Method and system for planning reconstruction and expansion of airport underpass

Abstract

The application provides a method and system for planning reconstruction and expansion of an airport underpass, and relates to the technical field of airport engineering planning. The method comprises the following steps: generating at least one feasible reconstruction and expansion planning scheme based on the geological conditions of the target underpass and the non-stop construction constraint conditions of the flight area; establishing a three-dimensional finite element model considering the action of the airplane moving load, using the three-dimensional finite element model to verify the structural safety of the scheme, adjusting the relevant parameters and re-verifying the structural safety of the scheme when the scheme fails to pass the verification, and verifying the structural safety of the scheme until the scheme passes the verification; when the number of 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 the simulation results, and selecting the scheme with the minimum comprehensive influence degree as the first target feasible reconstruction and expansion planning scheme. The application can improve the comprehensiveness of the planning results, reduce the whole life cycle cost and safety hidden danger of the project, and improve the airport operation efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of airport engineering planning, and particularly relates to a method and system for planning reconstruction and expansion of an airport underpass. BACKGROUND

[0002] With the development of the civil aviation industry, more and more airports need to reconstruct and expand their underpasses, and the reconstruction and expansion of underpasses in the flight area is particularly critical. In practical applications, the reconstruction and expansion construction plane position and construction scheme of the underpass in the flight area need to be planned in advance. The existing technology mainly realizes this planning purpose based on the analysis of geological and hydrological conditions, construction cost, traffic demand and planning.

[0003] However, the existing technology has the problems of poor overall planning results, high engineering life cycle cost, high safety hazards and low airport operation efficiency. SUMMARY

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

[0005] The present application adopts the following technical solutions:

[0006] In a first aspect, the present application provides a method for planning reconstruction and expansion of an airport underpass, comprising:

[0007] Based on the geological conditions of the target underpass and the non-stop construction constraint conditions of the corresponding flight area, at least one feasible reconstruction and expansion planning scheme of the target underpass is generated. The feasible reconstruction and expansion planning scheme includes construction plane position, construction method and construction scheme;

[0008] For each feasible reconstruction and expansion planning scheme, based on the content of the feasible reconstruction and expansion planning scheme, a three-dimensional finite element model considering the action of the aircraft moving load is established by using a finite element analysis software. The 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 reconstruction and expansion planning scheme is verified. When the feasible reconstruction 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 is verified again until the feasible reconstruction and expansion planning scheme passes the verification.

[0009] when the number of the feasible expansion planning schemes is at least two, for each of the feasible expansion planning schemes, based on the content of the feasible expansion planning scheme, a simulation model is constructed by using an expansion airport ground operation simulation software, the feasible expansion planning scheme is simulated by using the simulation model, the comprehensive influence degree of the feasible expansion planning scheme on the airport operation efficiency is calculated according to the simulation result, and the feasible expansion planning scheme with the minimum comprehensive influence degree is selected as the first target feasible expansion planning scheme;

[0010] when the number of the feasible expansion planning schemes is one, the feasible expansion planning scheme is determined as the first target feasible expansion planning scheme.

[0011] Optionally, before the three-dimensional finite element model considering the action of the aircraft moving load is established by using the finite element analysis software for each of the feasible expansion planning schemes based on the content of the feasible expansion planning scheme, the method further comprises the following steps:

[0012] for each of the feasible expansion planning schemes, the number of lanes of the target underpass channel is calculated based on the annual average traffic volume of the flight area, the preset peak hour coefficient, the direction uneven coefficient, the channel driving speed and the adjustment coefficient;

[0013] when the construction method of the feasible expansion planning scheme is the open excavation method, the construction cost of the feasible expansion planning scheme is calculated based on the number of lanes, and the construction cost of the feasible expansion planning scheme at least includes the cost of pavement structure demolition and recovery and the cost of pipeline and lamp removal, reconstruction and recovery in the pavement structure;

[0014] when the construction method of the feasible expansion planning scheme is the underground excavation method, the numerical calculation model of the underground excavation method is established by using the finite element analysis software for the feasible expansion planning scheme, and the construction cost of the feasible expansion planning scheme is calculated based on the number of lanes and the preset displacement control standard;

[0015] when the number of the feasible expansion planning schemes is at least two, it is judged whether there is a second target feasible expansion planning scheme in all the feasible expansion planning schemes, the difference between the construction cost of the second target feasible expansion planning scheme and the construction cost of any other feasible expansion planning scheme does not meet the preset difference requirement;

[0016] if the second target feasible expansion planning scheme exists, the second target feasible expansion planning scheme is deleted.

[0017] Optionally, after the second target feasible expansion planning scheme is deleted if the second target feasible expansion planning scheme exists, the method further comprises the following steps:

[0018] In response to the adjustment operation of the user, all the feasible expansion planning schemes are adjusted.

[0019] Optionally, based on the geological condition of the target underpass and the non-stop construction constraint condition of the corresponding flight area, at least one feasible expansion planning scheme of the target underpass is generated, and specifically includes:

[0020] The geological condition of the target underpass and the non-stop construction constraint condition of the corresponding flight area are obtained; the geological condition includes the region type of each region of the target underpass, the mechanical parameter, the compaction degree and the stone particle size of the roadbed;

[0021] For each region of the target underpass, according to the region type of the region and the mechanical parameter, the compaction degree and the stone particle size of the roadbed, a feasible construction method of the region is determined;

[0022] Based on the non-stop construction constraint condition, a feasible expansion planning scheme of the region about each feasible construction method is generated.

