An intelligent design evaluation method for prefabricated components of an assembled underground structure

Abstract

The application provides an intelligent design evaluation method for prefabricated components of an assembled underground structure, comprising: obtaining engineering control parameters and variable parameters of prefabricated components; performing intelligent design based on the parameters to generate a plurality of design schemes; obtaining bearing capacity evaluation results and materialization stage engineering data of each scheme; calculating carbon emissions according to the materialization data; comprehensively deciding, in combination with the bearing capacity and the carbon emissions, to obtain a comprehensive index decision index of each scheme; and performing scheme evaluation based on the index set to finally select a target prefabricated component scheme. The intelligent design evaluation method for prefabricated components of an assembled underground structure provided by the application combines the bearing capacity of prefabricated components with materialized carbon emissions to perform intelligent design evaluation, thereby providing an optimized scheme for the assembled underground structure, which has structural safety and environmental friendliness, and improving the scientificity and comprehensiveness of prefabricated component design.

Description

Technical Field

[0001] This invention belongs to the field of tunnel engineering technology, specifically relating to an intelligent design and evaluation method for prefabricated components of assembled underground structures. Background Technology

[0002] In recent years, with the continuous expansion of urban underground space development, prefabricated underground structures have been widely used due to their advantages such as high construction efficiency and easy quality control. However, in the design practice of this field, traditional methods usually focus mainly on the mechanical performance and construction convenience of the structure. The design process often relies on the experience and judgment of engineers, ensuring safety through a single structural bearing capacity calculation, lacking a systematic quantitative assessment of carbon emissions throughout the entire process of component production, transportation, and on-site construction. This single-objective design model is difficult to adapt to the new energy-saving and carbon-reduction requirements for infrastructure construction projects under the background of green building and sustainable development. In existing technologies, the two key indicators of structural safety and environmental impact are often considered separately. A complete methodology system has not yet been formed that synergistically quantifies the mechanical performance of components and carbon emissions in the materialization stage, and conducts intelligent design assessment based on this, which restricts the progress of prefabricated underground structures in achieving low-carbon construction while ensuring safety. Therefore, there is an urgent need for a design assessment method that can unify structural performance and environmental benefits to fill the gaps in the comprehensiveness and intelligence of current technologies. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides an intelligent design evaluation method for prefabricated components of prefabricated underground structures, thereby solving the aforementioned problems. This method combines the load-bearing capacity of prefabricated components with their physical and chemical carbon emissions for intelligent design evaluation, providing an optimized solution for prefabricated underground structures that combines structural safety and environmental friendliness, and enhancing the scientific and comprehensive nature of prefabricated component design.

[0004] To address the aforementioned technical problems, this invention provides an intelligent design and evaluation method for prefabricated components of assembled underground structures, comprising the following steps:

[0005] Obtain preset engineering control parameters and variable parameters of prefabricated components for prefabricated underground structures;

[0006] Intelligent design is performed based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure to generate several design schemes.

[0007] For each design scheme, obtain the corresponding load-bearing capacity assessment results and the corresponding physical phase engineering data;

[0008] Physical carbon emissions are calculated based on engineering data from the physicalization stage to obtain the physical carbon emissions.

[0009] Based on the carrying capacity assessment results and physicochemical carbon emissions, a comprehensive index decision-making judgment is made to obtain the comprehensive index decision-making index.

[0010] A set of comprehensive indicator decision indices is obtained based on the comprehensive indicator decision indices corresponding to several design schemes;

[0011] Based on the comprehensive indicator decision index set, the scheme is evaluated to obtain the target prefabricated component scheme.

[0012] The aforementioned scheme combines the load-bearing capacity assessment results of prefabricated components for prefabricated underground structures with their physical carbon emissions for intelligent design evaluation. This overcomes the limitations of traditional design methods that focus solely on mechanical performance while neglecting carbon emission control, thus enhancing the comprehensiveness of the evaluation dimensions. By evaluating several design schemes through a comprehensive set of decision indices, it ensures that the target prefabricated component scheme meets load-bearing requirements while effectively controlling carbon emissions during the physical stage. This provides an optimized solution for prefabricated underground structures that combines structural safety and environmental friendliness, improving the scientific rigor and comprehensiveness of prefabricated component design.

[0013] It should be noted that the above scheme can be combined with intelligent optimization algorithms such as particle swarm optimization, simulated annealing, and ant colony optimization to iteratively update the target precast component scheme. When a specific number of iterations is reached or the comprehensive index decision index of the current target precast component scheme meets a preset threshold, the optimal precast component scheme is determined. The preset engineering control parameters may include structural burial depth, groundwater level, geological conditions, geological parameters, structural height, number of structural layers, concrete strength, and steel reinforcement strength, etc.; the variable parameters of the precast underground structure components may include the cross-sectional dimensions, reinforcement ratio, and void ratio of the precast components, etc.

[0014] Furthermore, the intelligent design based on the preset engineering control parameters and the variable parameters of the prefabricated components of the assembled underground structure, generating several design schemes, includes:

[0015] Several initial design schemes are generated based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure.

[0016] For each initial design scheme, the bearing capacity is defined, and the bearing capacity assessment results are obtained;

[0017] Based on several load-bearing capacity assessment results and several corresponding initial design schemes, several design schemes are obtained through optimization and iteration.

[0018] In the above scheme, several initial design schemes are first generated based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure, providing a rich sample for subsequent optimization. Then, the load-bearing capacity of each initial design scheme is defined to obtain reliable load-bearing capacity assessment results, ensuring that each scheme meets basic safety requirements. Finally, based on the several load-bearing capacity assessment results and the corresponding initial design schemes, optimization iterations are performed, ultimately outputting several design schemes that achieve an optimal balance between load-bearing performance and material efficiency. This scheme improves design efficiency and scientific rigor, realizing fully automated intelligent decision-making from parameter input to design scheme generation.

[0019] Furthermore, for each initial design scheme, the bearing capacity is defined to obtain the bearing capacity assessment results; including:

[0020] For each initial design scheme, obtain the parameters of the prefabricated components of the assembled underground structure;

[0021] The actual bearing capacity of the joints is obtained based on the parameters of the prefabricated components of the assembled underground structure.

[0022] Based on the parameters of the prefabricated components of the prefabricated underground structure and the actual bearing capacity of the joints, the ultimate bearing capacity is defined, and the ultimate bending moment of the joints is obtained.

