A tunnel construction vehicle dispatching system and method

Abstract

The application provides a tunnel construction vehicle scheduling system and method, and relates to the technical field of tunnel construction.The scheduling system comprises a data acquisition unit, a grade analysis unit, an index calculation unit, a restriction generation unit and a scheduling control unit.The data acquisition unit is used for acquiring construction stage data corresponding to each point of a tunnel construction line.The grade analysis unit is used for performing protection analysis based on the construction stage data to obtain a tunnel protection grade of each point.The index calculation unit is used for calculating a passing risk index of the point based on the tunnel protection grade and historical vehicle passing data.The restriction generation unit is used for generating vehicle restriction data corresponding to each point according to the passing risk index.The scheduling control unit is used for scheduling and controlling the construction vehicle according to the vehicle restriction data.The scheduling system and method provided by the application can monitor the passing risk of each point in the tunnel to ensure that the passing risk is kept within a controllable range under scheduling management and improve the passing safety of the vehicle in the tunnel.

Description

Technical Field

[0001] This invention relates to the field of tunnel construction technology, and in particular to a tunnel construction vehicle dispatching system and method. Background Technology

[0002] The vehicles involved in tunnel construction mainly include three categories: transport vehicles, engineering vehicles, and special-purpose vehicles. With proper scheduling and control, the efficiency of vehicle movement within the tunnel can be effectively guaranteed.

[0003] Current tunnel vehicle dispatching and management processes only consider modeling the tunnel to display vehicle locations and monitoring and dispatching vehicles based on manually predetermined speed limits and overloading conditions. However, due to limitations imposed by support structures during tunnel operation, relying solely on manually predetermined fixed speed limits is inaccurate and difficult to apply to reasonable speed control in response to risks such as tunnel collapse. This can lead to dangerous situations occurring after multiple runs or during a single run. Summary of the Invention

[0004] This invention provides a tunnel construction vehicle scheduling system and method to solve the technical problem in the prior art where, due to the limitations of support conditions, the fixed overspeed predetermined by humans when vehicles travel in tunnels is low in accuracy and difficult to be accurately applied to reasonable speed control for risks such as tunnel collapse, thus leading to dangerous situations after multiple traffic runs or during a particular traffic run.

[0005] To achieve the above and other related objectives, the present invention provides a tunnel construction vehicle dispatching system, comprising: a data acquisition unit for acquiring construction stage data corresponding to each point on the tunnel construction route; a level analysis unit for performing protection analysis based on the construction stage data to obtain the tunnel protection level for each point; an index calculation unit for calculating the traffic risk index for each point based on the tunnel protection level and historical vehicle traffic data; a restriction generation unit for generating vehicle restriction data corresponding to each point according to the traffic risk index, the vehicle restriction data including the passing speed restriction corresponding to different passing positions and the opening speed restriction corresponding to different opening points; and a dispatching and control unit for dispatching and controlling construction vehicles according to the vehicle restriction data.

[0006] In one embodiment of the present invention, the grade analysis unit includes: a state lookup subunit, used to compare the similarity between construction stage data and tunnel support stage benchmark data to obtain tunnel support stage benchmark data that reaches a preset similarity with the construction stage data; and to find the tunnel support state corresponding to the current construction stage based on the tunnel support stage benchmark data. The tunnel support stage benchmark data includes pre-excavation stage benchmark data and post-excavation stage data. The tunnel support state includes advanced support state corresponding to the pre-excavation stage benchmark data and initial support state corresponding to the post-excavation stage data. The unit also includes a grade conversion subunit, used to convert the tunnel support state into a protection level to obtain the tunnel protection level for each location.

[0007] In one embodiment of the present invention, the index calculation unit includes: an index filling subunit, used to perform risk index filling processing corresponding to the actual support length based on the basic air wave index of each benchmark characteristic segment under the tunnel protection level, the actual support length corresponding to the tunnel protection level, and the reference length of the support structure corresponding to the tunnel protection level, to obtain the basic air wave index distribution data corresponding to each point within the actual support length; a vehicle passing detection subunit, used to perform vehicle passing detection on historical vehicle passage data to obtain historical vehicle passing sections and historical non-vehicle passing sections; a first index calculation subunit, used to extract data from historical vehicle passage data according to the first data extraction rule corresponding to the historical vehicle passing sections to obtain first extracted data, and calculate the first passage risk index of each point within the historical vehicle passing sections based on the tunnel protection level and the first extracted data; and a second index calculation subunit, used to extract data from historical vehicle passage data according to the second data extraction rule corresponding to the historical non-vehicle passing sections to obtain second extracted data, and calculate the second passage risk index of each point within the historical non-vehicle passing sections based on the tunnel protection level and the second extracted data.

[0008] In one embodiment of the present invention, a first data extraction module is used to extract historical vehicle traffic data according to the oncoming traffic data extraction type corresponding to a first data extraction rule, to obtain the oncoming traffic coordinates, oncoming traffic speed, vehicle vibration frequency, and vehicle weight when the vehicle coordinates coincide along the tunnel width direction. The first data extraction rule includes multiple oncoming traffic data extraction types corresponding to vehicle oncoming traffic, and each oncoming traffic data extraction type corresponds to the oncoming traffic coordinates, oncoming traffic speed, vehicle vibration frequency, and vehicle weight, respectively. A first distance calculation module is used to calculate the distance along the tunnel width based on the oncoming traffic coordinates and the tunnel width at the corresponding point in the tunnel construction line corresponding to the oncoming traffic coordinates. The system calculates the first distance between the cross-traffic coordinates of two vehicles and the corresponding point on the tunnel wall, and the second distance between their cross-traffic coordinates. The first distance is the distance between the cross-traffic coordinates of the vehicle closer to the tunnel wall and the corresponding point on the tunnel wall. A first airflow effect calculation module is used to sum the cross-traffic speeds of each vehicle to obtain the combined speed when traveling in opposite directions. Based on the second distance, the corresponding airflow attenuation coefficient, the combined speed, and the airflow conversion coefficient, the first airflow generation value is obtained. The system integrates the corresponding first distance based on the airflow effect attenuation per unit distance for each first distance. The air wave attenuation integral is used to calculate the attenuation of the first air wave generated value, obtaining the intermediate air wave effect value. The maximum value among the intermediate air wave effect values ​​is selected as the first air wave effect value on the tunnel inner wall support structure. The first polarization air wave effect calculation module is used to obtain the intermediate polarization effect value on each side of the tunnel inner wall support structure based on the first distance, second distance, polarization conversion coefficient corresponding to the vehicle weight of each oncoming vehicle, vehicle vibration frequency of each oncoming vehicle, and polarization effect attenuation per unit distance corresponding to the vehicle vibration frequency. The maximum value among the intermediate polarization effect values ​​is selected as the first air wave effect value on the tunnel inner wall support structure. The first polarization effect value of the inner wall support structure; the meeting point index calculation module is used to calculate the air wave effect risk index by multiplying the first air wave effect value and the first index conversion coefficient corresponding to the first air wave effect value; to calculate the polarization effect risk index by multiplying the first polarization effect value and the second index conversion coefficient corresponding to the first polarization effect value; to calculate the attenuation risk index by multiplying the distance between the target point coordinates and the meeting coordinates in the historical meeting section and the unit distance index attenuation rate; and to sum the air wave effect risk index and the polarization effect risk index to obtain the first meeting risk index corresponding to the meeting coordinates.The system also includes a first indicator output module, which is used to look up the unit distance indicator decay rate from a table based on the first meeting risk indicator, calculate the decay risk indicator by multiplying the distance between the target point coordinates and the meeting coordinates within the historical meeting section with the unit distance indicator decay rate, and then predict the second meeting risk indicator value based on the first meeting risk indicator and the decay risk indicator. This prediction yields the distribution data of the second meeting risk indicator value corresponding to each unit distance from the meeting coordinates to the tunnel construction line in both the forward and reverse directions. The first and second meeting risk indicator values ​​are then used as the first traffic risk indicator for each point within the historical meeting section.