[0023] Optionally, the non-stop construction constraint condition includes:

[0024] The displacement control requirement of the upper cement concrete surface layer of the target underpass; and,

[0025] The non-stop construction safety operation range of the flight area.

[0026] Optionally, according to the output result in the output layer of the three-dimensional finite element model, the structural safety of the feasible expansion planning scheme is verified, and specifically includes:

[0027] Whether the channel compressive axial force, the channel tensile axial force, the channel bending moment and the channel upper cement concrete surface layer bottom plate bending tensile stress meet the corresponding requirements is verified;

[0028] If the channel compressive axial force, the channel tensile axial force, the channel bending moment and the channel upper cement concrete surface layer bottom plate bending tensile stress all meet the corresponding requirements, it is determined that the feasible expansion planning scheme passes the verification;

[0029] If at least one of the channel compressive axial force, the channel tensile axial force, the channel bending moment and the channel upper cement concrete surface layer bottom plate bending tensile stress does not meet the corresponding requirements, it is determined that the feasible expansion planning scheme does not pass the verification.

[0030] Optionally, the simulation model is used to simulate the feasible expansion planning scheme, and specifically includes:

[0031] The airport operation basic parameters are imported into the input layer of the simulation model, the simulation model simulates the whole process of ground operation of the aircraft from landing to taking off, and the simulation result is obtained.

[0032] 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;

[0033] The simulation results include the degree of impact of the feasible renovation and expansion planning scheme on multiple preset airport operation indicators.

[0034] 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.

[0035] 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:

[0036] 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.

[0037] In a second aspect, the present invention further provides a system for planning the renovation and expansion of an airport underpass, comprising:

[0038] 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;

[0039] 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;

[0040] a simulation module, when the number of the feasible expansion planning schemes is at least two, for each of the feasible expansion planning schemes, constructing a simulation model by using an expansion airport ground operation simulation software based on the content of the feasible expansion planning scheme, simulating the feasible expansion planning scheme by using the simulation model, calculating the comprehensive influence degree of the feasible expansion planning scheme on the airport operation efficiency according to the simulation result, and selecting the feasible expansion planning scheme with the minimum comprehensive influence degree as the first target feasible expansion planning scheme;

[0041] a determination module, when the number of the feasible expansion planning schemes is one, determining that the feasible expansion planning scheme is the first target feasible expansion planning scheme.

[0042] The above technical scheme is adopted in the present application, the feasible expansion planning scheme is generated based on the geological condition, the structural safety of the scheme is verified by using the three-dimensional finite element model, the scheme is simulated by using the simulation model, the construction cost of the scheme is calculated, and the scheme is adjusted for the purpose of reducing the construction cost, so that the present application realizes four-dimensional cooperation 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 result; and the comprehensive influence degree of the feasible expansion planning scheme on the airport operation efficiency is calculated according to the simulation result, and the feasible expansion planning scheme with the minimum comprehensive influence degree is selected as the first target feasible expansion planning scheme, so that the present application can reduce the influence on the airport operation in the later stage, reduce the whole life cycle cost of the project, and improve the airport operation efficiency; and the structural safety of the scheme is verified by using the three-dimensional finite element model under the consideration of the non-stop construction constraint condition, so that the present application can eliminate the safety hidden danger to a certain extent and improve the operation safety of the flight area. BRIEF DESCRIPTION OF DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only show some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor based on these drawings.

[0044] Figure 1 is a flowchart of an airport underpass expansion planning method provided by an embodiment of the present application;

[0045] Figure 2 is a schematic diagram of the regulation of non-stop construction around the runway provided by an embodiment of the present application;

[0046] Figure 3is a schematic view of a cross section of a runway centerline non-stop construction area provided by an embodiment of the present application;

[0047] Figure 4 is a schematic view of a minimum safety range on both sides of a taxiway centerline provided by an embodiment of the present application;

[0048] Figure 5 is a schematic view of a minimum safety range on both sides of a taxiway centerline provided by an embodiment of the present application;

[0049] Figure 6 is a landing gear arrangement diagram of an Airbus A380-800 passenger plane in the prior art;

[0050] Figure 7 is a landing gear arrangement diagram of a Boeing 777-300ER passenger plane in the prior art;

[0051] Figure 8 is a schematic view of an aircraft load moving belt provided by an embodiment of the present application;

[0052] Figure 9 is a schematic view of a calculation of a passageway structure provided by an embodiment of the present application;

[0053] Figure 10 is a schematic view of a structure of a reconstruction and expansion planning system of an airport passageway provided by an embodiment of the present application. DETAILED DESCRIPTION

[0054] In order to make the objectives, technical solutions and advantages of the present application clearer, the technical solutions of the present application will be described in detail below. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0055] Figure 1 is a flowchart of a reconstruction and expansion planning method of an airport passageway provided by an embodiment of the present application. As shown in Figure 1 , the present flowchart includes:

[0056] Step 101: based on the geological conditions of a target passageway and the non-stop construction constraint conditions of a corresponding flight area, at least one feasible reconstruction and expansion planning scheme of the target passageway is generated; the feasible reconstruction and expansion planning scheme includes a construction plane position, a construction method and a construction scheme.