[0023] The load-bearing capacity assessment result is obtained based on the actual load-bearing capacity and the ultimate bending moment of the joint.

[0024] In the above scheme, for each initial design scheme, the parameters of the prefabricated components of the prefabricated underground structure are first obtained to provide a data foundation for subsequent analysis. Based on the parameters of the prefabricated components, the actual bearing capacity of the joint is obtained to accurately reflect the working state of the joint under actual load. Then, the ultimate bearing capacity is defined by combining the parameters of the prefabricated components and the actual bearing capacity of the joint. The ultimate bending moment of the joint is obtained through critical state analysis to clarify the safety boundary of the joint. Finally, a scientific bearing capacity assessment result is obtained based on the comparison between the actual bearing capacity and the ultimate bending moment of the joint. This achieves a standardized and quantitative assessment of the bearing performance of each initial design scheme.

[0025] Furthermore, obtaining the actual bearing capacity of the joint based on the parameters of the prefabricated components of the assembled underground structure includes:

[0026] A slender rod mechanical model is constructed based on the parameters of the prefabricated components of the prefabricated underground structure, so that the slender rod mechanical model can obtain the component load set based on the parameters of the prefabricated underground structure.

[0027] The joint internal forces are obtained based on the component load set and the parameters of the prefabricated components of the prefabricated underground structure.

[0028] Based on the internal forces of the joint, a cross-sectional equilibrium analysis was performed to obtain the distribution relationship of the internal forces of the joint.

[0029] Based on the internal force distribution relationship of the joint and the preset joint stiffness, the actual bearing capacity of the joint is obtained by iterative convergence.

[0030] In the above scheme, the complex structure is simplified by constructing a thin rod mechanical model, which effectively reduces the analysis dimension while retaining key mechanical characteristics. Then, the joint internal forces are obtained by combining the component load set and the parameters of the prefabricated components of the prefabricated underground structure, laying the foundation for subsequent analysis. The distribution relationship of the joint internal forces is obtained through cross-sectional equilibrium analysis to ensure the rationality of the mechanical state. Finally, iterative convergence is performed based on the distribution relationship and the preset joint stiffness to efficiently solve the actual bearing capacity of the joint.

[0031] It should be noted that the load set may include the self-weight of the component, the overburden load, and the soil support reaction force; the joint internal force may include the joint bending moment and the joint axial force, and the actual bearing capacity of the joint may be the actual axial force and the actual bending moment of the joint.

[0032] Furthermore, based on the parameters of the prefabricated components of the assembled underground structure and the actual bearing capacity of the joints, the ultimate bearing capacity is defined, and the ultimate bending moment of the joint is obtained, including:

[0033] Based on the pre-set critical state formula library for the parameters of the prefabricated underground structure components;

[0034] The critical state is defined based on the preset critical state formula library and the actual bearing capacity of the joint, and the ultimate bending moment of the joint is obtained.

[0035] In the above scheme, a complete mechanical state determination system is first established based on a pre-set critical state formula library of parameters for prefabricated components of the prefabricated underground structure. Then, the critical state is defined by combining the pre-set critical state formula library with the actual bearing capacity of the joint. Through formulaic analysis, the evolution of the joint from the elastic stage to the ultimate failure state is accurately identified, and finally, the ultimate bending moment of the joint is scientifically obtained. This scheme transforms discrete critical state determination into systematic formula calculation, avoiding the subjectivity and limitations of manual experience-based judgment, and providing a reliable theoretical basis and quantitative standard for the safe design of prefabricated underground structures.

[0036] It should be noted that the critical state may include the concrete entering the plastic state first. At this time, the corresponding critical bending moment formula can be constructed based on the joint being in the critical separation state, the upper edge of the concrete compression zone reaching the critical plasticity, and the bolt reaching the critical yield state. When the bolt enters the plastic state first, the corresponding critical bending moment formula can be constructed based on the bolt's critical yield and the concrete's critical plasticity.

[0037] Furthermore, based on the engineering data from the aforementioned physicalization stage, physical carbon emissions are calculated to obtain the physical carbon emissions; including:

[0038] Based on the engineering data of the materialization stage, the engineering boundary is delineated to obtain the engineering data of the first materialization stage, the engineering data of the second materialization stage, and the engineering data of the third materialization stage.

[0039] Based on the engineering data of the first physicalization stage, the carbon emissions of the first physicalization stage are calculated to obtain the carbon emissions of the first physicalization stage.

[0040] Based on the engineering data of the second physicalization stage, the carbon emissions of the second physicalization stage are calculated to obtain the carbon emissions of the second physicalization stage.

[0041] Based on the engineering data of the third physicalization stage, the carbon emissions of the third physicalization stage are calculated to obtain the carbon emissions of the third physicalization stage.

[0042] The physicochemical carbon emissions are obtained based on the carbon emissions in the first physicochemical stage, the second physicochemical stage, and the third physicochemical stage.

[0043] In the above scheme, the engineering boundary is delineated based on the engineering data of the physicalization stage, ensuring the comprehensiveness and systematic nature of the calculation scope. Subsequently, the engineering data of each physicalization stage are calculated separately to obtain the carbon emissions of the first physicalization stage, the second physicalization stage, and the third physicalization stage, thereby achieving accurate quantification of the carbon emission contribution of each stage. Finally, the complete physical carbon emissions are obtained by summing the carbon emissions of the three stages, effectively solving the problems of ambiguous boundaries and data omissions in traditional calculations.

[0044] It should be noted that engineering data can be divided into several materialization stages based on the actual situation of the project; the first materialization stage engineering data can be production stage engineering data, the second materialization stage engineering data can be transportation stage engineering data, and the third materialization stage engineering data can be construction stage engineering data.

[0045] Furthermore, based on the carrying capacity assessment results and physicochemical carbon emissions, a comprehensive indicator decision-making judgment is made to obtain a comprehensive indicator decision index; including:

[0046] Based on the load-bearing capacity assessment results, the actual bending moment and the ultimate bending moment of the joint are obtained;

[0047] The bearing capacity margin is obtained based on the actual bending moment and the ultimate bending moment of the joint.

[0048] A comprehensive indicator decision index is obtained based on the aforementioned carrying capacity margin and physical carbon emissions.

