A bim-based cross-river comprehensive pipe gallery collaborative planning method
By optimizing the internal space division and support column design of the utility tunnel using BIM technology, the risks of mixed pipelines and earthquakes and ship collisions were resolved, and the requirements for separate pipeline laying and seismic resistance were met.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- JINAN XIANTOU URBAN DEVELOPMENT INVESTMENT GROUP CO LTD
- Filing Date
- 2025-10-15
- Publication Date
- 2026-08-04
AI Technical Summary
The existing utility tunnels have insufficient internal space classification, resulting in the mixed laying of different types of pipelines. Utility tunnels that cross rivers are at risk of earthquakes and ship collisions. Existing technology is insufficient in planning the support locations and specifications.
Based on BIM technology, by analyzing pipeline types, ship traffic history data and seismic requirements, cross-sectional views and 3D models of the utility tunnel are generated, and the location and size of the support columns are optimized to ensure that the pipelines have enough space to be laid independently, and that the support columns can resist seismicity and reduce the impact on ship navigation.
It enables separate spatial laying of pipeline types, meets seismic resistance requirements and ship impact force, reduces changes in ship navigation channels, and optimizes the planning location and specifications of support.
Smart Images
Figure CN121257004B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of pipeline planning technology, specifically to a BIM-based collaborative planning method for cross-river integrated utility tunnels. Background Technology
[0002] Utility tunnels are public tunnels used for the centralized laying of municipal pipelines such as electricity, telecommunications, broadcasting and television, water supply, drainage, heating, and gas. Their construction effectively solves problems such as repeated road excavation, dense overhead power lines, and frequent pipeline accidents. Through centralized layout, utility tunnels significantly enhance pipeline safety and reduce long-term maintenance costs.
[0003] The existing utility tunnels lack sufficient internal space classification, resulting in the mixed laying of different types of pipelines. In addition, rivers are common in cities, and utility tunnels usually cross rivers by spanning them. However, the spans are large and there is a risk of earthquakes. Therefore, the utility tunnels need to be supported. However, ships navigate in the river, and the supports will affect navigation. At the same time, there is a risk of collision with ships. Therefore, the support locations and specifications of the utility tunnels need to be planned, but the existing technology does not adequately consider this. Summary of the Invention
[0004] To address the aforementioned technical issues, a BIM-based collaborative planning method for cross-river integrated utility tunnels is provided. This technical solution resolves the problems mentioned in the background section.
[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A BIM-based collaborative planning method for cross-river integrated utility tunnels includes: The construction area of the utility tunnel in the river channel is obtained as the feature area; Based on the types of pipelines laid in the utility tunnel, at least one zone area is formed, and based on the zone areas, a cross-sectional view of the utility tunnel is formed. Within the feature area, the left bank and right bank embedding points are selected, and the characteristic path of the utility tunnel crossing the river is analyzed based on the historical data of ship passage in the river. The cross-sectional view of the utility tunnel moves along the feature path to form a three-dimensional model of the utility tunnel. During the movement, the center of the cross-sectional view of the utility tunnel coincides with the feature path, and the cross-sectional view of the utility tunnel is perpendicular to the feature path. Based on the seismic requirements of the utility tunnel, the maximum seismic length of the utility tunnel is obtained, and at least one support scheme is formed at the bottom of the utility tunnel according to the maximum seismic length. Based on historical data of ship traffic in the river, the probability distribution of ship collisions was analyzed. Based on the probability distribution of navigation collisions, a target support scheme is selected from the support schemes, and support columns are set at the bottom of the pipe gallery according to the target support scheme; The dimensions of the support column are determined based on the impact force of the ship.
[0006] Preferably, the step of forming at least one partition area based on the type of pipelines laid in the utility tunnel includes the following steps: Obtain at least one type of pipeline laid in the utility tunnel, take the number of pipelines expected to be laid in each type as the preset number of pipeline types, and take the maximum diameter of the pipelines in all types as the feature value. The area of the partition is obtained by multiplying the square of the characteristic value by the preset number of pipeline types.
[0007] Preferably, the process of generating a cross-sectional view of the utility tunnel based on the area of each zone includes the following steps: The areas of at least one partition are summed to obtain the total area, forming the target box, which satisfies that the area of the target box is equal to the total area. The region within the target bounding box is uniformly divided into at least one local block, and the side length of the local block is equal to the feature value. In a left-to-right, top-to-bottom order, local blocks are sequentially matched to pipeline types, such that the number of local blocks matched to a pipeline type is equal to the preset number of pipeline types. The outline of the region where the local block that matches the same pipeline type is located is used as the feature outline of the pipeline type, and the pipeline belonging to the pipeline type is laid in the feature outline of the pipeline type. The target box and its internal feature contours are summarized as a cross-sectional view of the utility tunnel.