[0057] Specifically, the non-stop construction constraint conditions include: displacement control requirements of an upper cement concrete surface layer of the target passageway; and a non-stop construction safety operation range of the flight area.

[0058] The displacement control requirements can specifically include differential settlement, total settlement amount and slab joint misalignment requirements, that is, the height difference of cement concrete within 3m is less than or equal to 10mm, the slab joint misalignment is less than or equal to 5mm, and the total settlement amount is less than or equal to 30mm.

[0059] Figure 2 is a schematic diagram of the runway four around non-stop construction provided by the embodiment of the application. Referring to Figure 2 , the non-stop construction safety operation range of the flight area can specifically include: any construction operation is prohibited in the area within 300m from the runway end and within 75m from both sides of the runway center line 21. Moreover, when the construction is performed in the area vertically distant from the runway end by more than 300m, the height of the construction machine and vehicle and the height of the crane cantilever operation height should not penetrate the obstacle limiting surface. When the underpass passes through the existing runway, the slope of the transition surface at this place is controlled according to 1:7, that is, for every 7m horizontally, the height is increased by not more than 1m. When the construction is performed in the area vertically distant from the runway center line by more than 75m (the lifting zone on both sides of the runway), the height of the construction machine and vehicle, the height of the piled material and the height of the crane cantilever operation height should not penetrate the inner transition surface and the reflight surface. Moreover, for the area vertically distant from the runway end by more than 300m and the area vertically distant from the runway center line by more than 75m, the height of the construction machine and vehicle should be less than or equal to 2m. That is, the non-stop construction safety operation range includes the area below the obstacle limiting surface in the area vertically distant from the runway end by more than 300m, and the area below the inner transition surface and the reflight surface in the area vertically distant from the runway center line by more than 75m.

[0060] In a specific example, Figure 3 is a schematic diagram of the cross section of the non-stop construction area distant from the runway center line provided by the embodiment of the application. As Figure 3 indicated, two specific areas are given, which are the strictly restricted area and the non-stop construction area. Any construction operation is prohibited in the area vertically distant from the entire runway center line by less than or equal to 75m; the construction operation can be performed in the area vertically distant from the entire runway center line by more than 75m to 140m, but the height of the construction machine and vehicle should be less than or equal to 2m; the construction operation can be performed in the area vertically distant from the entire runway center line by more than 140m, but the slope of the transition surface should be controlled according to 1:7.

[0061] It should be noted that, Figure 3The figure is a schematic diagram of the non-stop construction area range of the approach runway with the flight area index I being 3 and 4. It should be noted that the flight area index I is divided into four levels according to the longest aircraft reference flight site length, which are 1, 2, 3 and 4 respectively, and the larger the number is, the higher the level is. The aircraft reference flight site length refers to the minimum length required for the aircraft to take off under the conditions of maximum take-off weight, sea level, standard atmospheric conditions (1 atmosphere pressure, 15 DEG C), no wind and runway longitudinal slope being 0.

[0062] In addition, when the construction is carried out outside the taxiway and the apron pavement, if an aircraft passes through, no equipment, personnel or other obstacles that affect the safety of the aircraft sliding should exist in the minimum safety distance range on both sides of the taxiway center line or the apron taxiway center line. Figure 4 The figure is a schematic diagram of the minimum safety range on both sides of the taxiway center line provided by the embodiment of the present application. As shown in the figure, Figure 4 When the flight area index II is D, the minimum safety range of the taxiway center line is 37 m; when the flight area index II is E, the minimum safety range of the taxiway center line is 43.5 m; and when the flight area index II is F, the minimum safety range of the taxiway center line is 51 m.

[0063] Figure 5 The figure is a schematic diagram of the minimum safety range on both sides of the apron taxiway center line provided by the embodiment of the present application. As shown in the figure, Figure 5 When the flight area index II is D, the minimum safety range of the apron taxiway center line is 33.5 m; when the flight area index II is E, the minimum safety range of the apron taxiway center line is 40 m; and when the flight area index II is F, the minimum safety range of the apron taxiway center line is 47.5 m.

[0064] It should be noted that, Figure 4 and Figure 5 Only one side of the minimum safety range of the center line is shown. The definition of the flight area index II is that the maximum wingspan length of each type of aircraft using the airport flight area is divided into six levels, which are A, B, C, D, E and F respectively. The higher the level is, the larger the wingspan length of the corresponding aircraft is, that is, the larger the aircraft is.

[0065] Therefore, the non-stop construction safety operation range also includes the area outside the minimum safety distance range on both sides of the taxiway center line and the area outside the minimum safety distance range on both sides of the apron taxiway center line.

[0066] In the embodiment of the present application, at least one feasible expansion planning scheme of the target underpass channel is generated based on the geological conditions of the target underpass channel and the non-stop construction constraint conditions of the corresponding flight area, which can specifically include:

[0067] (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.

[0068] 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.

[0069] 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.