[0009] In one embodiment of the present invention, the meeting coordinates include a first meeting coordinate corresponding to a vehicle traveling in the forward direction and a second meeting coordinate corresponding to a vehicle traveling in the reverse direction; the meeting speed includes a first meeting speed corresponding to a vehicle traveling in the forward direction and a second meeting speed corresponding to a vehicle traveling in the reverse direction; the vehicle vibration frequency includes a first vehicle vibration frequency corresponding to a vehicle traveling in the forward direction and a second vehicle vibration frequency corresponding to a vehicle traveling in the reverse direction; the vehicle weight includes a first vehicle weight corresponding to a vehicle traveling in the forward direction and a second vehicle weight corresponding to a vehicle traveling in the reverse direction; the first distance includes a first positive distance corresponding to a vehicle traveling in the forward direction and a first negative distance corresponding to a vehicle traveling in the reverse direction; the polarization conversion coefficient includes a first polarization conversion coefficient corresponding to the first vehicle weight and a second polarization conversion coefficient corresponding to the second vehicle weight; the unit distance polarization effect attenuation includes a first unit distance polarization effect attenuation corresponding to the first vehicle vibration frequency and a second unit distance polarization effect attenuation corresponding to the second vehicle vibration frequency; the calculation formula for the first air wave effect value is: ,in, This indicates the value generated by the first air blast. Indicates the speed of the first passing vehicle. Indicates the speed of the second passing vehicle. Representation and speed, Indicates the wave conversion factor. Indicates the second distance. This represents the wave attenuation coefficient. This indicates the effect value of the first blast wave. Indicates the first positive distance. Indicates the first negative distance. This represents the attenuation of blast wave effect per unit distance. The attenuation of blast wave effect per unit distance decreases continuously as the corresponding distance value increases. , This represents the maximum attenuation of the blast wave effect per unit distance. and These represent the gust attenuation integrals for each oncoming vehicle. and These represent the intermediate airflow effect values ​​for each oncoming vehicle; the formula for calculating the first polarization effect value is: ,in, Indicates the vibration frequency of the first vehicle. This indicates the vibration frequency of the second vehicle. Represents the first polarization conversion coefficient. This represents the second polarization conversion coefficient. This represents the attenuation due to polarization per unit distance. This represents the polarization attenuation per unit distance. The polarization attenuation per unit distance and the polarization attenuation per unit distance decrease continuously as the corresponding distance value increases. , This represents the maximum value of polarization attenuation per unit distance. This indicates the maximum value of the polarization attenuation per unit distance. and These represent the intermediate polarization effect values ​​on each side of the tunnel wall support structure caused by two oncoming vehicles; the calculation formula for the first traffic risk index is: ,in, This represents the conversion coefficient of the first indicator. This represents the conversion coefficient of the second indicator. This indicates the decay rate of the index per unit distance. This indicates the distance between the target point coordinates and the passing coordinates within the historical passing section. Indicators representing the risk of blast waves, Indicators representing the risk of polarization effects This indicates an indicator of attenuation risk.

[0010] In one embodiment of the present invention, the second index calculation subunit includes: a second data extraction module, used to extract historical vehicle traffic data according to the individual traffic data extraction type corresponding to the second data extraction rule, to obtain vehicle coordinates, traffic speed, vehicle vibration frequency, and vehicle weight. The second data extraction rule includes multiple individual traffic data extraction types, each of which corresponds to vehicle coordinates, traffic speed, vehicle vibration frequency, and vehicle weight respectively; a second distance calculation module, used to obtain a first distance between the vehicle coordinates and the tunnel wall at the corresponding point in the tunnel construction line along the tunnel width direction according to the vehicle coordinates and the tunnel width at the corresponding point. The first distance is the distance between the meeting coordinates of oncoming vehicles near the tunnel wall and the corresponding point on the tunnel wall. The first distance includes a first partial distance and a second partial distance; and a second air wave effect calculation module, used to calculate a first air wave generation value by multiplying the air wave attenuation coefficient corresponding to the first distance and the traffic speed, and by integrating the air wave effect attenuation per unit distance corresponding to the first distance based on the first distance between the individually passing vehicles and both sides of the tunnel. The system obtains the wave attenuation integral, calculates the wave attenuation of the first wave generation value using the wave attenuation integral, obtains the intermediate wave action value, and selects the maximum value among the intermediate wave action values ​​as the second wave action value for the tunnel inner wall support structure; the second polarization wave action calculation module is used to obtain the intermediate polarization action value for each side of the tunnel inner wall support structure based on the first distance of a single-passing vehicle from both sides of the tunnel, the polarization conversion coefficient corresponding to the weight of the single-passing vehicle, the vehicle vibration frequency, and the unit distance polarization action attenuation corresponding to the vehicle vibration frequency, and selects the maximum value among the intermediate polarization action values ​​as the second polarization action value for the tunnel inner wall support structure; and the second index output module is used to calculate the wave action risk index by multiplying the second wave action value and the first index conversion coefficient corresponding to the second wave action value, and calculate the polarization action risk index by multiplying the second polarization action value and the second index conversion coefficient corresponding to the second polarization action value, and sum the wave action risk index and the polarization action risk index to obtain the second traffic risk index for each point in the historical non-passing section.

[0011] In one embodiment of the present invention, the first distance includes a first component distance between the vehicle coordinates and one side of the tunnel width and a second component distance between the vehicle coordinates and the other side of the tunnel width; the formula for calculating the second air wave effect value is: ,in, This indicates the value generated by the first air blast. Indicates the speed of traffic opening. Indicates the wave conversion factor. This indicates the effect value of the first blast wave. Indicates the first part of the distance. Indicates the second distance. This represents the attenuation of blast wave effect per unit distance. The attenuation of blast wave effect per unit distance decreases continuously as the corresponding distance value increases. , This represents the maximum attenuation of the blast wave effect per unit distance. This represents the wave attenuation integral corresponding to the first distance. This represents the wave attenuation integral corresponding to the second distance. This represents the intermediate blast wave effect value corresponding to the first distance. This represents the intermediate air wave effect value corresponding to the second distance; the formula for calculating the second polarization effect value is: ,in, Indicates the vehicle's vibration frequency. Represents the polarization conversion coefficient. This represents the attenuation of polarization effect per unit distance. The attenuation of polarization effect per unit distance decreases continuously as the corresponding distance value increases. , This represents the maximum attenuation due to polarization per unit distance. This represents the intermediate polarization effect value corresponding to the first sub-distance. This represents the intermediate polarization effect value corresponding to the second distance; the calculation formula for the second traffic risk index is: ,in, This represents the conversion coefficient of the first indicator. This represents the conversion coefficient of the second indicator. Indicators representing the risk of blast waves, Indicator of risk for polarization effects.

[0012] In one embodiment of the present invention, the restriction generation unit includes: a first restriction output subunit, configured to obtain the passing restriction speed corresponding to different passing positions based on a traffic risk index and a first speed restriction factor when the vehicle is in a passing section; and a second restriction output subunit, configured to obtain the passing restriction speed corresponding to different non-passing positions based on a traffic risk index and a second speed restriction factor when the vehicle is in a non-passing section.

[0013] In one embodiment of the present invention, it further includes: an index update unit, used to obtain the risk index increase value of the corresponding point based on the actual traffic data after the vehicle passes through, so as to update the traffic risk index of the corresponding point.