[0008] Preferably, selecting the left bank embedding point and the right bank embedding point within the feature area includes the following steps: Generate at least one trajectory line perpendicular to the river channel within the feature area. The trajectory line is in the same plane as the river surface. The intersection of the trajectory line and the riverbank is used as the pre-embedded point. Analyze the soil hardness at the pre-buried points, take the average soil hardness at the two pre-buried points of the trajectory line to obtain the average hardness, and take the trajectory line with the largest average hardness as the target trajectory line. Take the two pre-buried points of the target trajectory line as the left bank buried point and the right bank buried point, respectively.
[0009] Preferably, the step of analyzing the characteristic path of the utility tunnel across the river based on historical data of ship traffic in the river includes the following steps: In the historical data of ship passage in the waterway, the height of the historically passed ships is taken as the historical height; Based on big data, the safe distance from the top of the ship to the bottom of the utility tunnel is obtained. The maximum historical height is then superimposed with the safe distance to obtain the target height. The target trajectory line is vertically raised to the target height to obtain the target path. The line connecting the left bank embedding point to the nearest point on the target path is taken as the left path, and the line connecting the right bank embedding point to the nearest point on the target path is taken as the right path. The left path, target path and right path are merged in sequence to obtain the feature path.
[0010] Preferably, obtaining the maximum seismic resistance length of the utility tunnel based on its seismic resistance requirements includes the following steps: Obtain the maximum magnitude of earthquake that the utility tunnel needs to withstand as the target magnitude, obtain at least one historical earthquake with a magnitude equal to the target magnitude, and use the historical earthquakes in which the utility tunnel exists as the target historical earthquakes. In the target historical earthquake, obtain at least one local utility tunnel without cracks, and take the minimum length of the local utility tunnel without bottom support as the maximum seismic length of the utility tunnel.
[0011] Preferably, the step of forming at least one support scheme at the bottom of the utility tunnel based on the maximum seismic resistance length includes the following steps: At least one support point is uniformly selected on the feature path, and then randomly selected from the at least one support point to obtain at least one combination of support points. The characteristic path is divided into at least one local line segment using the support points in the support point combination. If the length of each local line segment is less than the maximum seismic length, the support point combination is taken as the target support point combination. The number of support points in the target support point combination is used as the test value, and the minimum value of the test value is used as the benchmark value. The target support point combination containing a number of support points equal to the baseline value is used as the support scheme.
[0012] Preferably, the step of analyzing the probability distribution of ship collisions based on historical data of ship traffic in the river includes the following steps: The feature region is divided into at least one sampling region using at least one sampling line parallel to the riverbank; From the ship passage history data, the area in which historically passing ships navigated within the feature region is obtained to obtain the collision area; The collision region is uniformly divided to obtain at least one collision block. If the collision block overlaps with the sampling region, the collision block is matched to the sampling region. The total collision area is obtained by summing the areas of all collision blocks, and the collision area of the collision blocks matched to the sampling area is obtained by summing the areas of the collision blocks matched to the sampling area. The collision probability of the sampling region is obtained by dividing the collision area of the sampling region by the total collision area.
[0013] Preferably, the step of selecting the target support scheme from the support schemes based on the navigation impact probability distribution includes the following steps: The sampling area containing the support points in the support scheme is taken as the feature sampling area. The overall collision probability of the support scheme is calculated using the inverse probability formula. The support scheme with the minimum overall collision probability is taken as the target support scheme. The formula for the reverse probability is as follows: , Where A is the overall collision probability, i is the index, and n is the total number of feature sampling regions. This represents the collision probability of the feature sampling region.