[0070] (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.

[0071] 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.

[0072] 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.

[0073] (3) Based on the constraints of non-stop construction, generate feasible renovation and expansion planning schemes for each feasible construction method in the region.

[0074] In a specific example, it is assumed that the target underpass region includes region 1 and region 2, the feasible construction method of region 1 is open excavation method, and the feasible construction method of region 2 includes open excavation method and blind excavation method, then one feasible reconstruction and expansion planning scheme is generated for region 1, two feasible reconstruction and expansion planning schemes are generated for region 2, and a total of three feasible reconstruction and expansion planning schemes are generated.

[0075] Step 102: for each feasible reconstruction and expansion planning scheme, based on the content of the feasible reconstruction and expansion planning scheme, a three-dimensional finite element model considering the action of the moving load of the aircraft is established by using the finite element analysis software, the related mechanical parameters and damping coefficients are imported into the input layer of the three-dimensional finite element model, the output results in the output layer of the three-dimensional finite element model are used to verify the structural safety of the feasible reconstruction and expansion planning scheme, when the feasible reconstruction 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 reconstruction and expansion planning scheme passes the verification.

[0076] Specifically, the finite element analysis software can be FLAC3D (Fast Lagrangian Analysis of Continua in 3 Dimensions, three-dimensional fast Lagrangian analysis) or ABAQUS. In the specific execution process, based on the content of the feasible reconstruction and expansion planning scheme, a three-dimensional finite element model considering the action of the moving load of the aircraft is established by using the finite element analysis software, and the three-dimensional finite element model includes a subprogram of the cyclic moving load of different aircraft types developed by taking the internal force (axial force and bending moment) of the channel structure and the bending tensile stress of the upper cement concrete slab of the channel as control indicators. The cyclic moving load of different aircraft types can be as shown in Figure 6 and Figure 7 In addition, the form of the aircraft cyclic moving load can also be other forms in the prior art, which is not limited in the present application. Among them, Figure 6 is the landing gear arrangement diagram of the Airbus A380-800 aircraft in the prior art. Figure 7 is the landing gear arrangement diagram of the Boeing 777-300ER aircraft in the prior art. The units of the numerical values are m. 12.456 m refers to the spacing of the center of the outer landing gear, 12.9 m refers to the spacing between the outer edges of the landing gear, and the meanings of the other numerical values are all in the prior art, which will not be described here.

[0077] The basic principle of the subprogram is to set a moving belt in the load moving direction, and use Fortran to write a load subprogram to define a user load, so as to realize the moving loading of the load on the moving belt. Figure 8 is a schematic diagram of the moving belt of the aircraft load provided by the embodiment of the present application. As Figure 8As shown, assuming that the initial state of the aircraft landing gear occupies two rectangular areas 1, 2, with the load step advancing, the load moves forward by one rectangular area along the driving direction, for example, from 1, 2 area to 2, 3 area. Through this way of cyclic advancement, the moving load of the load can be realized. The load moving speed can be controlled by adjusting the time interval of the analysis step, and the corresponding load is applied in the load acting area by using the judgment statement. The sine harmonic expression of the aircraft moving load is as follows:

[0078] ...... (1)

[0079] wherein, is the sine harmonic load expression when the aircraft moves; is the time, is the total number of wheels of a main landing gear (number); is the weight of the aircraft, generally according to the maximum sliding weight in the airport pavement design specification, unit: kN; is the main landing gear load distribution coefficient; is the sliding speed of the aircraft, unit: m / s; is the diameter of the aircraft wheel, unit: m.

[0080] In a specific example, part of the code of the subroutine is as follows:

[0081] if((x<=dis+2.526.and. x>=dis+2.008)

[0082] *.or. (x<=dis+0.826.and. x>=dis+0.308))then

[0083] if((y<=43.5895.and. y>=43.2405)

[0084] *.or. (y<=44.9895.and. y>=44.6405))then

[0085] F=145619*sin(106.66*TIME(1))+1456190

[0086] else if((y<=54.5295.and. y>=54.1805)

[0087] *.or. (y<=55.9295.and. y>=55.5805))then

[0088] F=145619*sin(106.66*TIME(1))+1456190

[0089] else

[0090] F=0

[0091] end if

[0092] else if((x<=dis+0.1.and. x>=dis-0.418)

[0093] *.or. (x<=dis-1.6.and. x>=dis-2.118)

[0094] *.or. (x<=dis-3.3.and. x>=dis-3.818))then

[0095] if((y<=43.5895.and. y>=43.2405)

[0096] *.or. (y<=44.9895.and. y>=44.6405))then

[0097] F=145619*sin(106.66*TIME(1))+1456190

[0098] else if((y<=54.5295.and. y>=54.1805)

[0099] *.or. (y<=55.9295.and. y>=55.5805))then

[0100] F=145619*sin(106.66*TIME(1))+1456190

[0101] else

[0102] F=0

[0103] end if

[0104] end if

[0105] The above code example is written according to the main landing gear of Airbus A380-800 passenger aircraft, the first 11 lines express the meaning: the left upper side and the right upper side corresponding to the range of 8 landing gear x coordinate and y coordinate, and the corresponding aircraft moving load function expression, TIME(1) represents the time of aircraft taxiing, F represents the load intensity, the unit is pressure (Pa); The specific y-related code limits the width of 0.357m in the width direction of the landing gear, such as 43.5895-43.2405=0.357m; Similarly, the x-related code limits the length of 0.518m in the length direction of the landing gear, such as 0.826-0.308=0.518m. In addition to the first 11 lines, the following code expresses the meaning similar to the first 11 lines, which expresses the relevant length and width limit range of the 12 landing gears on the left lower side and the right lower side.