[0014] To achieve the above and other related objectives, the present invention also provides a method for scheduling tunnel construction vehicles, comprising: acquiring construction stage data corresponding to each point on the tunnel construction route through a data acquisition unit; performing protection analysis based on the construction stage data through a level analysis unit to obtain the tunnel protection level of each point; calculating the traffic risk index of the point based on the tunnel protection level and historical vehicle traffic data through an index calculation unit; generating vehicle restriction data corresponding to each point through a restriction generation unit based on the traffic risk index, the vehicle restriction data including the passing speed restriction corresponding to different passing positions and the opening speed restriction corresponding to different opening points; and scheduling and control the construction vehicles through a scheduling and control unit based on the vehicle restriction data.

[0015] The beneficial effects of this invention are as follows: This invention proposes a tunnel construction vehicle scheduling system and method. By acquiring construction stage data corresponding to each point on the tunnel construction route, and determining the tunnel protection level for each construction stage, as well as the corresponding points on the tunnel construction route, the tunnel protection level for each point is obtained. After obtaining the tunnel protection level, historical vehicle traffic data can be combined to assess and calculate the traffic risk indicators for each point under historical traffic conditions. Based on the calculated traffic risk indicators, vehicle restriction data can be further calculated for oncoming traffic or when vehicles enter or exit alone. This vehicle restriction data can then be sent to the corresponding vehicles for speed limits, enabling scheduling and control of construction vehicles. This prevents excessive vehicle speed from causing polarization or strong air currents to affect the tunnel support, thus significantly impacting the construction vehicles and leading to excessively high traffic risk indicators and insufficient support at the corresponding points, potentially resulting in tunnel construction risks such as collapse. Furthermore, this invention can also monitor traffic risks at each point within the tunnel, ensuring that traffic risks remain within a controllable range under scheduling management, thereby improving vehicle traffic safety within the tunnel. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0017] In the attached diagram:

[0018] Figure 1 This is a structural block diagram of a tunnel construction vehicle dispatching system provided in an embodiment of the present invention;

[0019] Figure 2 The diagram shown is a flowchart illustrating a tunnel construction vehicle scheduling method according to an embodiment of the present invention.

[0020] The attached figures are labeled as follows:

[0021] Data acquisition unit 111; level analysis unit 112; indicator calculation unit 113; limit generation unit 114; scheduling and control unit 115. Detailed Implementation

[0022] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0023] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. The drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0024] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the invention. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the invention.

[0025] Please see Figure 1 This invention provides a tunnel construction vehicle dispatching system, comprising: a data acquisition unit 111 for acquiring construction stage data corresponding to each point on the tunnel construction route; a level analysis unit 112 for performing protection analysis based on the construction stage data to obtain the tunnel protection level of each point; an index calculation unit 113 for calculating the traffic risk index of the point based on the tunnel protection level and historical vehicle traffic data; a restriction generation unit 114 for generating vehicle restriction data corresponding to each point according to the traffic risk index, the vehicle restriction data including the passing speed restriction corresponding to different passing positions and the opening speed restriction corresponding to different opening points; and a dispatching and control unit 115 for dispatching and controlling construction vehicles according to the vehicle restriction data.

[0026] As can be seen from the above, in the tunnel construction vehicle scheduling system of the present invention, the data acquisition unit 111 can be used to acquire the construction stage data corresponding to each point on the tunnel construction line. The construction stage data formed by each node of the tunnel construction line can be obtained from the tunnel construction. For example, the pre-excavation stage, the post-excavation stage, and the deformation stabilization stage, etc., and the construction stage data for the pre-excavation stage can include data on pipe roofs, advanced small guide pipes, advanced anchor bolts, etc.; for the post-excavation stage, it can include data on shotcrete, system anchor bolts, steel frames, steel mesh, etc.; and for the deformation stabilization stage, it can include data on trolley construction, cast-in-place reinforced concrete, etc. Using this data, the level analysis unit 112 can be used to determine the tunnel protection level of each construction stage data and the corresponding point on the tunnel construction line, thereby obtaining the tunnel protection level of each point. After obtaining the tunnel protection level, the index calculation unit 113 can combine historical vehicle traffic data to evaluate and calculate the traffic risk index of each point under historical traffic conditions. The calculated traffic risk index can be further used by the restriction generation unit 114 to calculate vehicle restriction data when vehicles meet or when vehicles enter or exit alone. This vehicle restriction data is then sent to the corresponding vehicles by the dispatch and control unit 115 to impose speed limits, thereby managing the dispatch of construction vehicles. This prevents excessive vehicle speed from causing polarization or strong air currents that could significantly impact the tunnel support, leading to excessively high traffic risk indexes and insufficient support at the corresponding locations, potentially resulting in tunnel collapses or other construction risks. Furthermore, this invention enables traffic risk monitoring at various points within the tunnel, ensuring that traffic risks remain within a controllable range under dispatch management, thus improving vehicle traffic safety within the tunnel.

[0027] In the tunnel construction vehicle scheduling system of the present invention, the grade analysis unit 112 includes: a state lookup subunit, used to compare the similarity between the construction stage data and the tunnel support stage benchmark data to obtain the tunnel support stage benchmark data that reaches a preset similarity with the construction stage data; and to find the tunnel support status corresponding to the current construction stage based on the tunnel support stage benchmark data. The tunnel support stage benchmark data includes the tunnel pre-excavation stage benchmark data and the post-excavation stage data. The tunnel support status includes the advanced support status corresponding to the tunnel pre-excavation stage benchmark data and the initial support status corresponding to the post-excavation stage data. The system also includes a grade conversion subunit, used to convert the tunnel support status into a protection level to obtain the tunnel protection level for each location.

[0028] When determining the tunnel protection level for each location using construction stage data, the grade analysis unit 112 can use a state lookup subunit to compare the similarity between the construction stage data and the tunnel support stage benchmark data. This allows it to find the tunnel support stage benchmark data that achieves a preset similarity with the construction stage data. Then, based on this benchmark data, the tunnel support status corresponding to the current construction stage can be retrieved. Each tunnel support stage benchmark data corresponds to one tunnel support status. Next, the grade conversion subunit uses the tunnel support status and the corresponding construction stage data to calculate the tunnel protection level for each location. This allows for further assessment of the traffic risk at each location using the tunnel protection level, enabling control of parameters such as vehicle speed to reduce traffic risk.

[0029] The construction stage data can be data from the pre-excavation stage, including data on pipe roofs, advanced small guide pipes, and advanced anchor bolts. When comparing the similarity between the tunnel support stage benchmark data and the construction stage data, if both contain data on pipe roofs, advanced small guide pipes, and advanced anchor bolts, the similarity can be determined based on the similarity of the data types and quantities. If it reaches the preset similarity, then the tunnel support state corresponding to the tunnel support stage benchmark data can be used as the tunnel support state of the construction stage data. Similarly, the construction stage data can also be data from the post-excavation stage, including data on shotcrete, system anchor bolts, steel frames, and steel mesh; it can also be data from the deformation stabilization stage, including data on trolley construction and cast-in-place reinforced concrete; and of course, it can be other types of stage data. For data from the pre-excavation stage, it can be determined that the tunnel is in an advanced support state. Based on the materials corresponding to this advanced support state, such as pipe roofs, advanced small guide pipes, and advanced anchor bolts, the corresponding tunnel protection level can be determined. The relationship between the material data for each tunnel support state and the tunnel support state and protection level can be pre-set manually. For data from the post-excavation stage, it can be determined that the tunnel is in an initial support state. Based on the materials corresponding to this initial support state, such as shotcrete, system anchor bolts, steel frames, and steel mesh, the corresponding tunnel protection level can be determined. Alternatively, this step can be done manually by directly converting the corresponding material data based on the construction stage data to the tunnel protection level. After obtaining the tunnel protection level, it is then entered into the system to combine the tunnel protection level of each location with the corresponding historical vehicle traffic data to conduct a traffic risk assessment for each location.