[0014] Preferably, the step of analyzing the size of the support column based on the impact force of the ship includes the following steps: From the historical data of ships passing through the river, the maximum mass of the ships passing through the river is obtained as the characteristic mass, and the maximum speed of the ships passing through the river is obtained as the characteristic speed. Based on big data, the minimum distance a ship continues to travel after a collision is obtained and used as the target distance. The upper limit of the impact force of the ship can be calculated by solving the equations simultaneously using the impulse formula and the velocity-displacement formula. A sample block with a side length of one unit is moved in the mud at the bottom of the riverbed to obtain the force that makes the sample block move at a constant speed. This force is used as a reference force. The reference force is divided by the unit area to obtain the sample pressure. Based on big data, the width of at least one bridge pier is obtained, the average width of the at least one bridge pier is taken to obtain the reference width, and the width of the support column is set as the reference width, with the width of the support column along the direction perpendicular to the riverbank. Based on the lever formula, the length of the support column buried in the riverbed is calculated. The length of the support column buried in the riverbed is then added together with the distance from the middle of the utility tunnel to the riverbed to obtain the length of the support column. The maximum pressure that a sample support column with a thickness of one unit length can withstand is obtained as the upper limit of the pressure. The pressure direction is along the thickness direction. The minimum contact area between the ship and the support column in historical collisions is used as the reference area. The thickness of the support column is calculated using the thickness formula. The impulse formula is as follows: , Where F is the upper limit of impact force, t is the impact duration, M is the characteristic mass, and V is the characteristic velocity; The velocity-displacement formula is as follows: , Where L is the target distance; The leverage formula is as follows: , Where K is the length of the support column buried in the riverbed, X is the baseline width, Y is the sample pressure, and Z is the sum of half of the historical height and the river depth. The thickness formula is as follows: , Where H is the thickness of the support column, S is the reference area, Q is the upper limit of pressure, and R is the unit length.
[0015] Compared with the prior art, the beneficial effects of the present invention are as follows: By generating cross-sectional views of the utility tunnel, obtaining its maximum seismic resistance length, assessing the probability distribution of ship collisions, determining the target support scheme, and defining the dimensions of the support columns, the internal space of the utility tunnel can be divided according to the types of pipelines. This ensures that each type of pipeline has sufficient individual space for laying, avoiding the mixing of different types of pipelines. Based on the seismic requirements of the utility tunnel, support planning is carried out. At the same time, the location and specifications of the support plan are optimized according to the navigation conditions in the river channel, thereby ensuring that the support columns can meet the seismic requirements and the force of ship collisions, while minimizing changes in the ship's navigation path. Attached Figure Description
[0016] Figure 1 This is a flowchart illustrating the BIM-based collaborative planning method for cross-river integrated utility tunnels according to the present invention. Figure 2 This is a schematic diagram illustrating the process of forming at least one partition area based on the type of pipelines laid in the utility tunnel according to the present invention. Figure 3 This is a schematic diagram illustrating the process of forming a cross-sectional view of a utility tunnel based on the area of each partition according to the present invention. Figure 4 This is a schematic diagram of the process of selecting left bank embedding points and right bank embedding points within a feature area according to the present invention. Figure 5 This is a flowchart illustrating how the characteristic path of the utility tunnel across the river is analyzed based on historical data of ship traffic in the river. Figure 6 This is a schematic diagram illustrating the process of obtaining the maximum seismic resistance length of a utility tunnel based on its seismic resistance requirements, as per the present invention. Figure 7 This is a schematic diagram of the process of forming at least one support scheme at the bottom of the utility tunnel according to the maximum seismic resistance length of the present invention; Figure 8 This is a flowchart illustrating the process of analyzing the probability distribution of ship collisions based on historical data of ship traffic in a river channel, according to the present invention. Figure 9This is a schematic diagram illustrating the process of obtaining the dimensions of the support column based on the impact force of the ship according to the present invention. Detailed Implementation
[0017] The following description is intended to disclose the invention and enable those skilled in the art to implement it. The preferred embodiments described below are merely examples, and other obvious variations will occur to those skilled in the art.
[0018] Reference Figure 1 As shown, a BIM-based collaborative planning method for cross-river integrated utility tunnels includes: The construction area of the utility tunnel in the river channel is obtained as the feature area; Based on the types of pipelines laid in the utility tunnel, at least one zone area is formed, and based on the zone areas, a cross-sectional view of the utility tunnel is formed. Within the feature area, the left bank and right bank embedding points are selected, and the characteristic path of the utility tunnel crossing the river is analyzed based on the historical data of ship passage in the river. The cross-sectional view of the utility tunnel moves along the feature path to form a three-dimensional model of the utility tunnel. During the movement, the center of the cross-sectional view of the utility tunnel coincides with the feature path, and the cross-sectional view of the utility tunnel is perpendicular to the feature path. Based on the seismic requirements of the utility tunnel, the maximum seismic length of the utility tunnel is obtained, and at least one support scheme is formed at the bottom of the utility tunnel according to the maximum seismic length. Based on historical data of ship traffic in the river, the probability distribution of ship collisions was analyzed. Based on the probability distribution of navigation collisions, a target support scheme is selected from the support schemes, and support columns are set at the bottom of the pipe gallery according to the target support scheme; The dimensions of the support column are determined based on the impact force of the ship.