[0049] In the above scheme, the actual bending moment and ultimate bending moment of the joint are obtained based on the load-bearing capacity assessment results; then, the load-bearing capacity margin is obtained based on the actual bending moment and ultimate bending moment of the joint, quantifying the safety reserve of the joint; finally, a comprehensive index decision is obtained based on the load-bearing capacity margin and the physical carbon emissions, and the load-bearing capacity and carbon emissions are correlated through dimensionless processing to form a scientific decision-making basis. This effectively avoids the limitations of traditional single-index optimization, thereby improving the comprehensiveness and reliability of the design scheme, ensuring that low-carbon goals are achieved while meeting structural integrity requirements.

[0050] Furthermore, based on the comprehensive indicator decision index set, a scheme evaluation is performed to obtain the target prefabricated component scheme; including:

[0051] Based on the comprehensive indicator decision index set, the design scheme with the lowest comprehensive indicator decision index value in the comprehensive indicator decision index set is obtained by comparing the indices.

[0052] The design scheme with the lowest comprehensive indicator decision index value is taken as the target precast component scheme.

[0053] In the above scheme, the design scheme with the lowest comprehensive indicator decision index value is obtained by comparing the comprehensive indicator decision index set. Then, this scheme is used as the target prefabricated component scheme to ensure that its comprehensive performance reaches the optimal level. This improves the objectivity of scheme evaluation and decision-making efficiency, avoids the subjectivity and lag of traditional manual selection, and provides a scientific basis for the optimized design of prefabricated components for prefabricated underground structures by directly linking structural safety and environmental protection requirements through quantitative indicators. Ultimately, while ensuring the reliability of the project, it promotes the efficient use of resources and sustainable development.

[0054] This invention also provides an intelligent design and evaluation system for prefabricated components of assembled underground structures, comprising:

[0055] The parameter acquisition module is used to acquire preset engineering control parameters and variable parameters of prefabricated components of prefabricated underground structures.

[0056] The scheme design module is used to perform intelligent design based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure, and generate several design schemes.

[0057] The carbon emission calculation module is used to obtain the corresponding physical stage engineering data for each design scheme, and to calculate the physical carbon emissions based on the physical stage engineering data to obtain the physical carbon emissions.

[0058] The comprehensive decision-making module is used to obtain the corresponding bearing capacity assessment results for each design scheme, and to make comprehensive index decision-making judgments based on the bearing capacity assessment results and physical carbon emissions to obtain the comprehensive index decision index.

[0059] The scheme evaluation module is used to obtain a set of comprehensive indicator decision indices based on the comprehensive indicator decision indices corresponding to several design schemes; and to evaluate the schemes based on the set of comprehensive indicator decision indices to obtain the target prefabricated component scheme.

[0060] The above-mentioned scheme combines the load-bearing capacity assessment results of prefabricated components for prefabricated underground structures with their physical carbon emissions for intelligent design evaluation. This overcomes the limitations of traditional design methods that focus solely on mechanical performance while neglecting carbon emission control, thus enhancing the comprehensiveness of the evaluation dimensions. The scheme evaluation module evaluates several design schemes using a comprehensive set of decision indices, ensuring that the target prefabricated component scheme meets load-bearing requirements while effectively controlling carbon emissions during the physical stage. This provides an optimized scheme for prefabricated underground structures that combines structural safety and environmental friendliness, improving the scientific and comprehensive nature of prefabricated component design.

[0061] It should be noted that the load-bearing capacity assessment results, physical carbon emissions, and comprehensive index decision-making results corresponding to several schemes obtained from the comprehensive decision-making module can be further collected for subsequent analysis to further reveal the impact of different design parameters on the precast component results.

[0062] Furthermore, the scheme design module is used to perform intelligent design based on the preset engineering control parameters and the variable parameters of the prefabricated components of the assembled underground structure, generating several design schemes, including:

[0063] Several initial design schemes are generated based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure.

[0064] For each initial design scheme, the bearing capacity is defined, and the bearing capacity assessment results are obtained;

[0065] Based on several load-bearing capacity assessment results and several corresponding initial design schemes, several design schemes are obtained through optimization and iteration.

[0066] In the above scheme, the scheme design module is used to generate several initial design schemes based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure, providing rich samples for subsequent optimization. Then, the bearing capacity of each initial design scheme is defined to obtain reliable bearing capacity assessment results, ensuring that each scheme meets basic safety requirements. Finally, based on the several bearing capacity assessment results and the corresponding initial design schemes, optimization iterations are performed to ultimately output several design schemes that achieve an optimal balance between bearing performance and material efficiency. This scheme improves design efficiency and scientific rigor, realizing fully automated intelligent decision-making from parameter input to design scheme generation. Attached Figure Description

[0067] Figure 1 This is a schematic diagram of a method for intelligent design and evaluation of prefabricated components for prefabricated underground structures, provided in an embodiment of the present invention.

[0068] Figure 2 A simplified mechanical model diagram of a prefabricated component intelligent design evaluation method for prefabricated underground structures under gravity, provided in an embodiment of the present invention;

[0069] Figure 3 A simplified mechanical model diagram of an intelligent design evaluation method for prefabricated components of prefabricated underground structures under soil load, provided in an embodiment of the present invention;

[0070] Figure 4 A simplified mechanical model diagram of an intelligent design evaluation method for prefabricated components of prefabricated underground structures provided in an embodiment of the present invention, under the action of soil support reaction force;

[0071] Figure 5 This is an architecture diagram of an intelligent design and evaluation system for prefabricated components of prefabricated underground structures, provided as an embodiment of the present invention. Detailed Implementation

[0072] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0073] Please see Figure 1 This embodiment provides an intelligent design evaluation method for prefabricated components of assembled underground structures, including the following steps:

[0074] Obtain preset engineering control parameters and variable parameters of prefabricated components for prefabricated underground structures;

[0075] Intelligent design is performed based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure to generate several design schemes.

[0076] For each design scheme, obtain the corresponding load-bearing capacity assessment results and the corresponding physical phase engineering data;

[0077] Physical carbon emissions are calculated based on engineering data from the physicalization stage to obtain the physical carbon emissions.

[0078] Based on the carrying capacity assessment results and physicochemical carbon emissions, a comprehensive index decision-making judgment is made to obtain the comprehensive index decision-making index.