[0030] In the tunnel construction vehicle scheduling system of the present invention, the index calculation unit 113 includes: an index filling subunit, used to perform risk index filling processing corresponding to the actual support length based on the basic air wave index of each benchmark characteristic segment under the tunnel protection level, the actual support length corresponding to the tunnel protection level, and the reference length of the support structure corresponding to the tunnel protection level, to obtain the basic air wave index distribution data corresponding to each point within the actual support length; a meeting detection subunit, used to perform meeting detection on historical vehicle passage data to obtain historical meeting sections and historical non-meeting sections; a first index calculation subunit, used to extract data from historical vehicle passage data according to the first data extraction rule corresponding to the historical meeting section to obtain the first extracted data, and calculate the first passage risk index of each point within the historical meeting section based on the tunnel protection level and the first extracted data; and a second index calculation subunit, used to extract data from historical vehicle passage data according to the second data extraction rule corresponding to the historical non-meeting section to obtain the second extracted data, and calculate the second passage risk index of each point within the historical non-meeting section based on the tunnel protection level and the second extracted data.

[0031] During the process of calculating traffic risk indicators, the indicator calculation unit 113 can further perform risk indicator filling processing on the actual support length corresponding to the tunnel protection level within the tunnel, based on the reference length of the support structure and the basic air wave indicators of each reference characteristic segment corresponding to the reference length of the support structure. This ensures that the final basic air wave indicator distribution data not only corresponds to the actual support length of the tunnel protection level but also ensures that the basic air wave indicator distribution data can be interpolated and supplemented based on the basic air wave indicators of each reference characteristic segment, thus ensuring the integrity of the basic air wave indicator distribution data corresponding to the actual support length. After obtaining the basic air wave indicator distribution data, the vehicle meeting detection subunit can further monitor the driving status of vehicles in the tunnel. When vehicles are in a meeting state, the first indicator calculation subunit can extract historical vehicle traffic data using the first data extraction rule corresponding to the historical meeting segment to obtain the first extracted data corresponding to the meeting. Then, by combining the historical passing sections with the corresponding historical passing sections, the first traffic risk index for each point within the historical passing sections is calculated. When vehicles are not in a passing state, the second index calculation subunit can extract historical vehicle traffic data using the second data extraction rules corresponding to the historical non-passing sections, thereby obtaining the second extracted data corresponding to independent vehicle traffic. Furthermore, by combining this with the tunnel protection level corresponding to the historical non-passing sections, the second traffic risk index for each point within the historical non-passing sections can be calculated. By classifying and calculating the corresponding traffic risk index for both passing and independent driving situations within the tunnel, the traffic risk for each point within the tunnel can be accurately calculated, thus ensuring the reliability of vehicle speed control during vehicle passage.

[0032] The first indicator calculation subunit includes: a first data extraction module, used to extract historical vehicle traffic data according to the oncoming traffic data extraction type corresponding to the first data extraction rule, to obtain the oncoming traffic coordinates, oncoming traffic speed, vehicle vibration frequency, and vehicle weight when the vehicle coordinates coincide along the tunnel width direction; the first data extraction rule includes multiple oncoming traffic data extraction types corresponding to vehicle oncoming traffic, each oncoming traffic data extraction type corresponding to the oncoming traffic coordinates, oncoming traffic speed, vehicle vibration frequency, and vehicle weight respectively; and a first distance calculation module, used to obtain the oncoming traffic coordinates and the tunnel width at the corresponding point in the tunnel construction line corresponding to the oncoming traffic coordinates. The system calculates the first distance between the passing coordinates of two vehicles along the tunnel width and the corresponding point on the tunnel wall, and the second distance between their passing coordinates. The first distance is the distance between the passing coordinates of the vehicle closer to the tunnel wall and the corresponding point on the tunnel wall. A first airflow effect calculation module is used to sum the passing speeds of each vehicle to obtain the sum speed when traveling in opposite directions. Based on the second distance, the corresponding airflow attenuation coefficient, the sum speed, and the corresponding airflow conversion coefficient, the first airflow generation value is obtained. The system integrates the corresponding first distance based on the unit distance airflow effect attenuation. The air wave attenuation integral is obtained. The air wave attenuation value of the first air wave is calculated using this integral to obtain the intermediate air wave effect value. The maximum value among the intermediate air wave effect values ​​is selected as the first air wave effect value on the tunnel inner wall support structure. The first polarization air wave effect calculation module is used to obtain the intermediate polarization effect value on each side of the tunnel inner wall support structure based on the first distance, second distance, polarization conversion coefficient corresponding to the vehicle weight of each oncoming vehicle, vehicle vibration frequency of each oncoming vehicle, and the unit distance polarization effect attenuation corresponding to the vehicle vibration frequency. The maximum value among the intermediate polarization effect values ​​is selected as the first air wave effect value on the tunnel inner wall support structure. The first polarization effect value of the tunnel inner wall support structure; the meeting point index calculation module is used to calculate the air wave effect risk index by multiplying the first air wave effect value and the first index conversion coefficient corresponding to the first air wave effect value; to calculate the polarization effect risk index by multiplying the first polarization effect value and the second index conversion coefficient corresponding to the first polarization effect value; to calculate the attenuation risk index by multiplying the distance between the target point coordinates and the meeting coordinates in the historical meeting section and the unit distance index attenuation rate; and to sum the air wave effect risk index and the polarization effect risk index to obtain the first meeting risk index corresponding to the meeting coordinates.The system also includes a first indicator output module, which is used to look up the unit distance indicator decay rate from a table based on the first meeting risk indicator, calculate the decay risk indicator by multiplying the distance between the target point coordinates and the meeting coordinates within the historical meeting section with the unit distance indicator decay rate, and then predict the second meeting risk indicator value based on the first meeting risk indicator and the decay risk indicator. This prediction yields the distribution data of the second meeting risk indicator value corresponding to each unit distance from the meeting coordinates to the tunnel construction line in both the forward and reverse directions. The first and second meeting risk indicator values ​​are then used as the first traffic risk indicator for each point within the historical meeting section.

[0033] Once it is determined that the vehicles are not in a meeting state, when calculating the first traffic risk indicator through the first indicator calculation subunit, the first data extraction module can use the first data extraction rule corresponding to the meeting situation to find multiple data extraction types corresponding to the first data extraction rule. Based on each data extraction type, historical vehicle traffic data is extracted sequentially, thereby obtaining the first extracted data such as the meeting coordinates, meeting speed, vehicle vibration frequency, and vehicle weight when the vehicle coordinates coincide along the tunnel width direction. Then, the first distance calculation module can first calculate the first distance between the meeting coordinates and the tunnel width at the corresponding points in the tunnel construction line corresponding to the meeting coordinates, based on the tunnel coordinates and the tunnel width at the corresponding points along the tunnel width direction. Simultaneously, it will also calculate the second distance between the meeting coordinates. Specifically, it can be based on the edge point coordinates on both sides of the tunnel width. The first distance is the coordinate distance between each edge point coordinate and the meeting coordinate of the closer vehicle among the two meeting vehicles. The second distance is the coordinate distance between the meeting coordinates of the two vehicles during the meeting process, both of which can be calculated using the coordinate distance calculation formula. Based on the obtained second distance, the corresponding airflow attenuation coefficient, and the passing speed, the first airflow generation value can be calculated using the first airflow effect calculation module. Combined with the first distance and the corresponding unit-distance airflow effect attenuation, the first airflow effect value resulting from the first airflow generation value can be determined. If there are multiple passing or non-passing points at the corresponding location, the first traffic risk indicator can be calculated by combining the corresponding first and / or second traffic risk indicators for each passing or non-passing point.

[0034] In addition, the first polarization effect value on the tunnel inner wall support structure can be calculated further by using the obtained first distance, second distance, polarization conversion coefficient corresponding to vehicle weight, vehicle vibration frequency, and unit distance polarization effect attenuation corresponding to vehicle vibration frequency, through the first polarization effect value calculation formula.