[0019] In this scheme, since there are many types of pipelines, in order to prevent them from getting mixed up, it is necessary to allocate enough separate space for each type of pipeline to lay them separately. Since the cross-section of the pipe gallery is a square, these separate spaces need to be able to be pieced together into a square, which requires subsequent planning and design. Since the utility tunnel spans a river, it is necessary to ensure that the space between it and the river surface is sufficient for all ships to pass. Therefore, the utility tunnel needs to be suspended above the river surface, and the height will be determined later. However, since the utility tunnel spans a river, and the river is sometimes wide, the utility tunnel has certain seismic resistance requirements, such as the ability to withstand a magnitude 6 earthquake. Without support in the river, it is impossible to meet the seismic resistance requirements. Therefore, support columns need to be installed, and the spacing between adjacent support columns needs to be set to ensure sufficient seismic resistance. The support columns may be located in the shipping lanes, which would require ships to change course, affecting their navigation. Therefore, the location of the support columns needs to be determined, and a series of steps will be set to address this issue later. The dimensions of the support columns are determined by the need for earthquake resistance and impact resistance against ship collisions. Since the cross-section of the utility tunnel is relatively small, usually much smaller than the largest ship in transit, the impact of low-magnitude earthquakes on the support columns is far less than the force of a ship collision. Therefore, when determining the dimensions of the support columns, only ship collisions need to be considered, which will be addressed later.
[0020] Reference Figure 2 As shown, forming at least one zone area according to the type of pipelines laid in the utility tunnel includes the following steps: Obtain at least one type of pipeline laid in the utility tunnel, take the number of pipelines expected to be laid in each type as the preset number of pipeline types, and take the maximum diameter of the pipelines in all types as the feature value. The area of the partition is obtained by multiplying the square of the characteristic value by the preset number of pipeline types.
[0021] Since pipelines cannot be laid closely together due to gaps between adjacent pipelines, to avoid insufficient space, the area allocated to each pipeline is equal to the square of the characteristic value. By setting it according to the maximum standard, the area of each zone will necessarily meet the requirements for laying pipelines of the pipeline type.
[0022] Reference Figure 3 As shown, the process of creating a cross-sectional view of the utility tunnel based on the area of each zone includes the following steps: The areas of at least one partition are summed to obtain the total area, forming the target box, which satisfies that the area of the target box is equal to the total area. The region within the target bounding box is uniformly divided into at least one local block, and the side length of the local block is equal to the feature value. In a left-to-right, top-to-bottom order, local blocks are sequentially matched to pipeline types, such that the number of local blocks matched to a pipeline type is equal to the preset number of pipeline types. The outline of the region where the local block that matches the same pipeline type is located is used as the feature outline of the pipeline type, and the pipeline belonging to the pipeline type is laid in the feature outline of the pipeline type. The target box and its internal feature contours are summarized as a cross-sectional view of the utility tunnel.
[0023] Here, a cross-sectional view of the utility tunnel needs to be formed based on the area of each zone. Since the cross-section of the utility tunnel is a square, to form the target frame, at least one feature contour needs to be formed within the target frame. The area within the feature contour is the laying area of the pipeline of each type, so the area within the feature contour needs to be equal to the area of each zone. Therefore, local blocks are matched sequentially to pipeline types, starting from the first line. When the end of the line is reached, the next line is switched. In each line, the matching order is from left to right. When matching, assuming that the number of pipelines for pipeline type J is 3, if pipeline type J is currently being matched, the first unmatched local block is matched to pipeline type J, the next local block is matched to pipeline type J, and the next local block after that is matched to pipeline type J. When 3 local blocks for pipeline type J have been matched, the matching of the next pipeline type G is switched, and so on, until all pipeline types have been matched. The cutting direction of the cross-section and cross-section is parallel to the riverbank, that is, perpendicular to the utility tunnel.
[0024] Reference Figure 4 As shown, selecting the left bank embedding point and the right bank embedding point within the feature area includes the following steps: Generate at least one trajectory line perpendicular to the river channel within the feature area. The trajectory line is in the same plane as the river surface. The intersection of the trajectory line and the riverbank is used as the pre-embedded point. Analyze the soil hardness at the pre-buried points, take the average soil hardness at the two pre-buried points of the trajectory line to obtain the average hardness, and take the trajectory line with the largest average hardness as the target trajectory line. Take the two pre-buried points of the target trajectory line as the left bank buried point and the right bank buried point, respectively.