[0079] A set of comprehensive indicator decision indices is obtained based on the comprehensive indicator decision indices corresponding to several design schemes;

[0080] Based on the comprehensive indicator decision index set, the scheme is evaluated to obtain the target prefabricated component scheme.

[0081] In this embodiment, the load-bearing capacity assessment results of prefabricated components for assembled underground structures are combined with physical carbon emissions for intelligent design evaluation. This overcomes the limitations of traditional design methods that focus solely on mechanical performance while neglecting carbon emission control, thus enhancing the comprehensiveness of the evaluation dimensions. By evaluating several design schemes through a comprehensive set of decision indices, it ensures that the target prefabricated component scheme meets load-bearing requirements while effectively controlling carbon emissions during the physical stage. This provides an optimized solution for prefabricated underground structures that combines structural safety and environmental friendliness, improving the scientific rigor and comprehensiveness of prefabricated component design.

[0082] It should be noted that this embodiment can combine intelligent optimization algorithms such as particle swarm optimization, simulated annealing, and ant colony optimization to iteratively update the target prefabricated component scheme. When a specific number of iterations is reached or the comprehensive index decision index of the current target prefabricated component scheme meets a preset threshold, the optimal prefabricated component scheme is determined. The preset engineering control parameters may include structural burial depth, groundwater level, geological conditions, geological parameters, structural height, number of structural layers, concrete strength, and steel reinforcement strength, etc.; the variable parameters of the prefabricated underground structure components may include the cross-sectional dimensions, reinforcement ratio, and void ratio of the prefabricated components, etc.

[0083] Furthermore, the intelligent design based on the preset engineering control parameters and the variable parameters of the prefabricated components of the assembled underground structure, generating several design schemes, includes:

[0084] Several initial design schemes are generated based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure.

[0085] For each initial design scheme, the bearing capacity is defined, and the bearing capacity assessment results are obtained;

[0086] Based on several load-bearing capacity assessment results and several corresponding initial design schemes, several design schemes are obtained through optimization and iteration.

[0087] In one embodiment, an intelligent optimization algorithm is used to generate several initial design schemes based on the preset engineering control parameters and the variable parameters of the prefabricated components of the assembled underground structure. Specifically, n random combinations (section dimensions B, reinforcement ratio P, and void ratio K of the component) are initially set, each combination representing an initial design scheme. The random generation of the initial design schemes is completed under constraints, wherein:

[0088] The range of the cross-sectional dimension B of the component is determined by the height-to-span ratio of the structure, and the random value is represented by X. mm Increasing step size;

[0089] The reinforcement ratio is set between X1% and X2%, with random values ​​increasing in increments of X3%.

[0090] The cavity ratio value ranges from X4% to X5%, with random values ​​increasing in steps of X6%.

[0091] For each initial design scheme, the load-bearing capacity is defined to obtain a load-bearing capacity assessment result. Based on the load-bearing capacity assessment result, it is determined whether the load-bearing capacity of the precast component exceeds the required load-bearing capacity. If the load-bearing capacity requirement is not met, the iteration will continue until n initial design schemes that meet the constraints are identified to obtain several design schemes.

[0092] In this embodiment, several initial design schemes are first generated based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure, providing a rich sample for subsequent optimization. Then, the load-bearing capacity of each initial design scheme is defined to obtain reliable load-bearing capacity assessment results, ensuring that each scheme meets basic safety requirements. Finally, based on the several load-bearing capacity assessment results and the corresponding initial design schemes, optimization iterations are performed, ultimately outputting several design schemes that achieve an optimal balance between load-bearing performance and material efficiency. This embodiment improves design efficiency and scientific rigor, realizing fully automated intelligent decision-making from parameter input to design scheme generation.

[0093] It should be specifically noted that the above X mm X1, X2, X3, X4, X5, and X6 can be determined manually or optimized and adjusted by combining standards, experience, and auxiliary tools to ensure that the generated random values ​​cover the design space without resulting in infeasible solutions.

[0094] Furthermore, for each initial design scheme, the bearing capacity is defined to obtain the bearing capacity assessment results; including:

[0095] For each initial design scheme, obtain the parameters of the prefabricated components of the assembled underground structure;

[0096] The actual bearing capacity of the joints is obtained based on the parameters of the prefabricated components of the assembled underground structure.

[0097] Based on the parameters of the prefabricated components of the prefabricated underground structure and the actual bearing capacity of the joints, the ultimate bearing capacity is defined, and the ultimate bending moment of the joints is obtained.

[0098] The load-bearing capacity assessment result is obtained based on the actual load-bearing capacity and the ultimate bending moment of the joint.

[0099] In this embodiment, for each initial design scheme, the parameters of the prefabricated components of the prefabricated underground structure are first obtained to provide a data foundation for subsequent analysis. Based on the parameters of the prefabricated components, the actual bearing capacity of the joint is obtained to accurately reflect the working state of the joint under actual load. Then, the ultimate bearing capacity is defined by combining the parameters of the prefabricated components and the actual bearing capacity of the joint. The ultimate bending moment of the joint is obtained through critical state analysis to clarify the safety boundary of the joint. Finally, a scientific bearing capacity assessment result is obtained based on the comparison between the actual bearing capacity and the ultimate bending moment of the joint. This achieves a standardized quantitative assessment of the bearing performance of each initial design scheme.

[0100] Furthermore, obtaining the actual bearing capacity of the joint based on the parameters of the prefabricated components of the assembled underground structure includes:

[0101] A slender rod mechanical model is constructed based on the parameters of the prefabricated components of the prefabricated underground structure, so that the slender rod mechanical model can obtain the component load set based on the parameters of the prefabricated underground structure.

[0102] The joint internal forces are obtained based on the component load set and the parameters of the prefabricated components of the prefabricated underground structure.

[0103] Based on the internal forces of the joint, a cross-sectional equilibrium analysis was performed to obtain the distribution relationship of the internal forces of the joint.

[0104] Based on the internal force distribution relationship of the joint and the preset joint stiffness, the actual bearing capacity of the joint is obtained by iterative convergence.