[0035] After obtaining the first air wave effect value and the first polarization effect value, the first meeting point risk index corresponding to the meeting point coordinates can be calculated using the meeting point index calculation module in conjunction with the first index conversion coefficient and the second index conversion coefficient. After obtaining the first meeting point risk index, the first index output module can be used to obtain the unit distance index decay rate based on a lookup table of the first meeting point risk index. This allows for the distribution data of the second meeting point risk index value corresponding to each unit distance from the meeting point coordinates towards the tunnel construction line in both the forward and reverse directions. The first meeting point risk index and each second meeting point risk index value in the distribution data are then used together as the first traffic risk index. The accuracy of the prediction of the first traffic risk index is ensured by using a manually set unit distance index decay rate obtained through dynamic lookup of the first meeting point risk index.

[0036] Preferably, the meeting coordinates include a first meeting coordinate corresponding to a vehicle traveling in the forward direction and a second meeting coordinate corresponding to a vehicle traveling in the reverse direction; the meeting speed includes a first meeting speed corresponding to a vehicle traveling in the forward direction and a second meeting speed corresponding to a vehicle traveling in the reverse direction; the vehicle vibration frequency includes a first vehicle vibration frequency corresponding to a vehicle traveling in the forward direction and a second vehicle vibration frequency corresponding to a vehicle traveling in the reverse direction; the vehicle weight includes a first vehicle weight corresponding to a vehicle traveling in the forward direction and a second vehicle weight corresponding to a vehicle traveling in the reverse direction; the first distance includes a first positive distance corresponding to a vehicle traveling in the forward direction and a first negative distance corresponding to a vehicle traveling in the reverse direction; the polarization conversion coefficient includes a first polarization conversion coefficient corresponding to the first vehicle weight and a second polarization conversion coefficient corresponding to the second vehicle weight; and the polarization attenuation per unit distance includes a first polarization attenuation per unit distance corresponding to the first vehicle vibration frequency and a second polarization attenuation per unit distance corresponding to the second vehicle vibration frequency.

[0037] The formula for calculating the effect value of the first air wave can be expressed as:

[0038] ,

[0039] in, This indicates the value generated by the first air blast. Indicates the speed of the first passing vehicle. Indicates the speed of the second passing vehicle. Representation and speed, Indicates the wave conversion factor. Indicates the second distance. This represents the wave attenuation coefficient. This indicates the effect value of the first blast wave. Indicates the first positive distance. Indicates the first negative distance. This represents the attenuation of blast wave effect per unit distance. The attenuation of blast wave effect per unit distance decreases continuously as the corresponding distance value increases. , This represents the maximum attenuation of the blast wave effect per unit distance. and These represent the gust attenuation integrals for each oncoming vehicle. and These represent the intermediate gust effect values ​​for each oncoming vehicle. The gust conversion coefficient is manually calibrated based on the conversion relationship between oncoming speed and gust generation value. The gust attenuation coefficient is manually calibrated based on the conversion relationship between distance and gust attenuation. Specifically, this can be achieved by manually constructing a distance-gust attenuation curve based on experimental measurements of gust generation values ​​at different distances from the vehicle, and then deriving the gust attenuation coefficient using methods such as least squares. Similarly, the gust conversion coefficient can be derived by measuring the relationship between oncoming speed and gust generation value and obtaining the corresponding gust conversion coefficient from the curve. The gust attenuation per unit distance is also measured using the same experimental method as the gust attenuation coefficient, measuring the gust attenuation per unit distance at different distance values. The maximum gust attenuation per unit distance is obtained experimentally at the corresponding oncoming speed and second distance. The first gust generation value can be manually calibrated beforehand. Attenuation of air wave effect per unit distance Use the corresponding table to find the maximum value of the blast wave attenuation per unit distance. Furthermore, the attenuation of the blast wave effect per unit distance decreases from the maximum attenuation of the blast wave effect per unit distance. The value decreases continuously as the corresponding distance increases, until it gradually approaches 0 within a certain distance segment. In other words, the smaller the values ​​of the first and second meeting speeds, the smaller the corresponding value of the first air blast generated. The shorter the distance segment where the air blast effect attenuation per unit distance approaches zero, the less it is transmitted to both sides of the tunnel, and thus the lower the traffic risk.

[0040] In the formula for calculating the first gust of air, since the speeds of the two oncoming vehicles are opposite, the calculation of the first gust of air... At that time, the first meeting speed can be used. Second meeting speed The fusion speed between the two is determined by superimposing their values, and then, based on the air wave conversion coefficient, a maximum air wave generation value is obtained. As the distance between two oncoming vehicles increases, the amount of blast wave generated decreases accordingly; that is, the blast wave attenuation can be expressed by the formula... This can be expressed using formulas. The value of the first blast wave is calculated. For the effect value of the first blast wave, the value of the first blast wave corresponding to the second distance is used. The attenuation of the air wave per unit distance is calculated for the first positive distance. and the first negative distance The integral is obtained. and further with The difference is calculated to obtain the two wave action values. and It can be in and The maximum value between these two values ​​is taken as the effect value of the first blast wave, as expressed by the formula: .

[0041] The formula for calculating the value of the first polarization effect can be expressed as:

[0042] ,

[0043] in, Indicates the vibration frequency of the first vehicle. This indicates the vibration frequency of the second vehicle. Represents the first polarization conversion coefficient. Represents the second polarization conversion coefficient. This represents the attenuation due to polarization per unit distance. This represents the polarization attenuation per unit distance. The polarization attenuation per unit distance and the polarization attenuation per unit distance decrease continuously as the corresponding distance value increases. , This represents the maximum value of polarization attenuation per unit distance. This indicates the maximum value of the polarization attenuation per unit distance. and These represent the intermediate polarization effect values ​​on each side of the tunnel inner wall support structure caused by two oncoming vehicles. The maximum values ​​of the first and second unit distance polarization effect attenuation can be obtained by consulting a pre-calibrated table of vehicle vibration frequencies and unit distance polarization effect attenuation values. The second unit distance polarization effect attenuation is measured using the same experimental method as the air wave attenuation coefficient, measuring the polarization effect attenuation at different distances. The maximum value of the unit distance polarization effect attenuation is obtained experimentally based on the maximum unit distance polarization effect attenuation corresponding to the corresponding vehicle vibration frequency during oncoming traffic. Therefore, when the vehicle vibration frequency is low, the polarization effect value formed on both sides of the tunnel is smaller. The smaller the vehicle weight, the smaller the corresponding polarization conversion coefficient, and the smaller the polarization effect value formed on both sides of the tunnel. First positive distance and the first negative distance The larger the value, the smaller the polarization effect on both sides of the tunnel.

[0044] For the first polarization effect value, the polarization effect values ​​formed by the two oncoming vehicles on both sides of the tunnel can be calculated separately. and The maximum value among these values ​​is taken as the first polarization effect value, as shown in the formula above. For the polarization effect value corresponding to the first vehicle vibration frequency, it can be determined first by using the first vehicle vibration frequency... and the artificially preset first polarization conversion coefficient The maximum theoretical polarization effect that can be produced on a certain side is calculated. Then, based on the first positive distance The effect of increasing polarization effect while decreasing polarization effect value is mitigated by combining the pre-set polarization effect attenuation per unit distance. To calculate the total attenuation value corresponding to a passing vehicle, that is... By combining the first negative distance Attenuation due to polarization effect at second unit distance To calculate the total attenuation value corresponding to another oncoming vehicle, that is... Thus, the polarization effect value on one side of the tunnel can be obtained by summing. Similarly, the same method can be used to obtain the polarization effect value on the other side of the tunnel. In this process, a table showing the relationship between polarization conversion coefficients and vehicle weight is pre-established manually. This allows the first polarization conversion coefficient to be found using the first vehicle weight, and the second polarization conversion coefficient to be found using the second vehicle weight.