[0106] 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. Among them, the x coordinate direction represents the direction of the aircraft taxiing, so the x coordinate range considers the dynamic moving coordinate, dis, dis=velocity*TIME(1), velocity is the speed of the aircraft taxiing, that is, there is dis in the x coordinate, when TIME(1) is 0 or a certain fixed value, the x coordinate range can be determined, corresponding to the code in if((x<=dis+2.526.and. x>=dis+2.008) or else if((x<=dis+0.1.and. x>=dis-0.418) two places, wherein, dis is the abbreviation of distance. At the same time, the initial x coordinate in the code is placed in the range of (x<=dis+2.526.and. x>=dis+2.008), which is based on the code coordinate of the centroid point of the main landing gear of Airbus A380-800 passenger aircraft. The centroid point refers to a hypothetical point on a material system where the mass is considered to be concentrated.

[0107] The logic of the above code is:

[0108] First, determine whether x is in the interval [dis+2.008, dis+2.526] or [dis+0.308, dis+0.826], and get the first judgment result.

[0109] If the first judgment result is yes, further determine whether y is in the first group interval or the second group interval, and get the second judgment result. Among them, the first group interval is: [43.2405, 43.5895] or [44.6405, 44.9895]. The second group interval is: [54.1805, 54.5295] or [55.5805, 55.9295].

[0110] If the second determination result is yes, the F value is calculated as 145619xsin(106.66xTIME[1])+1456190.

[0111] If the first determination result is no, it is determined 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], and a third determination result is obtained.

[0112] If the third determination result is yes, the interval determination of y is performed again, and the logic is the same as above.

[0113] If none of the conditions is met (i.e., all determination results are no), F is assigned a value of 0.

[0114] After obtaining the three-dimensional finite element model, the mechanical parameters (i.e., the relevant mechanical parameters) and the damping coefficient of the channel structure are imported 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 flexural tensile stress of the bottom plate of the upper cement concrete surface layer of the channel satisfy the corresponding requirements. If formulas (2) to (5) are all satisfied, it is determined that the scheme passes the verification. If at least one of formulas (2) to (5) is not satisfied, 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 expansion planning scheme passes the verification.

[0115] Channel compressive axial force checking formula: ......(2)

[0116] Channel tensile axial force checking formula: ......(3)

[0117] Bending moment checking formula: ......(4)

[0118] Channel upper cement concrete surface layer bottom plate flexural tensile stress checking formula: ......(5)

[0119] Wherein, E is the elastic modulus of the channel structure concrete; εin and εout are the strain values of the inner side and the outer side of the channel, respectively; L is the unit length; H is the thickness of the channel; μ is the specification safety factor; K is the longitudinal bending coefficient of the channel structure; η is the eccentricity influence coefficient of the axial force; e 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.

[0120] 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.

[0121] Step 103: when the number of feasible expansion planning schemes is at least two, for each feasible expansion planning scheme, a simulation model is constructed based on the content of the feasible expansion planning scheme by using the expansion airport ground operation simulation software, the simulation model is used to simulate the feasible expansion planning scheme, the comprehensive influence degree of the feasible expansion planning scheme on the airport operation efficiency is calculated according to the simulation result, and the feasible expansion planning scheme with the minimum comprehensive influence degree is selected as the first target feasible expansion planning scheme.

[0122] Specifically, for each feasible expansion planning scheme, a simulation model is constructed based on the construction method of the feasible expansion planning scheme by using the existing expansion airport ground operation simulation software. Then, the basic parameters of airport operation are imported into the input layer of the simulation model, including but not limited to airport plan, airport ground operation rules, stand use rules, air traffic control operation rules and flight schedule information, etc. According to the premise conditions of the current scheme, the simulation model simulates the whole process of ground operation of the aircraft from landing to departure, obtains the simulation result, and the simulation result includes the influence degree of the corresponding feasible expansion planning scheme on the preset multiple airport operation indexes. The airport operation indexes include the current stand, the supply times and demand times of the airport take-off and landing times, the aircraft sliding time, the aircraft sliding distance and the driving distance of the support vehicle in the flight area. Then, according to the preset weight and influence degree of each airport operation index, the comprehensive influence degree of the feasible expansion planning scheme on the airport operation efficiency is calculated. The preset weight of each airport operation index can be 1, or other values, which is not limited in the present application. The corresponding calculation formula is as follows:

[0123] ......(6)

[0124] Wherein, is the preset weight of the i-th airport operation index; is the influence degree of the i-th airport operation index.

[0125] Finally, the feasible expansion planning scheme with the minimum comprehensive influence degree is selected as the first target feasible expansion planning scheme, and the first target feasible expansion planning scheme is the final selected comprehensive optimal scheme.