[0105] In one embodiment, a thin rod mechanical model is constructed based on the parameters of the prefabricated components of the assembled underground structure, simplifying the components into thin rods, ignoring non-critical structural details, and retaining only the core stress parameters of the cross-section;

[0106] The top fixation is simplified to a uniformly distributed load on the top plate with the soil cover load q2, and the bottom fixation is simplified to a uniformly distributed load on the bottom plate with the soil support reaction force q3. ;

[0107] Define coordinates by segmenting the cross-sectional height:

[0108] when hour, , ( , The inner radius of the arc-shaped cross section, (corresponding to the central angle);

[0109] when hour, , ( (This is a constant value, corresponding to the cross section of a straight line segment).

[0110] when hour, ( , The inner radius of the arc-shaped cross section, (corresponding central angle)

[0111] The final component load set is The above coordinate system needs to be combined with the segmented action on the slender rod mechanical model.

[0112] It should be noted that h1 is the cross-sectional height of the top plate (unit: m); h2 is the cross-sectional height of the side wall plate (unit: m); and h3 is the cross-sectional height of the bottom plate (unit: m).

[0113] Based on the load set and prefabrication parameters, the internal forces of the joint are obtained, assuming that the center point O of the top plate of the component is subjected to axial force. and bending moment By establishing the force method equations, the axial force in the joint internal forces can be obtained. and bending moment Relationship:

[0114]

[0115]

[0116] In the formula, The first compliance coefficient (i.e. Under the action of a unit force in the direction, at the center point O Displacement in the direction (unit: m / N). The second compliance coefficient (i.e.) Under the action of a unit force in the direction, at the center point O Displacement in the direction (unit: m / N). The third compliance coefficient (i.e. Under the action of a unit force in the direction, at the center point O Displacement in the direction (unit: m / N). The fourth compliance coefficient (i.e. Under the action of a unit force in the direction, at the center point O Displacement in direction (unit: m / N)

[0117] Calculate the bending moment of the segment ring section under each working condition. and axial force The total internal force is obtained by superimposing these forces:

[0118] Please see Figure 2 In this embodiment, for condition 1 under gravity ( ):

[0119] According to the piecewise coordinate system Based on the gravity distribution of the slender rod mechanical model, the values ​​of sections I, II, and III are calculated. ;

[0120] Please see Figure 3 For the soil load in condition 2 ( ):

[0121] Uniformly distributed load at the top Calculate the bending moments acting on the top of the thin rod at sections I, II, and III. ;

[0122] Please see Figure 4 For the soil support reaction force under working conditions ( ):

[0123] Uniformly distributed reaction force at the bottom Calculate the bending moments acting on the bottom of the thin rod at sections I, II, and III.

[0124] Based on the above working conditions, the internal forces of the joint are obtained, namely the joint bending moment M and the joint axial force N:

[0125]

[0126]

[0127] Based on the joint internal forces, a cross-sectional equilibrium analysis is performed. Through the internal force equilibrium equations, material constitutive relations, and deformation compatibility relationships, a quantitative correlation between the joint bending moment M and the joint axial force N can be obtained, i.e., the distribution relationship of the joint internal forces. ;

[0128] In the formula, there is the number of bolts in the joint section obtained based on the parameters of the prefabricated components of the assembled underground structure. Distance from bolt to the outer surface of the segment eccentricity of joint internal force Elastic modulus of concrete Bolt elastic modulus Bolt length and bolt cross-sectional area This reflects the stress characteristics of the joint in the elastic stage, laying the foundation for subsequent stiffness iteration.

[0129] Based on the internal force distribution relationship of the joint and the preset joint stiffness, iterative convergence is performed. External force analysis of the segment ring section of the joint is conducted, and the stiffness expression for each joint is determined according to the assumed stress state. Initial values ​​K0 are assigned to the joint stiffnesses K1 and K2, and iterative calculations are performed, with |K new -K old |<δ is the convergence criterion, where δ is a set small value (which can be set to 10). −3The values ​​of K1 and K2 are obtained. Furthermore, the converged internal forces need to be verified. , Does it conform to the initial assumptions regarding the stress state of the cross-section? If it does: after convergence... , This is the actual bearing capacity of the joint; if it does not match: re-assume the stress state and iterate again until the internal force matches the stress state.

[0130] In this embodiment, a slender rod mechanical model is constructed to simplify the complex structure, effectively reducing the analysis dimensionality while retaining key mechanical features. Subsequently, the joint internal forces are obtained by combining the component load set and the parameters of the prefabricated components of the prefabricated underground structure, laying the foundation for subsequent analysis. The distribution relationship of the joint internal forces is obtained through cross-sectional equilibrium analysis to ensure the rationality of the mechanical state. Finally, iterative convergence is performed based on the distribution relationship and the preset joint stiffness to efficiently solve the actual bearing capacity of the joint.

[0131] It should be noted that, in Figure 2 , Figure 3 and Figure 4 In the diagram, K1 is the bending stiffness at joint 1 (unit: N·m2), K2 is the bending stiffness at joint 2 (unit: N·m2), x1 is the axial force assumed to be at the center point O of the top plate, x2 is the bending moment assumed to be at the center point O of the top plate, h1 is the cross-sectional height of the top plate (unit: m), h2 is the cross-sectional height of the side wall block (unit: m), and h3 is the cross-sectional height of the bottom plate (unit: m).

[0132] Furthermore, based on the parameters of the prefabricated components of the assembled underground structure and the actual bearing capacity of the joints, the ultimate bearing capacity is defined, and the ultimate bending moment of the joint is obtained, including:

[0133] Based on the pre-set critical state formula library for the parameters of the prefabricated underground structure components;

[0134] The critical state is defined based on the preset critical state formula library and the actual bearing capacity of the joint, and the ultimate bending moment of the joint is obtained.

[0135] In this embodiment, a complete mechanical state determination system is first established based on a pre-set critical state formula library of parameters for prefabricated components of the prefabricated underground structure. Then, the critical state is defined by combining the pre-set critical state formula library with the actual bearing capacity of the joint. Through formulaic analysis, the evolution of the joint from the elastic stage to the ultimate failure state is accurately identified, and finally, the ultimate bending moment of the joint is scientifically obtained. This embodiment transforms discrete critical state determination into systematic formula calculation, avoiding the subjectivity and limitations of manual experience-based judgment, and providing a reliable theoretical basis and quantitative standard for the safe design of prefabricated underground structures.

