fixtures in the pavement structure. When the construction method of the feasible renovation and expansion plan is the dark excavation method, a numerical calculation model of the dark excavation method is established for the feasible renovation and expansion plan using finite element analysis software, and the construction cost of the feasible renovation and expansion plan is calculated based on the number of lanes and the preset displacement control standard; When there are at least two feasible renovation and expansion planning schemes, determining whether there is a second target feasible renovation and expansion planning scheme among all the feasible renovation and expansion planning schemes, the difference between the construction cost and the construction cost of any other feasible renovation and expansion planning scheme not meeting a preset difference requirement; If the second target feasible renovation and expansion planning scheme exists, the second target feasible renovation and expansion planning scheme is deleted.

3. The airport underpass reconstruction and expansion planning method according to claim 2 is characterized in that: If the second target feasible renovation and expansion planning scheme exists, after deleting the second target feasible renovation and expansion planning scheme, the method further includes: In response to the user's adjustment operation, all the feasible renovation and expansion planning schemes are adjusted.

4. The airport underpass reconstruction and expansion planning method according to claim 1 is characterized in that: Based on the geological conditions of the target underpass and the non-stop construction constraints of the corresponding flight zone, at least one feasible reconstruction and expansion planning scheme for the target underpass is generated, specifically including: Obtaining geological conditions of the target underpass and non-stop flight construction constraints of the corresponding flight zone; the geological conditions include the area type of each area of ​​the target underpass and the mechanical parameters, compaction degree, and stone particle size of the roadbed; For each area of ​​the target underpass, determine a feasible construction method for the area based on the area type and the mechanical parameters, compaction degree and stone particle size of the roadbed; Based on the non-stop construction constraints, a feasible reconstruction and expansion planning scheme for the region with respect to each of the feasible construction methods is generated.

5. The airport underpass reconstruction and expansion planning method according to claim 1 or 4, characterized in that: The non-stop construction constraints include: Displacement control requirements for the upper cement concrete surface layer of the target underpass; and The safe operation scope for non-stop construction in the said airfield.

6. The airport underpass reconstruction and expansion planning method according to claim 1 is characterized in that: Based on the output results in the output layer of the three-dimensional finite element model, the structural safety verification of the feasible renovation and expansion planning scheme is performed, specifically including: Verify whether the channel compressive axial force, channel tensile axial force, channel bending moment and the bending and tensile stress of the cement concrete surface layer bottom plate above the channel meet the corresponding requirements; If the channel compressive axial force, channel tensile axial force, channel bending moment and the bending and tensile stress of the cement concrete surface layer bottom plate above the channel all meet the corresponding requirements, then the feasible renovation and expansion planning scheme is determined to have passed the verification; If at least one of the channel compressive axial force, channel tensile axial force, channel bending moment and bending-tensile stress of the cement concrete surface layer bottom plate above the channel does not meet the corresponding requirements, it is determined that the feasible renovation and expansion planning scheme has not passed the verification.

7. The airport underpass reconstruction and expansion planning method according to claim 1 is characterized in that: The feasible renovation and expansion planning scheme is simulated using the simulation model, specifically including: Importing basic airport operation parameters into the input layer of the simulation model, the simulation model simulates the entire ground operation process of the aircraft from landing to departure, and obtains the simulation result; The basic airport operation parameters include the airport plan, airport ground operation rules, aircraft stand usage rules, air traffic control operation rules and flight schedule information; The simulation results include the degree of impact of the feasible renovation and expansion planning scheme on multiple preset airport operation indicators.

8. The airport underpass reconstruction and expansion planning method according to claim 7 is characterized in that: The airport operation indicators include the current aircraft parking spaces, the supply and demand of take-off and landing flights at the airport, aircraft taxiing time, aircraft taxiing distance and the travel distance of support vehicles within the airfield.

9. The airport underpass reconstruction and expansion planning method according to claim 7 is characterized in that: Based on the simulation results, the comprehensive impact of the feasible renovation and expansion planning scheme on the airport's operating efficiency is calculated, including: Based on the preset weights and impact levels of each of the airport operation indicators, the comprehensive impact of the feasible renovation and expansion planning scheme on the airport operation efficiency is calculated.

10. A system for planning the expansion and reconstruction of an airport underpass, characterized in that: include: A generation module is configured to generate at least one feasible renovation and expansion planning scheme for the target underpass based on the geological conditions of the target underpass and the non-stop construction constraints of the corresponding flight zone; the feasible renovation and expansion planning scheme includes a construction plane location, a construction method, and a construction plan; a verification module for establishing, for each of the feasible renovation and expansion planning schemes, a three-dimensional finite element model that takes into account the effects of aircraft moving loads using finite element analysis software based on the contents of the feasible renovation and expansion planning scheme, importing relevant mechanical parameters and damping coefficients into an input layer of the three-dimensional finite element model, and performing structural safety verification on the feasible renovation and expansion planning scheme based on output results in an output layer of the three-dimensional finite element model; if the feasible renovation and expansion planning scheme fails the verification, adjusting at least one of the cross-sectional size, reinforcement, and burial depth of the channel structure, and re-performing structural safety verification until the feasible renovation and expansion planning scheme passes the verification; a simulation module configured to, when there are at least two feasible renovation and expansion planning schemes, construct a simulation model for each of the feasible renovation and expansion planning schemes based on the contents of the feasible renovation and expansion planning schemes using renovation and expansion airport ground operation simulation software, simulate the feasible renovation and expansion planning schemes using the simulation model, calculate the comprehensive impact of the feasible renovation and expansion planning schemes on airport operation efficiency based on the simulation results, and select the feasible renovation and expansion planning scheme with the smallest comprehensive impact as a first target feasible renovation and expansion planning scheme; A determination module is configured to determine, when the number of the feasible renovation and expansion planning schemes is one, that the feasible renovation and expansion planning scheme is the first target feasible renovation and expansion planning scheme.

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