[0126] Step 104: when the number of feasible expansion planning schemes is one, it is not necessary to select, therefore, the current feasible expansion planning scheme is directly determined as the first target feasible expansion planning scheme.

[0127] ​​In the embodiment of the present application, before a three-dimensional finite element model considering the action of aircraft moving load is established by using finite element analysis software based on the content of the feasible reconstruction and expansion planning scheme for each feasible reconstruction and expansion planning scheme, the reconstruction and expansion planning method of the airport underpass tunnel of the present application can further include:

[0128] (1) For each feasible reconstruction and expansion planning scheme, based on the annual average traffic volume of the flight area, the preset peak hour coefficient, the direction uneven coefficient, the tunnel driving speed and the adjustment coefficient, the number of lanes of the target underpass tunnel is calculated.

[0129] Specifically, since the city underground road is not suitable for arranging bidirectional traffic in the same traffic hole, the number of lanes of the underpass tunnel should be calculated according to the design traffic volume, traffic capacity, service level and the particularity of the airport, and the number of lanes calculation formula is as follows:

[0130] ......(7)

[0131] Among them, AADT is the annual average traffic volume; is the peak hour coefficient, the value range is 0.1 to 0.15; is the direction uneven coefficient, the value range is 0.5 to 0.6; is the design speed of the underpass tunnel, the value range can be 40 to 60 km / h, when the most unfavorable speed is considered, the value can be 40 km / h; LOS is the adjustment coefficient, when it is acceptable, 0.85 is taken, when it is good, LOS 0.70 is taken.

[0132] (2) When the construction method of the feasible reconstruction and expansion planning scheme is open excavation method, based on the number of lanes, the construction cost of the feasible reconstruction and expansion planning scheme is calculated, and the construction cost of the feasible reconstruction and expansion planning scheme at least includes the cost of pavement structure removal and recovery and the cost of pipeline and lamp removal, reconstruction and recovery in the pavement structure.

[0133] Combined with the actual situation and related technical standards, the tunnel net height is usually ≥4.5m, the longitudinal slope is ≤4.0%, and the width is 4m. After the values of the number of lanes, the tunnel width, the tunnel net height and the tunnel longitudinal slope are determined, the cross-sectional area of the underpass tunnel can be calculated.

[0134] It should be noted that the application calculates the construction cost based on the number of lanes and the cross-sectional area of the underpass, specifically, determines the stress condition of the channel structure based on the number of lanes and the cross-sectional area of the underpass, determines the range of cement concrete surface layer reinforcement according to the stress condition, and determines the construction cost according to the range of cement concrete surface layer reinforcement. For example, when there are four lanes, there is a partition wall in the middle, and at this time the stress condition of the channel structure is different from the case of two lanes without a partition wall.

[0135] (3) When the construction method of the feasible expansion planning scheme is a tunneling method, a numerical calculation model of the tunneling method is established for the feasible expansion planning scheme using a finite element analysis software, and the construction cost of the feasible expansion planning scheme is calculated based on the number of lanes and the preset displacement control standard.

[0136] Specifically, the finite element analysis software can be FLAC3D (ast Lagrangian Analysis of Continua in 3 Dimensions, three-dimensional fast Lagrangian analysis) or ABAQUS in the prior art. When the construction method of the feasible expansion planning scheme is a tunneling method, a numerical calculation model of the tunneling method is established for the feasible expansion planning scheme using a finite element analysis software, and the construction cost of the feasible expansion planning scheme is calculated based on the displacement monitoring data of the upper pavement structure and the lower pipeline in the flight area, with the control displacement as the known quantity. The control displacement includes the differential settlement, total settlement, and slab joint misalignment in the displacement control requirements, and the mechanical parameters of the roadbed are constantly tried and inverted. If the inverted parameters meet the preset displacement control standard, that is, wherein, is the trial displacement, is the control displacement, it is determined that the precision requirement is met, otherwise it is returned to re-try, until the precision requirement is met. Then, the construction cost of the structure construction and grouting reinforcement in the tunneling method is calculated based on the mechanical parameters of the roadbed that meet the preset displacement control standard.

[0137] (4) When the number of feasible expansion planning schemes is at least two, it is determined whether there is a second target feasible expansion planning scheme in all feasible expansion planning schemes, whose construction cost does not meet the preset difference value requirement with the construction cost of any other feasible expansion planning scheme.

[0138] Specifically, the preset difference requirement can be that the difference is greater than a preset value, or the difference is greater than a product of the target construction cost and a preset ratio, wherein the target construction cost is a smaller one of the two construction costs corresponding to the current difference. The preset ratio can be 1.5. In a specific example, the construction cost of the A scheme is 100 million yuan, the construction cost of the B scheme is 1.6 billion yuan, the preset ratio is 1.5, and the preset difference requirement is that the difference is greater than the product of the target construction cost and the preset ratio. Therefore, since the construction cost of the B scheme is greater than 1.5 times the construction cost of the A scheme, it is determined that the difference between the construction cost of the B scheme and the construction cost of any other feasible expansion planning scheme does not meet the preset difference requirement, that is, the B scheme is the second target feasible expansion planning scheme.