[0025] The left and right bank embedding points are not specially distinguished here because left and right are distinguished according to a person's left and right hands. Once the left and right bank embedding points are determined according to the person's current direction, the left and right bank embedding points will also change if the person's direction changes by 180 degrees. Therefore, the special distinction between left and right is unnecessary. Randomly assigning the two pre-embedded points as the left and right bank embedding points respectively will not affect the subsequent processing steps.
[0026] Reference Figure 5 As shown, based on historical data of ship traffic in the river, the characteristic path of the utility tunnel crossing the river includes the following steps: In the historical data of ship passage in the waterway, the height of the historically passed ships is taken as the historical height; Based on big data, the safe distance from the top of the ship to the bottom of the utility tunnel is obtained. The maximum historical height is then superimposed with the safe distance to obtain the target height. The target trajectory line is vertically raised to the target height to obtain the target path. The line connecting the left bank embedding point to the nearest point on the target path is taken as the left path, and the line connecting the right bank embedding point to the nearest point on the target path is taken as the right path. The left path, target path and right path are merged in sequence to obtain the feature path.
[0027] The characteristic path ensures that all ships in the river can pass through the bottom of the utility tunnel.
[0028] Reference Figure 6 As shown, based on the seismic requirements of the utility tunnel, the maximum seismic length of the utility tunnel is obtained through the following steps: Obtain the maximum magnitude of earthquake that the utility tunnel needs to withstand as the target magnitude, obtain at least one historical earthquake with a magnitude equal to the target magnitude, and use the historical earthquakes in which the utility tunnel exists as the target historical earthquakes. In the target historical earthquake, obtain at least one local utility tunnel without cracks, and take the minimum length of the local utility tunnel without bottom support as the maximum seismic length of the utility tunnel.
[0029] The maximum seismic length is the critical value of the length of the pipe gallery that does not require support. That is, as long as its span does not exceed the maximum seismic length, there is no need to set up support columns. The location of the support columns can be set according to the maximum seismic length.
[0030] Reference Figure 7 As shown, based on the maximum seismic resistance length, forming at least one support scheme at the bottom of the utility tunnel includes the following steps: At least one support point is uniformly selected on the feature path, and then randomly selected from the at least one support point to obtain at least one combination of support points. The characteristic path is divided into at least one local line segment using the support points in the support point combination. If the length of each local line segment is less than the maximum seismic length, the support point combination is taken as the target support point combination. The number of support points in the target support point combination is used as the test value, and the minimum value of the test value is used as the benchmark value. The target support point combination containing a number of support points equal to the baseline value is used as the support scheme.
[0031] At least one support point is uniformly selected on the feature path, and the distance between adjacent support points is used as the calibration value. The selected support columns only need to ensure that the distance between their adjacent columns does not exceed the maximum seismic length to meet the seismic requirements. Support schemes will inevitably exist. However, since it is necessary to screen the support schemes later, it should be noted that there is more than one support scheme. It is easy to see that if the support points in the support scheme are moved to the left or right as a whole, and the change distance of each translation is the calibration value, then it will still meet the seismic requirements. Therefore, each translation situation produces different support schemes that meet the seismic requirements.
[0032] Reference Figure 8 As shown, the probability distribution of ship collisions is analyzed based on historical data of ship traffic in the river, including the following steps: The feature region is divided into at least one sampling region using at least one sampling line parallel to the riverbank; From the ship passage history data, the area in which historically passing ships navigated within the feature region is obtained to obtain the collision area; The collision region is uniformly divided to obtain at least one collision block. If the collision block overlaps with the sampling region, the collision block is matched to the sampling region. The total collision area is obtained by summing the areas of all collision blocks, and the collision area of the collision blocks matched to the sampling area is obtained by summing the areas of the collision blocks matched to the sampling area. The collision probability of the sampling region is obtained by dividing the collision area of the sampling region by the total collision area.
[0033] The sampling area can be regarded as a waterway. As long as the collision block overlaps with the sampling area, it means that a collision has occurred in the sampling area. By combining all the cases, the collision probability of the sampling area can be obtained. Therefore, as long as the support point is in the sampling area, its probability of being collided is the collision probability of the sampling area.
[0034] Based on the probability distribution of navigational collisions, the selection of a target support scheme from the aforementioned support schemes includes the following steps: The sampling area containing the support points in the support scheme is taken as the feature sampling area. The overall collision probability of the support scheme is calculated using the inverse probability formula. The support scheme with the minimum overall collision probability is taken as the target support scheme. The formula for the reverse probability is as follows: , Where A is the overall collision probability, i is the index, and n is the total number of feature sampling regions. This represents the collision probability of the feature sampling region.