[0045] The formula for calculating the first transit risk indicator is:

[0046] ,

[0047] in, This represents the conversion coefficient of the first indicator. This represents the conversion coefficient of the second indicator. This indicates the decay rate of the index per unit distance. This indicates the distance between the target point coordinates and the passing coordinates within the historical passing section. Indicators representing the risk of blast waves, Indicators representing the risk of polarization effects This represents the attenuation risk index. The conversion coefficients for the first and second indicators, and the attenuation rate per unit distance, are all manually pre-calibrated based on the weight of each indicator. The value of the attenuation rate per unit distance can be obtained by looking up the relationship table between the traffic risk index and the attenuation rate per unit distance. That is, according to... The value of is used to derive the value of the decay rate per unit distance index.

[0048] In the tunnel construction vehicle scheduling of the present invention, the second index calculation subunit includes: a second data extraction module, used to extract historical vehicle traffic data according to the individual traffic data extraction type corresponding to the second data extraction rule, to obtain vehicle coordinates, traffic speed, vehicle vibration frequency, and vehicle weight. The second data extraction rule includes multiple individual traffic data extraction types, each of which corresponds to vehicle coordinates, traffic speed, vehicle vibration frequency, and vehicle weight respectively; a second distance calculation module, used to obtain a first distance between the vehicle coordinates and the tunnel wall at the corresponding point in the tunnel construction line along the tunnel width direction according to the vehicle coordinates and the tunnel width at the corresponding point. The first distance is the distance between the meeting coordinates of oncoming vehicles close to the tunnel wall and the corresponding point on the tunnel wall. The first distance includes a first sub-distance and a second sub-distance; a second air wave effect calculation module, used to calculate the first air wave generation value by multiplying the air wave attenuation coefficient corresponding to the first distance and the traffic speed, and to calculate the air wave effect attenuation per unit distance corresponding to the first distance based on the first distance between the individually passing vehicles and both sides of the tunnel. The system integrates the air wave attenuation integral to obtain the air wave attenuation integral. It then calculates the air wave attenuation of the first air wave generation value using this integral, obtaining the intermediate air wave effect value. The maximum value among these intermediate air wave effect values ​​is selected as the second air wave effect value for the tunnel inner wall support structure. A second polarization air wave effect calculation module calculates the intermediate polarization effect value for each side of the tunnel inner wall support structure based on the first distance between a solo vehicle and both sides of the tunnel, the polarization conversion coefficient corresponding to the vehicle's weight, the vehicle's vibration frequency, and the unit distance polarization effect attenuation corresponding to that frequency. The maximum value among these intermediate polarization effect values ​​is selected as the second polarization effect value for the tunnel inner wall support structure. A second index output module calculates the air wave effect risk index by multiplying the second air wave effect value and the corresponding first index conversion coefficient. It also calculates the polarization effect risk index by multiplying the second polarization effect value and the corresponding second index conversion coefficient. Finally, it sums the air wave effect risk index and the polarization effect risk index to obtain the second traffic risk index for each point within the historical non-passing section.

[0049] When calculating the second traffic risk index for vehicles traveling alone in non-passing sections, the second index calculation subunit can first extract the corresponding vehicle coordinates, speed, vibration frequency, and weight from historical vehicle traffic data using the second data extraction module based on the data extraction type corresponding to the second data extraction rules. Then, the second distance calculation module calculates the first distance between the vehicle coordinates and the corresponding tunnel wall along the tunnel width direction based on the vehicle coordinates and the corresponding point in the tunnel construction line. Next, the second air wave effect calculation module calculates the first air wave generation value based on the first distance, the corresponding air wave attenuation coefficient, and the speed, and combines this with the first distance and the corresponding unit-distance air wave attenuation to calculate the second air wave effect value on the tunnel wall support structure. Finally, the second polarization air wave effect calculation module calculates the second polarization effect value on the tunnel wall support structure based on the first distance, the polarization conversion coefficient corresponding to the vehicle weight, the vehicle vibration frequency, and the unit-distance polarization attenuation corresponding to the vehicle vibration frequency. Then, the second indicator output module uses the second gust effect value, the corresponding first indicator conversion coefficient, the second polarization effect value, and the corresponding second indicator conversion coefficient to calculate the second traffic risk indicator for each point within the historical non-passing section. Similarly, by simultaneously considering the effects of gusts and polarization, the accuracy of the second traffic risk indicator calculation can be effectively guaranteed.

[0050] Preferably, the first distance includes a first component distance of the vehicle coordinates from the edge point coordinates of the tunnel on one side of the tunnel width and a second component distance of the vehicle coordinates from the edge point coordinates of the tunnel on the other side of the tunnel width.

[0051] The formula for calculating the effect value of the second blast wave is:

[0052] ,

[0053] in, This indicates the value generated by the first air blast. Indicates the speed of traffic opening. Indicates the wave conversion factor. This indicates the effect value of the first blast wave. Indicates the first part of the distance. Indicates the second distance. This represents the attenuation of blast wave effect per unit distance. The attenuation of blast wave effect per unit distance decreases continuously as the corresponding distance value increases. , This represents the maximum attenuation of the blast wave effect per unit distance. This represents the wave attenuation integral corresponding to the first distance. This represents the wave attenuation integral corresponding to the second distance. This represents the intermediate blast wave effect value corresponding to the first distance. This represents the intermediate gust effect value corresponding to the second distance. Since vehicles travel alone in non-passing sections, the effect can be directly calculated using the formula based on traffic speed and gust conversion coefficient. The first gust value is calculated. Similar to the calculation of the first gust effect value, for a single vehicle traveling, the first gust value, the corresponding first distance, and the gust effect attenuation per unit distance that decreases with increasing distance value are calculated on one side of the vehicle. Similarly, on the other side, it can be done through the formula. Then, by selecting the maximum value as the second blast wave effect value, the reliability of the blast wave effect value can be ensured. The blast wave conversion coefficient and the blast wave effect attenuation per unit distance are both manually calibrated in advance. The maximum value of the blast wave effect attenuation per unit distance is obtained according to a pre-set table corresponding to the first blast wave generation value and the blast wave effect attenuation per unit distance. The blast wave effect attenuation per unit distance can be determined using, for example, an experimental procedure for the first blast wave effect value.

[0054] The formula for calculating the second polarization effect value is:

[0055] ,

[0056] in, Indicates the vehicle's vibration frequency. Represents the polarization conversion coefficient. This represents the attenuation of polarization effect per unit distance. The attenuation of polarization effect per unit distance decreases continuously as the corresponding distance value increases. , This represents the maximum attenuation due to polarization per unit distance. This represents the intermediate polarization effect value corresponding to the first sub-distance. This represents the intermediate polarization effect value corresponding to the second sub-distance. When the vehicle is traveling alone, only its own polarization attenuation per unit distance and the influence of the first or second sub-distance on the second polarization effect value exist. Therefore, it can be seen from... and The maximum value is selected as the second polarization effect value. The polarization conversion coefficient is preset manually and its relationship with the vehicle weight is obtained through a manually preset correspondence table. The polarization effect attenuation per unit distance can be based on... The magnitude of the value is determined by consulting a pre-defined correspondence table between it and the polarization attenuation per unit distance, thus finding the maximum value of the polarization attenuation per unit distance. The polarization conversion coefficient and the polarization attenuation per unit distance can be determined through, for example, an experimental procedure using the first polarization value.

[0057] The formula for calculating the second traffic risk indicator is:

[0058] ,

[0059] in, This represents the conversion coefficient of the first indicator. This represents the conversion coefficient of the second indicator. Indicators representing the risk of blast waves, This represents the risk index for polarization effects. The conversion coefficients for the first and second indices can also be determined using, for example, the experimental procedure for the first traffic risk index.