[0136] It should be noted that the critical state may include the concrete entering the plastic state first. At this time, the corresponding critical bending moment formula can be constructed based on the joint being in the critical separation state, the upper edge of the concrete compression zone reaching the critical plasticity, and the bolt reaching the critical yield state. When the bolt enters the plastic state first, the corresponding critical bending moment formula can be constructed based on the bolt's critical yield and the concrete's critical plasticity.

[0137] In one embodiment, based on the pre-set critical state formula library of prefabricated components for the prefabricated underground structure, specifically, the internal forces of the annular section of the prefabricated underground structure are analyzed to determine the calculation formula for the critical bending moment of the joint under different stress states:

[0138] When the joint is in a critical separation state ( When the critical bending moment calculation formulas for bending mode I and bending mode II are obtained, the upper edge of the compression zone of the joint concrete is in the critical plastic state. When the joint bolts are in the critical yield state, the critical bending moment calculation formulas for bending mode II-1 and bending mode III-1 are obtained; When the joint reaches its ultimate failure, the bending moment M1 is obtained:

[0139]

[0140] For cases where the bolt first enters the plastic state, the formula for calculating the critical bending moment of the joint under different stress states is determined: when the joint is in the critical yield state of the bolt ( When the joint is in the critical plastic stage at the upper edge of the concrete compression zone, the calculation formulas for the critical bending moment of bending mode II-2 and bending mode III-2 are obtained; When ), the bending moment M2 at the ultimate failure of the joint is obtained:

[0141]

[0142] Based on the preset critical state formula library and the actual bearing capacity of the joint, the critical state is defined to obtain the ultimate bending moment of the joint. Specifically, the joint bending moment M and the joint axial force N obtained based on the actual bearing capacity of the joint are substituted into the method for defining the ultimate failure bearing capacity of the joint, and the stress state of the joint is determined by the joint axial force N. According to the stress state, the ultimate bending moment value M0 at the ultimate failure of the circumferential joint is calculated, and this value is used as the ultimate condition for bearing capacity (M0). <M0)。

[0143] It should be specifically noted that the above This is the angle value. The angle value under bending mode II-1, The angle value under bending mode III-1, , is the rotation angle value under bending mode II-2. This is the rotation angle value under bending mode III-2.

[0144] Furthermore, based on the engineering data from the aforementioned physicalization stage, physical carbon emissions are calculated to obtain the physical carbon emissions; including:

[0145] Based on the engineering data of the materialization stage, the engineering boundary is delineated to obtain the engineering data of the first materialization stage, the engineering data of the second materialization stage, and the engineering data of the third materialization stage.

[0146] Based on the engineering data of the first physicalization stage, the carbon emissions of the first physicalization stage are calculated to obtain the carbon emissions of the first physicalization stage.

[0147] Based on the engineering data of the second physicalization stage, the carbon emissions of the second physicalization stage are calculated to obtain the carbon emissions of the second physicalization stage.

[0148] Based on the engineering data of the third physicalization stage, the carbon emissions of the third physicalization stage are calculated to obtain the carbon emissions of the third physicalization stage.

[0149] The physicochemical carbon emissions are obtained based on the carbon emissions in the first physicochemical stage, the second physicochemical stage, and the third physicochemical stage.

[0150] In this embodiment, the engineering boundary is defined based on the engineering data of the physicalization stage, ensuring the comprehensiveness and systematic nature of the calculation scope. Subsequently, the engineering data of each physicalization stage are calculated separately to obtain the carbon emissions of the first physicalization stage, the second physicalization stage, and the third physicalization stage, thereby achieving accurate quantification of the carbon emission contribution of each stage. Finally, the complete physical carbon emissions are obtained by summing the carbon emissions of the three stages, effectively solving the problems of ambiguous boundaries and data omissions in traditional calculations.

[0151] It should be noted that engineering data can be divided into several materialization stages based on the actual situation of the project; the first materialization stage engineering data can be production stage engineering data, the second materialization stage engineering data can be transportation stage engineering data, and the third materialization stage engineering data can be construction stage engineering data.

[0152] In one embodiment, engineering boundaries are delineated based on the materialization stage engineering data to obtain production stage engineering data, transportation stage engineering data, and construction stage engineering data;

[0153] For the production stage, carbon emissions during the production stage This includes greenhouse gas emissions from the consumption of major structural materials, wall materials, and other raw materials, as well as energy consumption related to the use of machinery in material production, specifically:

[0154]

[0155] In the formula, Let i be the consumption amount of the i-th material in the production phase engineering data. Let be the carbon emission coefficient of the i-th material in the production phase engineering data. Let i be the number of shifts for the i-th type of production machine. Let i be the energy consumption of one shift for the i-th type of construction machinery in the production phase engineering data. Let be the carbon emission coefficient of the i-th type of energy production.

[0156] For the transportation phase, carbon emissions during the transportation phase Carbon emissions from transporting raw materials (such as steel, concrete, and electrical wires), precast components, formwork, and supports, specifically:

[0157]

[0158] In the formula, Let be the transport weight of the i-th component in the engineering data of the transportation phase. Let i be the transportation distance of the i-th type of component in the transportation phase engineering data. Let be the carbon emission coefficient of the i-th mode of transportation in the engineering data of the transportation phase.

[0159] Regarding the construction phase, carbon emissions during the construction phase The main sources of greenhouse gas emissions are the energy consumption of various mechanical equipment at the construction site, specifically:

[0160]

[0161] In the formula, Let represent the number of shifts for the i-th type of construction machinery in the construction phase project data. Let i represent the energy consumption of one shift for the i-th type of construction machinery in the construction phase project data. is the carbon emission coefficient of the i-th type of construction energy in the engineering data during the construction phase.

[0162] Then the physical carbon emissions Q represent the carbon emissions during the production stage. Carbon emissions during the transportation phase Carbon emissions during the construction phase sum.

[0163] Furthermore, based on the carrying capacity assessment results and physicochemical carbon emissions, a comprehensive indicator decision-making judgment is made to obtain a comprehensive indicator decision index; including:

[0164] Based on the load-bearing capacity assessment results, the actual bending moment and the ultimate bending moment of the joint are obtained;

[0165] The bearing capacity margin is obtained based on the actual bending moment and the ultimate bending moment of the joint.

[0166] A comprehensive indicator decision index is obtained based on the aforementioned carrying capacity margin and physical carbon emissions.