[0035] To calculate the overall collision probability of the support scheme, we first calculate the probability of the support scheme not being collided, which is the product of the probabilities of each support point not being collided. Then 1- The overall collision probability of the supporting scheme is obtained.
[0036] Reference Figure 9 As shown, the dimensions of the support column are determined based on the impact force of the ship, including the following steps: From the historical data of ships passing through the river, the maximum mass of the ships passing through the river is obtained as the characteristic mass, and the maximum speed of the ships passing through the river is obtained as the characteristic speed. Based on big data, the minimum distance a ship continues to travel after a collision is obtained and used as the target distance. The upper limit of the impact force of the ship can be calculated by solving the equations simultaneously using the impulse formula and the velocity-displacement formula. A sample block with a side length of one unit is moved in the mud at the bottom of the riverbed to obtain the force that makes the sample block move at a constant speed. This force is used as a reference force. The reference force is divided by the unit area to obtain the sample pressure. Based on big data, the width of at least one bridge pier is obtained, the average width of the at least one bridge pier is taken to obtain the reference width, and the width of the support column is set as the reference width, with the width of the support column along the direction perpendicular to the riverbank. Based on the lever formula, the length of the support column buried in the riverbed is calculated. The length of the support column buried in the riverbed is then added together with the distance from the middle of the utility tunnel to the riverbed to obtain the length of the support column. The maximum pressure that a sample support column with a thickness of one unit length can withstand is obtained as the upper limit of the pressure. The pressure direction is along the thickness direction. The minimum contact area between the ship and the support column in historical collisions is used as the reference area. The thickness of the support column is calculated using the thickness formula. The impulse formula is as follows: , Where F is the upper limit of impact force, t is the impact duration, M is the characteristic mass, and V is the characteristic velocity; The velocity-displacement formula is as follows: , Where L is the target distance; The leverage formula is as follows: , Where K is the length of the support column buried in the riverbed, X is the baseline width, Y is the sample pressure, and Z is the sum of half of the historical height and the river depth. The thickness formula is as follows: , Where H is the thickness of the support column, S is the reference area, Q is the upper limit of pressure, and R is the unit length.
[0037] Here, it is necessary to calculate the upper limit of the ship's impact force. In the calculation, the maximum value in the actual situation is used. The calculated value is a larger value than the actual value. Therefore, the size of the support column is set according to this value, and the support column will definitely meet the impact requirements. Based on the relationship between impulse and momentum, Ft equals the change in momentum. The initial momentum is MV, and the momentum at the end of the impact is 0. Therefore, the impulse formula is derived. However, there are two unknowns here, so another equation is needed. During the impact, the acceleration is negative. Based on the relationship between velocity and displacement, we can... ,in, If F is the absolute value of the acceleration, then F can be solved according to the two equations. It should be noted that the force generated by the actual ship collision will be less than F. Secondly, it's necessary to consider whether the resistance generated by the portion of the support column inserted into the riverbed can withstand force F. Here, the intersection of the support column and the riverbed surface is taken as the fulcrum. Upon impact, the support column forms a lever around the fulcrum. The torque generated by the resistance between the portion of the support column embedded in the riverbed and the soil must be no less than the torque generated by F. Since the impact originates from the bow, which is generally located in the middle of the ship, its distance from the bow to the water surface does not exceed half the historical height. Therefore, the distance from F to the fulcrum does not exceed the sum of half the historical height and the river depth. Thus, the torque generated by F does not exceed... F*Z, the width of the support column is set in advance. The torque generated by the support column being buried in the riverbed depends on the length of the support column buried in the riverbed. The force of the soil on the part of the support column buried in the riverbed is uniformly applied to the surface of the part of the support column buried in the riverbed, and its total magnitude is equal to KXY. This is based on the relationship between pressure and force. This force can be regarded as the force acting on the midpoint of the part of the support column buried in the riverbed. Therefore, its distance to the fulcrum is half of K. Thus, the lever formula is obtained. In this way, K, that is, the length of the support column buried in the riverbed, can be calculated. Secondly, the thickness of the support column needs to be limited so that it can withstand the force F without breaking at that point. The direction of the thickness is the direction of the force F. Here, a reference area is used as the area of action of F to maximize the effect of F and ensure that the calculated dimensions meet the actual impact requirements. F divided by S is the pressure generated by F. The result of dividing this pressure by Q is the factor by which R should be expanded. The resulting H can meet the impact of F and will not break at the impact point. According to common sense, the damage is greatest at the impact point. If it does not break at that point, the entire support column is safe.