[0060] In the tunnel construction vehicle scheduling of the present invention, the restriction generation unit 114 includes:

[0061] The first limit output subunit is used to obtain the passing speed limit corresponding to different passing positions based on the traffic risk index and the first speed limit factor when vehicles are in a passing section; and

[0062] The second limit output subunit is used to obtain the passing speed limit corresponding to different non-passing positions based on the traffic risk index and the second speed limit factor when the vehicle is in a non-passing section.

[0063] The restriction generation unit 114 can calculate the meeting speed limit for different meeting positions based on the first speed restriction factor at the meeting point, combined with the corresponding traffic risk index, through the first restriction output subunit. These different meeting positions can be the coordinates of various vehicles that can pass along the tunnel width direction at corresponding points within the tunnel. A different first speed restriction factor can be obtained based on each vehicle coordinate. Then, by multiplying the first speed restriction factor corresponding to the corresponding vehicle coordinate with the traffic risk index, the meeting speed limit for different vehicle coordinates along the tunnel width direction is obtained. Similarly, the second restriction output subunit can calculate the meeting speed limit for different non-meeting positions based on the second speed restriction factor at non-meeting points, combined with the corresponding traffic risk index. These different non-meeting positions can be the coordinates of various vehicles that can pass along the tunnel width direction at corresponding points within the tunnel. A different second speed restriction factor can be obtained based on each vehicle coordinate. Then, by multiplying the first speed restriction factor corresponding to the corresponding vehicle coordinate with the traffic risk index, the meeting speed limit for different vehicle coordinates along the tunnel width direction is obtained. The first and second speed limit factors can be conservative values ​​set by humans based on common sense to limit vehicle speed, in order to ensure the safety of vehicles when passing through tunnels.

[0064] As can be seen from the above, when the passing speed limit corresponding to different vehicle coordinates is obtained, the corresponding passing speed limit can be found based on the real-time coordinates of the oncoming / non-oncoming vehicles. This can remind drivers to take appropriate measures such as slowing down and moving away from the tunnel edge to reduce the significant increase in traffic risk.

[0065] The tunnel construction vehicle scheduling method of the present invention also includes:

[0066] The indicator update unit is used to obtain the increase value of the risk indicator at the corresponding location based on the actual traffic data after the vehicle has passed through, so as to update the traffic risk indicator at the corresponding location.

[0067] After each vehicle passes through the tunnel, the risk index increase value in non-passing and passing sections is obtained based on the actual traffic data. This increase value is then added to the first and / or second traffic risk indicators obtained from historical vehicle traffic data to update the traffic risk indicators at the corresponding locations. This ensures that the traffic risk indicators can be monitored after each vehicle passage, thereby guaranteeing the safety of vehicle passage through the tunnel.

[0068] Please see Figure 2 The present invention also provides a method for scheduling tunnel construction vehicles, comprising:

[0069] Step S10: Obtain construction stage data corresponding to each point on the tunnel construction line through data acquisition unit 111;

[0070] Step S20: Based on the construction stage data, the protection analysis is performed by the level analysis unit 112 to obtain the tunnel protection level at each point;

[0071] Step S30: The traffic risk index of the location is calculated by the index calculation unit 113 based on the tunnel protection level and historical vehicle traffic data.

[0072] Step S40: Based on the traffic risk indicators, the restriction generation unit 114 generates vehicle restriction data corresponding to each location. The vehicle restriction data includes the passing speed limit corresponding to different passing locations and the traffic speed limit corresponding to different traffic opening locations.

[0073] Step S50: The dispatch and control unit 115 performs dispatch and control of construction vehicles based on vehicle restriction data.

[0074] In summary, the tunnel construction vehicle scheduling system and method disclosed in this invention obtains the tunnel protection level for each construction stage by acquiring construction stage data corresponding to each point on the tunnel construction route, and determining the corresponding point on the tunnel construction route for each construction stage data. After obtaining the tunnel protection level, historical vehicle traffic data can be combined to assess and calculate the traffic risk indicators for each point under historical traffic conditions. Based on the calculated traffic risk indicators, vehicle restriction data can be further calculated for when vehicles meet or when vehicles enter or exit alone. This vehicle restriction data is then sent to the corresponding vehicles to impose speed limits, enabling scheduling and control of construction vehicles. This prevents excessive vehicle speed from causing polarization or strong air currents in the tunnel support, which could significantly impact the construction vehicles, leading to excessively high traffic risk indicators and insufficient support at the corresponding points, thus causing tunnel construction risks such as collapse. Furthermore, this invention can also monitor traffic risks at each point within the tunnel, ensuring that traffic risks remain within a controllable range under scheduling management, thereby improving vehicle traffic safety within the tunnel. Therefore, this invention effectively overcomes the various shortcomings of the prior art and has high industrial application value.

[0075] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A tunnel construction vehicle dispatching system, characterized in that, include: The data acquisition unit is used to acquire construction stage data corresponding to each point along the tunnel construction route. The grade analysis unit is used to perform protection analysis based on the construction stage data to obtain the tunnel protection grade of each of the points; The indicator calculation unit is used to calculate the traffic risk indicator of the location based on the tunnel protection level and historical vehicle traffic data. The restriction generation unit is used to generate vehicle restriction data corresponding to each location based on the traffic risk index. The vehicle restriction data includes the passing speed limit corresponding to different passing positions and the traffic speed limit corresponding to different traffic opening points. as well as The dispatch and control unit is used to dispatch and control construction vehicles based on the vehicle restriction data. The indicator calculation unit includes: The index filling subunit is used to perform risk index filling processing corresponding to the actual support length based on the basic air wave index of each benchmark characteristic segment under the tunnel protection level, the actual support length corresponding to the tunnel protection level, and the reference length of the support structure corresponding to the tunnel protection level, so as to obtain the basic air wave index distribution data corresponding to each of the points within the actual support length. The vehicle meeting detection subunit is used to perform vehicle meeting detection on the historical vehicle passage data to obtain historical vehicle meeting sections and historical non-vehicle meeting sections. The first indicator calculation subunit is used to extract the historical vehicle passage data according to the first data extraction rule corresponding to the historical passing section, to obtain the first extracted data, and to calculate the first passage risk index of each point in the historical passing section based on the tunnel protection level and the first extracted data. The first index calculation subunit includes: The first data extraction module is used to extract data from the historical vehicle passage data according to the oncoming traffic data extraction type corresponding to the first data extraction rule, and to obtain the oncoming traffic coordinates, oncoming traffic speed, vehicle vibration frequency and vehicle weight when the vehicle coordinates coincide along the tunnel width direction. The first data extraction rule includes multiple oncoming traffic data extraction types corresponding to vehicle oncoming traffic, and each oncoming traffic data extraction type corresponds to the oncoming traffic coordinates, the oncoming traffic speed, the vehicle vibration frequency and the vehicle weight respectively. The first distance calculation module is used to obtain, based on the passing vehicle coordinates and the tunnel width of the corresponding point in the tunnel construction line corresponding to the passing vehicle coordinates, the first distance between the passing vehicle coordinates and the corresponding point of the tunnel wall along the tunnel width direction, and the second distance between the passing vehicle coordinates of the two passing vehicles. The first distance is the distance between the passing vehicle coordinates of the passing vehicle closer to the tunnel wall and the corresponding point of the tunnel wall. The first air wave effect calculation module is used to sum the speeds of each oncoming vehicle to obtain the sum speed when traveling in opposite directions. Based on the second distance, the air wave attenuation coefficient corresponding to the second distance, the sum speed, and the air wave conversion coefficient corresponding to the sum speed, the first air wave generation value is obtained. Based on the air wave effect attenuation per unit distance corresponding to each first distance, the corresponding first distance is integrated to obtain the air wave attenuation integral. The air wave attenuation integral is used to calculate the air wave attenuation of the first air wave generation value to obtain the intermediate air wave effect value. The maximum value among the intermediate air wave effect values ​​is selected as the first air wave effect value for the tunnel inner wall support structure.