[0167] In one embodiment, to achieve an optimal balance between load-bearing capacity and carbon emissions in the design scheme of prefabricated underground structure components, the comprehensive indicator decision index (i.e., SCE index) for scheme evaluation and decision-making is obtained in the following way: First, based on the preset load-bearing capacity assessment results, the actual bending moment and ultimate bending moment of the joints of the prefabricated underground structure components are obtained respectively. Then, based on the actual bending moment of the joints... With the ultimate bending moment of the joint The difference is used to calculate the bearing capacity margin. Simultaneously, the physical carbon emissions corresponding to each design scheme are obtained, and then combined with the carrying capacity margin. With physical carbon emissions The Comprehensive Decision Index (SCE Index) is calculated, and this SCE Index is then used to measure and evaluate the overall performance of multiple design schemes for prefabricated underground structure components, reflecting and achieving a balance between load-bearing capacity and carbon emissions. Specifically:

[0168]

[0169]

[0170]

[0171] In this embodiment, the actual bending moment and ultimate bending moment of the joint are obtained based on the load-bearing capacity assessment results. Then, based on these actual and ultimate bending moments, a load-bearing capacity margin is obtained, quantifying the joint's safety reserve. Finally, a comprehensive indicator decision index is obtained based on the load-bearing capacity margin and physicochemical carbon emissions. This comprehensive indicator decision index links load-bearing capacity with carbon emissions, forming a scientific basis for decision-making. This effectively avoids the limitations of traditional single-indicator optimization, thereby improving the comprehensiveness and reliability of the design scheme and ensuring that low-carbon goals are achieved while meeting structural integrity requirements.

[0172] Furthermore, based on the comprehensive indicator decision index set, a scheme evaluation is performed to obtain the target prefabricated component scheme; including:

[0173] Based on the comprehensive indicator decision index set, the design scheme with the lowest comprehensive indicator decision index value in the comprehensive indicator decision index set is obtained by comparing the indices.

[0174] The design scheme with the lowest comprehensive indicator decision index value is taken as the target precast component scheme.

[0175] In this embodiment, the design scheme with the lowest comprehensive indicator decision index value is obtained by comparing the comprehensive indicator decision index set. This scheme is then used as the target prefabricated component scheme to ensure that its comprehensive performance is optimal. This improves the objectivity of the scheme evaluation and the efficiency of decision-making, avoids the subjectivity and lag of traditional manual selection, and provides a scientific basis for the optimized design of prefabricated components for prefabricated underground structures by directly linking structural safety and environmental protection requirements with quantitative indicators. Ultimately, this ensures the reliability of the project while promoting the efficient use of resources and sustainable development.

[0176] Please see Figure 5 This embodiment also provides an intelligent design and evaluation system for prefabricated components of assembled underground structures, including:

[0177] The parameter acquisition module is used to acquire preset engineering control parameters and variable parameters of prefabricated components of prefabricated underground structures.

[0178] The scheme design module is used to perform intelligent design based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure, and generate several design schemes.

[0179] The carbon emission calculation module is used to obtain the corresponding physical stage engineering data for each design scheme, and to calculate the physical carbon emissions based on the physical stage engineering data to obtain the physical carbon emissions.

[0180] The comprehensive decision-making module is used to obtain the corresponding bearing capacity assessment results for each design scheme, and to make comprehensive index decision-making judgments based on the bearing capacity assessment results and physical carbon emissions to obtain the comprehensive index decision index.

[0181] The scheme evaluation module is used to obtain a set of comprehensive indicator decision indices based on the comprehensive indicator decision indices corresponding to several design schemes; and to evaluate the schemes based on the set of comprehensive indicator decision indices to obtain the target prefabricated component scheme.

[0182] In this embodiment, the load-bearing capacity assessment results of prefabricated components for prefabricated underground structures are combined with physical carbon emissions for intelligent design evaluation. This overcomes the limitations of traditional design methods that focus solely on mechanical performance while neglecting carbon emission control, thus enhancing the comprehensiveness of the evaluation dimensions. The scheme evaluation module evaluates several design schemes through a comprehensive set of decision indices, ensuring that the target prefabricated component scheme meets load-bearing requirements while effectively controlling carbon emissions during the physical stage. This provides an optimized scheme for prefabricated underground structures that combines structural safety and environmental friendliness, improving the scientific rigor and comprehensiveness of prefabricated component design.

[0183] Furthermore, the scheme design module is used to perform intelligent design based on the preset engineering control parameters and the variable parameters of the prefabricated components of the assembled underground structure, generating several design schemes, including:

[0184] Several initial design schemes are generated based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure.

[0185] For each initial design scheme, the bearing capacity is defined, and the bearing capacity assessment results are obtained;

[0186] Based on several load-bearing capacity assessment results and several corresponding initial design schemes, several design schemes are obtained through optimization and iteration.

[0187] In this embodiment, the scheme design module generates several initial design schemes based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure, providing rich samples for subsequent optimization. Then, the load-bearing capacity of each initial design scheme is defined to obtain reliable load-bearing capacity assessment results, ensuring that each scheme meets basic safety requirements. Finally, based on the several load-bearing capacity assessment results and the corresponding initial design schemes, optimization iterations are performed to ultimately output several design schemes that achieve an optimal balance between load-bearing performance and material efficiency. This embodiment improves design efficiency and scientific rigor, realizing fully automated intelligent decision-making from parameter input to design scheme generation.

[0188] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A method for intelligent design evaluation of prefabricated components for assembled underground structures, characterized in that, Includes the following steps: Obtain preset engineering control parameters and variable parameters of prefabricated components for prefabricated underground structures; Intelligent design is performed based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure to generate several design schemes. For each design scheme, obtain the corresponding load-bearing capacity assessment results and the corresponding physical phase engineering data; Physical carbon emissions are calculated based on engineering data from the physicalization stage to obtain the physical carbon emissions. Based on the bearing capacity assessment results, the actual bending moment and ultimate bending moment of the joint of the prefabricated component of the prefabricated underground structure are obtained. The bearing capacity margin is calculated based on the difference between the actual bending moment and the ultimate bending moment. The comprehensive index decision index corresponding to the design scheme is calculated based on the bearing capacity margin and the physical carbon emissions. A set of comprehensive indicator decision indices is obtained based on the comprehensive indicator decision indices corresponding to several design schemes; Based on the comprehensive indicator decision index set, the scheme is evaluated to obtain the target prefabricated component scheme.