[0038] Furthermore, this solution also proposes a storage medium on which a computer-readable program is stored. When the computer-readable program is invoked, the aforementioned BIM-based collaborative planning method for cross-river integrated utility tunnels is executed.
[0039] It is understandable that the storage medium can be a magnetic medium, such as a floppy disk, hard disk, or magnetic tape; an optical medium, such as a DVD; or a semiconductor medium, such as a solid-state drive (SSD).
[0040] In summary, the advantages of this invention are as follows: by forming a cross-sectional view of the utility tunnel, obtaining the maximum seismic resistance length of the utility tunnel, obtaining the probability distribution of ship collisions, obtaining the target support scheme, and obtaining the dimensions of the support columns, the internal space of the utility tunnel can be divided according to the type of pipeline, so that each type of pipeline has sufficient independent space for laying, avoiding the mixing of different types of pipelines. According to the seismic requirements of the utility tunnel, the support plan of the utility tunnel is carried out. At the same time, according to the navigation conditions in the river, the location and specifications of the support plan are optimized, thereby ensuring that the support columns can not only meet the seismic requirements and the force of ship collisions, but also minimize the changes in the ship's navigation channel.
[0041] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention. The scope of protection claimed by the appended claims and their equivalents is defined.
Claims
1. A BIM-based collaborative planning method for cross-river integrated utility tunnels, characterized in that, include: The construction area of the utility tunnel in the river channel is obtained as the feature area; Obtain at least one type of pipeline laid in the utility tunnel, take the number of pipelines expected to be laid in each type as the preset number of pipeline types, and take the maximum diameter of the pipelines in all types as the feature value. The area of the partition is obtained by multiplying the square of the characteristic value by the preset number of pipeline types. Based on the area of each zone, a cross-sectional view of the utility tunnel is created. Generate at least one trajectory line perpendicular to the river channel within the feature area. The trajectory line is in the same plane as the river surface. The intersection of the trajectory line and the riverbank is used as the pre-embedded point. Analyze the soil hardness at the pre-buried points, take the average soil hardness at the two pre-buried points of the trajectory line to obtain the average hardness, and take the trajectory line with the largest average hardness as the target trajectory line, and take the two pre-buried points of the target trajectory line as the left bank buried point and the right bank buried point respectively. In the historical data of ship passage in the waterway, the height of the historically passed ships is taken as the historical height; Based on big data, the safe distance from the top of the ship to the bottom of the utility tunnel is obtained. The maximum historical height is then superimposed with the safe distance to obtain the target height. The target trajectory line is vertically raised to the target height to obtain the target path. The line connecting the left bank embedding point to the nearest point on the target path is taken as the left path, and the line connecting the right bank embedding point to the nearest point on the target path is taken as the right path. The left path, target path and right path are merged in sequence to obtain the feature path. The cross-sectional view of the utility tunnel moves along the feature path to form a three-dimensional model of the utility tunnel. During the movement, the center of the cross-sectional view of the utility tunnel coincides with the feature path, and the cross-sectional view of the utility tunnel is perpendicular to the feature path. Based on the seismic requirements of the utility tunnel, the maximum seismic length of the utility tunnel is obtained, and at least one support scheme is formed at the bottom of the utility tunnel according to the maximum seismic length. Based on historical data of ship traffic in the river, the probability distribution of ship collisions was analyzed. Based on the probability distribution of navigation collisions, a target support scheme is selected from the support schemes, and support columns are set at the bottom of the pipe gallery according to the target support scheme; The dimensions of the support column are determined based on the impact force of the ship.
2. The BIM-based collaborative planning method for cross-river integrated utility tunnels according to claim 1, characterized in that, The process of generating a cross-sectional view of the utility tunnel based on the area of each zone includes the following steps: The areas of at least one partition are summed to obtain the total area, forming the target box, which satisfies that the area of the target box is equal to the total area. The region within the target bounding box is uniformly divided into at least one local block, and the side length of the local block is equal to the feature value. In a left-to-right, top-to-bottom order, local blocks are sequentially matched to pipeline types, such that the number of local blocks matched to a pipeline type is equal to the preset number of pipeline types. The outline of the region where the local block that matches the same pipeline type is located is used as the feature outline of the pipeline type, and the pipeline belonging to the pipeline type is laid in the feature outline of the pipeline type. The target box and its internal feature contours are summarized as a cross-sectional view of the utility tunnel.