[0139] (5) If there is a second target feasible expansion planning scheme, delete the second target feasible expansion planning scheme.

[0140] (6) In response to the adjustment operation of the user, adjust the construction plane position and other parameters of all feasible expansion planning schemes.

[0141] Specifically, the user adjusts the construction plane position and other parameters of the feasible expansion planning scheme for the purpose of reducing the construction cost and meeting the non-stop construction constraint condition, and the system responds to the adjustment operation of the user to make corresponding adjustment.

[0142] The above technical scheme is adopted in the present application. Since the feasible expansion planning scheme is generated based on the geological condition, the structural safety of the scheme is verified by the three-dimensional finite element model, the scheme is simulated by the simulation model, the construction cost of the scheme is calculated, and the scheme is adjusted for the purpose of reducing the construction cost, the present application realizes four-dimensional cooperation 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 result.

[0143] In addition, since the construction cost of the scheme is determined, the scheme with excessively high construction cost is deleted, and the scheme is adjusted for the purpose of reducing the construction cost, at the same time, the comprehensive influence degree of the feasible expansion planning scheme on the airport operation efficiency is calculated according to the simulation result, and the feasible expansion planning scheme with the smallest comprehensive influence degree is selected as the first target feasible expansion planning scheme to reduce the influence on the airport operation in the later period, so that the present application can consider the construction period cost and the operation period cost at the same time, avoid the imbalance problem of economic evaluation caused by only focusing on the construction period cost, and reduce the whole life cycle cost of the project. In addition, since the feasible expansion planning scheme with the smallest comprehensive influence degree is selected as the first target feasible expansion planning scheme, the airport operation efficiency is improved.

[0144] And, since the non-stop construction constraint condition is considered, and the scheme is verified for structural safety through a three-dimensional finite element model, the application can eliminate safety hazards to a certain extent and improve the operation safety of the flight area.

[0145] Based on the overall inventive concept, the application also provides a reconstruction and expansion planning system of an airport underpass. Figure 10 As shown in the structural schematic diagram of the reconstruction and expansion planning system of the airport underpass provided by the embodiments of the application, Figure 10 The system comprises:

[0146] The generating module 101 is configured to generate at least one feasible reconstruction and expansion planning scheme of the target underpass based on the geological condition of the target underpass and the non-stop construction constraint condition of the corresponding flight area; the feasible reconstruction and expansion planning scheme comprises a construction plane position, a construction method and a construction scheme.

[0147] The verifying module 102 is configured to, for each feasible reconstruction and expansion planning scheme, establish a three-dimensional finite element model considering the action of the aircraft moving load based on the content of the feasible reconstruction and expansion planning scheme by using a finite element analysis software, import relevant mechanical parameters and damping coefficients into an input layer of the three-dimensional finite element model, and verify the structural safety of the feasible reconstruction and expansion planning scheme according to the output results in an output layer of the three-dimensional finite element model; when the feasible reconstruction and expansion planning scheme fails to pass the verification, at least one of the cross-sectional size, the reinforcement and the burial depth of the underpass structure is adjusted, and the structural safety is verified again until the feasible reconstruction and expansion planning scheme passes the verification.

[0148] The simulation module 103 is configured to, when the number of the feasible reconstruction and expansion planning schemes is at least two, for each feasible reconstruction and expansion planning scheme, construct a simulation model based on the content of the feasible reconstruction and expansion planning scheme by using reconstruction and expansion airport ground operation simulation software, simulate the feasible reconstruction and expansion planning scheme by using the simulation model, calculate the comprehensive influence degree of the feasible reconstruction and expansion planning scheme on the airport operation efficiency according to the simulation results, and select the feasible reconstruction and expansion planning scheme with the minimum comprehensive influence degree as the first target feasible reconstruction and expansion planning scheme.

[0149] The determining module 104 is configured to, when the number of the feasible reconstruction and expansion planning schemes is one, determine that the feasible reconstruction and expansion planning scheme is the first target feasible reconstruction and expansion planning scheme.

[0150] Optionally, the reconstruction and expansion planning system of the airport underpass of the application can further comprise:

[0151] The lane number calculation module is configured to, for each feasible reconstruction and expansion planning scheme, calculate the number of lanes of the target underpass based on the annual average traffic volume of the flight area, a preset peak hour coefficient, a direction unevenness coefficient, an underpass driving speed and an adjustment coefficient.

[0152] The construction cost calculation module is configured to calculate the construction cost of the feasible reconstruction and expansion planning scheme based on the number of lanes when the construction method of the feasible reconstruction and expansion planning scheme is the open-cut method, the construction cost of the feasible reconstruction and expansion planning scheme at least including the cost of pavement structure removal and recovery and the cost of pipeline and lamp removal, reconstruction and recovery in the pavement structure; when the construction method of the feasible reconstruction and expansion planning scheme is the underground excavation method, a numerical calculation model of the underground excavation method is established for the feasible reconstruction and expansion planning scheme by using the finite element analysis software, and the construction cost of the feasible reconstruction and expansion planning scheme is calculated based on the number of lanes and the preset displacement control standard.