2. The intelligent design and evaluation method for prefabricated components of prefabricated underground structures according to claim 1, characterized in that, The intelligent design based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure generates several design schemes, including: Several initial design schemes are generated based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure. For each initial design scheme, the bearing capacity is defined, and the bearing capacity assessment results are obtained; Based on several load-bearing capacity assessment results and several corresponding initial design schemes, several design schemes are obtained through optimization and iteration.

3. The intelligent design and evaluation method for prefabricated components of prefabricated underground structures according to claim 2, characterized in that, For each initial design scheme, the bearing capacity is defined, and the bearing capacity assessment results are obtained; including: For each initial design scheme, obtain the parameters of the prefabricated components of the assembled underground structure; The actual bearing capacity of the joints is obtained based on the parameters of the prefabricated components of the assembled underground structure. Based on the parameters of the prefabricated components of the prefabricated underground structure and the actual bearing capacity of the joints, the ultimate bearing capacity is defined, and the ultimate bending moment of the joints is obtained. The load-bearing capacity assessment result is obtained based on the actual load-bearing capacity and the ultimate bending moment of the joint.

4. The intelligent design and evaluation method for prefabricated components of prefabricated underground structures according to claim 3, characterized in that, The method of obtaining the actual bearing capacity of the joint based on the parameters of the prefabricated components of the assembled underground structure includes: A slender rod mechanical model is constructed based on the parameters of the prefabricated components of the prefabricated underground structure, so that the slender rod mechanical model can obtain the component load set based on the parameters of the prefabricated underground structure. The joint internal forces are obtained based on the component load set and the parameters of the prefabricated components of the assembled underground structure. Based on the internal forces of the joint, a cross-sectional equilibrium analysis was performed to obtain the distribution relationship of the internal forces of the joint. Based on the internal force distribution relationship of the joint and the preset joint stiffness, the actual bearing capacity of the joint is obtained by iterative convergence.

5. The intelligent design evaluation method for prefabricated components of prefabricated underground structures according to claim 3, characterized in that, Based on the parameters of the prefabricated components of the assembled underground structure and the actual bearing capacity of the joints, the ultimate bearing capacity is defined, and the ultimate bending moment of the joint is obtained, including: Based on the pre-set critical state formula library for the parameters of the prefabricated underground structure components; The critical state is defined based on the preset critical state formula library and the actual bearing capacity of the joint, and the ultimate bending moment of the joint is obtained.

6. The intelligent design evaluation method for prefabricated components of prefabricated underground structures according to claim 1, characterized in that, Based on the engineering data from the aforementioned physicalization stage, physical carbon emissions are calculated to obtain the physical carbon emissions; including: Based on the engineering data of the materialization stage, the engineering boundary is delineated to obtain the engineering data of the first materialization stage, the engineering data of the second materialization stage, and the engineering data of the third materialization stage. Based on the engineering data of the first physicalization stage, the carbon emissions of the first physicalization stage are calculated to obtain the carbon emissions of the first physicalization stage. Based on the engineering data of the second physicalization stage, the carbon emissions of the second physicalization stage are calculated to obtain the carbon emissions of the second physicalization stage. Based on the engineering data of the third physicalization stage, the carbon emissions of the third physicalization stage are calculated to obtain the carbon emissions of the third physicalization stage. The physicochemical carbon emissions are obtained based on the carbon emissions in the first physicochemical stage, the second physicochemical stage, and the third physicochemical stage.

7. The intelligent design evaluation method for prefabricated components of prefabricated underground structures according to claim 1, characterized in that, Based on the carrying capacity assessment results and physicochemical carbon emissions, a comprehensive indicator decision-making judgment is made to obtain a comprehensive indicator decision index, including: Based on the load-bearing capacity assessment results, the actual bending moment and the ultimate bending moment of the joint are obtained; The bearing capacity margin is obtained based on the actual bending moment and the ultimate bending moment of the joint. A comprehensive indicator decision index is obtained based on the aforementioned carrying capacity margin and physical carbon emissions.

8. The intelligent design evaluation method for prefabricated components of prefabricated underground structures according to claim 1, characterized in that, Based on the comprehensive indicator decision index set, a scheme evaluation is conducted to obtain the target prefabricated component scheme; including: Based on the comprehensive indicator decision index set, the design scheme with the lowest comprehensive indicator decision index value in the comprehensive indicator decision index set is obtained by comparing the indices. The design scheme with the lowest comprehensive indicator decision index value is taken as the target precast component scheme.

9. An intelligent design and evaluation system for prefabricated components of assembled underground structures, characterized in that, include: The parameter acquisition module is used to acquire preset engineering control parameters and variable parameters of prefabricated components of prefabricated underground structures. The scheme design module is used to perform intelligent design based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure, and generate several design schemes. The carbon emission calculation module is used to obtain the corresponding physical stage engineering data for each design scheme, and to calculate the physical carbon emissions based on the physical stage engineering data to obtain the physical carbon emissions. The comprehensive decision-making module is used to obtain the corresponding bearing capacity assessment results for each design scheme, obtain the actual bending moment and ultimate bending moment of the joint of the prefabricated component of the prefabricated underground structure based on the bearing capacity assessment results, calculate the bearing capacity margin based on the difference between the actual bending moment and the ultimate bending moment, and calculate the comprehensive index decision index corresponding to the design scheme based on the bearing capacity margin and the physical carbon emissions. The scheme evaluation module is used to obtain a set of comprehensive indicator decision indices based on the comprehensive indicator decision indices corresponding to several design schemes; and to evaluate the schemes based on the set of comprehensive indicator decision indices to obtain the target prefabricated component scheme.

10. The intelligent design and evaluation system for prefabricated components of assembled underground structures according to claim 9, Its features are, The scheme design module is used to perform intelligent design based on the preset engineering control parameters and the variable parameters of the prefabricated components of the assembled underground structure, generating several design schemes, including: Several initial design schemes are generated based on the preset engineering control parameters and the variable parameters of the prefabricated components of the prefabricated underground structure. For each initial design scheme, the bearing capacity is defined, and the bearing capacity assessment results are obtained; Based on several load-bearing capacity assessment results and several corresponding initial design schemes, several design schemes are obtained through optimization and iteration.

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