3. The BIM-based collaborative planning method for cross-river integrated utility tunnels according to claim 2, characterized in that, The process of determining the maximum seismic resistance length of the utility tunnel based on its seismic requirements includes the following steps: Obtain the maximum magnitude of earthquake that the utility tunnel needs to withstand as the target magnitude, obtain at least one historical earthquake with a magnitude equal to the target magnitude, and use the historical earthquakes in which the utility tunnel exists as the target historical earthquakes. In the target historical earthquake, obtain at least one local utility tunnel without cracks, and take the minimum length of the local utility tunnel without bottom support as the maximum seismic length of the utility tunnel.
4. The BIM-based collaborative planning method for cross-river integrated utility tunnels according to claim 3, characterized in that, Based on the maximum seismic resistance length, at least one support scheme is formed at the bottom of the utility tunnel. Includes the following steps: At least one support point is uniformly selected on the feature path, and then randomly selected from the at least one support point to obtain at least one combination of support points. The characteristic path is divided into at least one local line segment using the support points in the support point combination. If the length of each local line segment is less than the maximum seismic length, the support point combination is taken as the target support point combination. The number of support points in the target support point combination is used as the test value, and the minimum value of the test value is used as the benchmark value. The target support point combination containing a number of support points equal to the baseline value is used as the support scheme.
5. The BIM-based collaborative planning method for cross-river integrated utility tunnels according to claim 4, characterized in that, The process of analyzing the probability distribution of ship collisions based on historical data of ship traffic in the river includes the following steps: The feature region is divided into at least one sampling region using at least one sampling line parallel to the riverbank; From the ship passage history data, the area in which historically passing ships navigated within the feature region is obtained to obtain the collision area; The collision region is uniformly divided to obtain at least one collision block. If the collision block overlaps with the sampling region, the collision block is matched to the sampling region. The total collision area is obtained by summing the areas of all collision blocks, and the collision area of the collision blocks matched to the sampling area is obtained by summing the areas of the collision blocks matched to the sampling area. The collision probability of the sampling region is obtained by dividing the collision area of the sampling region by the total collision area.
6. The BIM-based collaborative planning method for cross-river integrated utility tunnels according to claim 5, characterized in that, The process of selecting a target support scheme from the support schemes based on the probability distribution of navigational impacts includes the following steps: The sampling area containing the support points in the support scheme is taken as the feature sampling area. The overall collision probability of the support scheme is calculated using the inverse probability formula. The support scheme with the minimum overall collision probability is taken as the target support scheme. The formula for the reverse probability is as follows: ， Where A is the overall collision probability, i is the index, and n is the total number of feature sampling regions. This represents the collision probability of the feature sampling region.
7. A BIM-based collaborative planning method for cross-river integrated utility tunnels according to claim 6, characterized in that, The process of determining the dimensions of the support column based on the impact force of the ship includes the following steps: From the historical data of ships passing through the river, the maximum mass of the ships passing through the river is obtained as the characteristic mass, and the maximum speed of the ships passing through the river is obtained as the characteristic speed. Based on big data, the minimum distance a ship continues to travel after a collision is obtained and used as the target distance. The upper limit of the impact force of the ship can be calculated by solving the equations simultaneously using the impulse formula and the velocity-displacement formula. A sample block with a side length of one unit is moved in the mud at the bottom of the riverbed to obtain the force that makes the sample block move at a constant speed. This force is used as a reference force. The reference force is divided by the unit area to obtain the sample pressure. Based on big data, the width of at least one bridge pier is obtained, the average width of the at least one bridge pier is taken to obtain the reference width, and the width of the support column is set as the reference width, with the width of the support column along the direction perpendicular to the riverbank. Based on the lever formula, the length of the support column buried in the riverbed is calculated. The length of the support column buried in the riverbed is then added together with the distance from the middle of the utility tunnel to the riverbed to obtain the length of the support column. The maximum pressure that a sample support column with a thickness of one unit length can withstand is obtained as the upper limit of the pressure. The pressure direction is along the thickness direction. The minimum contact area between the ship and the support column in historical collisions is used as the reference area. The thickness of the support column is calculated using the thickness formula. The impulse formula is as follows: ， Where F is the upper limit of impact force, t is the impact duration, M is the characteristic mass, and V is the characteristic velocity; The velocity-displacement formula is as follows: ， Where L is the target distance; The leverage formula is as follows: ， Where K is the length of the support column buried in the riverbed, X is the baseline width, Y is the sample pressure, and Z is the sum of half of the historical height and the river depth. The thickness formula is as follows: ， Where H is the thickness of the support column, S is the reference area, Q is the upper limit of pressure, and R is the unit length.