[0153] The judgment module is configured to, when the number of the feasible reconstruction and expansion planning schemes is at least two, judge whether there is a second target feasible reconstruction and expansion planning scheme in all the feasible reconstruction and expansion planning schemes, the difference between the construction cost of the second target feasible reconstruction and expansion planning scheme and the construction cost of any other feasible reconstruction and expansion planning scheme not satisfying a preset difference requirement.

[0154] The judgment module is configured to, if the second target feasible reconstruction and expansion planning scheme exists, delete the second target feasible reconstruction and expansion planning scheme.

[0155] Optionally, the reconstruction and expansion planning system of the airport underpass tunnel of the present application can further comprise:

[0156] The adjustment module is configured to adjust all the feasible reconstruction and expansion planning schemes in response to the adjustment operation of the user.

[0157] Optionally, the generation module 101 can be specifically configured to:

[0158] (1) Obtain the geological conditions of the target underpass tunnel and the non-stop construction constraint conditions of the corresponding flight area; the geological conditions including the region type of each region of the target underpass tunnel and the mechanical parameters, compaction degree and stone particle size of the roadbed.

[0159] (2) For each region of the target underpass tunnel, determine the feasible construction method of the region according to the region type of the region and the mechanical parameters, compaction degree and stone particle size of the roadbed.

[0160] (3) Based on the non-stop construction constraint conditions, generate the feasible reconstruction and expansion planning scheme of the region for each feasible construction method.

[0161] Optionally, the non-stop construction constraint conditions can include:

[0162] The displacement control requirement of the upper cement concrete surface layer of the target underpass tunnel; and

[0163] The non-stop construction safety operation range of the flight area.

[0164] Optionally, the verification module 102 can be specifically configured to:

[0165] (1) Verify whether the channel compressive axial force, the channel tensile axial force, the channel bending moment and the bending tensile stress of the channel upper cement concrete surface layer bottom plate meet the corresponding requirements.

[0166] (2) If the channel compressive axial force, the channel tensile axial force, the channel bending moment and the bending tensile stress of the channel upper cement concrete surface layer bottom plate all meet the corresponding requirements, it is determined that the feasible reconstruction and expansion planning scheme passes the verification.

[0167] (3) If at least one of the channel compressive axial force, the channel tensile axial force, the channel bending moment and the bending tensile stress of the channel upper cement concrete surface layer bottom plate does not meet the corresponding requirements, it is determined that the feasible reconstruction and expansion planning scheme does not pass the verification.

[0168] Optionally, the simulation module 103 can be specifically used for:

[0169] The airport operation basic parameters are imported into the input layer of the simulation model, the simulation model simulates the whole process of ground operation of the aircraft from landing to departure, and simulation results are obtained.

[0170] The airport operation basic parameters include an airport plan, airport ground operation rules, gate usage rules, air traffic control operation rules and flight schedule information.

[0171] The simulation results include the influence degree of the corresponding feasible reconstruction and expansion planning scheme on the preset multiple airport operation indexes.

[0172] Optionally, the airport operation indexes include the current gate, the supply times and demand times of the airport takeoff and landing times, the aircraft taxi time, the aircraft taxi distance and the driving distance of the support vehicle in the flight area.

[0173] Optionally, the simulation module 103 can be specifically used for:

[0174] According to the preset weight and influence degree of each airport operation index, the comprehensive influence degree of the feasible reconstruction and expansion planning scheme on the airport operation efficiency is calculated.

[0175] It can be understood that the same or similar parts in the above embodiments can be mutually referred to, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0176] It should be noted that in the description of the present application, the terms "first", "second" and the like are only for the purpose of description, and cannot be understood as indicating or implying relative importance. In addition, in the description of the present application, unless otherwise specified, the meaning of "a plurality of" is at least two.

[0177] Any process or method described in a flowchart or described elsewhere in this specification can be understood as representing one or more modules, segments, or portions of code that includes executable instructions for performing specific logical functions or steps in the process, and the various embodiments of the application can include additional or fewer steps performing the described functions in the same order as shown or in a different order than illustrated, as appropriate, and the skilled person will understand that the steps can be performed in a substantially simultaneous manner or in reverse order.

[0178] It should be understood that various parts of the present application can be implemented in hardware, software, firmware or a combination thereof. In the above embodiments, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any of the following technologies, known in the art, or a combination thereof, can be used: discrete logic circuitry having logic gates for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and the like.

[0179] Those skilled in the art can understand that all or part of the steps carried out by the above-mentioned embodiments can be completed by programs instructing relevant hardware, and the programs can be stored in a computer readable storage medium, and when executed, include one or a combination of steps of the method embodiments.

[0180] In addition, each functional unit in each embodiment of the present application can be integrated into one processing module, or each unit can exist physically, or two or more units can be integrated into one module. The above-mentioned integrated module can be realized in the form of hardware or in the form of a software function module. When the integrated module is realized in the form of a software function module and sold or used as an independent product, it can also be stored in a computer readable storage medium.

[0181] The above-mentioned storage medium can be a read-only memory, a magnetic disk or an optical disk, etc.

[0182] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example" or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0183] Although the embodiments of the present application have been shown and described above, it is understood that the above-described embodiments are exemplary and are not to be construed as limiting the present application, and that variations, modifications, substitutions and changes can be made by those skilled in the art without departing from the scope of the present application.

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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