2. The tunnel construction vehicle dispatching system according to claim 1, characterized in that, The level analysis unit includes: The state lookup subunit is used to compare the similarity between the construction stage data and the tunnel support stage benchmark data to obtain the tunnel support stage benchmark data that reaches a preset similarity with the construction stage data. Based on the tunnel support stage benchmark data, the unit finds the tunnel support state corresponding to the current construction stage. The tunnel support stage benchmark data includes pre-excavation stage benchmark data and post-excavation stage data. The tunnel support state includes the advanced support state corresponding to the pre-excavation stage benchmark data and the initial support state corresponding to the post-excavation stage data. The level conversion subunit is used to convert the protection level of the tunnel support status to obtain the tunnel protection level of each point.

3. The tunnel construction vehicle dispatching system according to claim 1, characterized in that, The indicator calculation unit further includes: The second indicator calculation subunit is used to extract data from the historical vehicle passage data according to the second data extraction rule corresponding to the historical non-passing section, to obtain the second extracted data, and to calculate the second passage risk index of each point in the historical non-passing section based on the tunnel protection level and the second extracted data.

4. The tunnel construction vehicle dispatching system according to claim 3, characterized in that, The first index calculation subunit further includes: The first polarization wave effect calculation module is used to obtain the intermediate polarization effect value on each side of the tunnel inner wall support structure based on the first distance, the second distance, the polarization conversion coefficient corresponding to the vehicle weight of each vehicle, the vehicle vibration frequency of each vehicle, and the unit distance polarization effect attenuation corresponding to the vehicle vibration frequency. The maximum value among the intermediate polarization effect values ​​is selected as the first polarization effect value on the tunnel inner wall support structure. The meeting point index calculation module is used to calculate the air wave risk index by multiplying the first air wave effect value and the first index conversion coefficient corresponding to the first air wave effect value; to calculate the polarization effect risk index by multiplying the first polarization effect value and the second index conversion coefficient corresponding to the first polarization effect value; to calculate the attenuation risk index by multiplying the distance between the target point coordinates and the meeting point coordinates in the historical meeting section and the unit distance index attenuation rate; and to sum the air wave effect risk index and the polarization effect risk index to obtain the first meeting risk index corresponding to the meeting coordinates; and The first indicator output module is used to obtain the unit distance indicator decay rate by looking up a table based on the first meeting risk indicator, calculate the decay risk indicator by multiplying the distance between the target point coordinates and the meeting coordinates in the historical meeting section with the unit distance indicator decay rate, and perform indicator prediction based on the first meeting risk indicator and the decay risk indicator to obtain the distribution data of the second meeting risk indicator value corresponding to each unit distance from the meeting coordinates to the tunnel construction line in the positive and negative directions. The first meeting risk indicator and the second meeting risk indicator value are used as the first traffic risk indicator for each point in the historical meeting section.

5. The tunnel construction vehicle dispatching system according to claim 4, characterized in that, The meeting coordinates include a first meeting coordinate corresponding to a vehicle traveling in the forward direction and a second meeting coordinate corresponding to a vehicle traveling in the reverse direction; the meeting speed includes a first meeting speed corresponding to a vehicle traveling in the forward direction and a second meeting speed corresponding to a vehicle traveling in the reverse direction; the vehicle vibration frequency includes a first vehicle vibration frequency corresponding to a vehicle traveling in the forward direction and a second vehicle vibration frequency corresponding to a vehicle traveling in the reverse direction; the vehicle weight includes a first vehicle weight corresponding to a vehicle traveling in the forward direction and a second vehicle weight corresponding to a vehicle traveling in the reverse direction; the first distance includes a first positive distance corresponding to a vehicle traveling in the forward direction and a first negative distance corresponding to a vehicle traveling in the reverse direction; the polarization conversion coefficient includes a first polarization conversion coefficient corresponding to the first vehicle weight and a second polarization conversion coefficient corresponding to the second vehicle weight; the polarization attenuation per unit distance includes a first polarization attenuation per unit distance corresponding to the first vehicle vibration frequency and a second polarization attenuation per unit distance corresponding to the second vehicle vibration frequency. The formula for calculating the first blast wave effect is: ， in, This indicates the value generated by the first air blast. Indicates the speed of the first passing vehicle. Indicates the speed of the second passing vehicle. Representation and speed, Indicates the wave conversion factor. Indicates the second distance. This represents the wave attenuation coefficient. This indicates the effect value of the first blast wave. Indicates the first positive distance. Indicates the first negative distance. This represents the attenuation of blast wave effect per unit distance. The attenuation of blast wave effect per unit distance decreases continuously as the corresponding distance value increases. , This represents the maximum attenuation of the blast wave effect per unit distance. and These represent the wave attenuation integrals for each oncoming vehicle. and These represent the intermediate airflow effect value for each oncoming vehicle; The formula for calculating the first polarization effect value is: ， in, Indicates the vibration frequency of the first vehicle. This indicates the vibration frequency of the second vehicle. Represents the first polarization conversion coefficient. This represents the second polarization conversion coefficient. This represents the attenuation due to polarization per unit distance. This represents the polarization attenuation per unit distance. The polarization attenuation per unit distance and the polarization attenuation per unit distance decrease continuously as the corresponding distance value increases. , This represents the maximum value of polarization attenuation per unit distance. This indicates the maximum value of the polarization attenuation per unit distance. and These represent the values ​​of the intermediate polarization effect of two passing vehicles on each side of the tunnel inner wall support structure. The formula for calculating the first traffic risk indicator is as follows: ， in, This represents the conversion coefficient of the first indicator. This represents the conversion coefficient of the second indicator. This indicates the decay rate of the index per unit distance. This indicates the distance between the target point coordinates and the passing coordinates within the historical passing section. Indicators representing the risk of blast waves, Indicators representing the risk of polarization effects This indicates an indicator of attenuation risk.

6. The tunnel construction vehicle dispatching system according to claim 3, characterized in that, The second index calculation subunit includes: The second data extraction module is used to extract data from the historical vehicle passage data according to the individual passage data extraction type corresponding to the second data extraction rule, to obtain vehicle coordinates, passage speed, vehicle vibration frequency and vehicle weight. The second data extraction rule includes multiple individual passage data extraction types, and each individual passage data extraction type corresponds to the vehicle coordinates, the passage speed, the vehicle vibration frequency and the vehicle weight respectively. The second distance calculation module is used to obtain a first distance between the vehicle coordinates and the tunnel wall at the corresponding point in the tunnel construction line along the tunnel width direction based on the vehicle coordinates and the tunnel width at the corresponding point. The first distance is the distance between the oncoming vehicle coordinates and the corresponding point in the tunnel wall of a vehicle on the side closer to the tunnel wall. The first distance includes a first part distance and a second part distance. The second air wave effect calculation module is used to calculate the first air wave generation value by multiplying the air wave attenuation coefficient corresponding to the first distance and the traffic speed. Based on the first distance between the individual passing vehicle and both sides of the tunnel, the air wave effect attenuation amount per unit distance corresponding to the first distance is integrated to obtain the air wave attenuation integral. The air wave attenuation integral is used to calculate the air wave attenuation of the first air wave generation value to obtain the intermediate air wave effect value. The maximum value among the intermediate air wave effect values ​​is selected as the second air wave effect value for the tunnel inner wall support structure. The second polarization wave effect calculation module is used to obtain the intermediate polarization effect value on each side of the tunnel inner wall support structure based on the first distance between a lone passing vehicle and both sides of the tunnel, the polarization conversion coefficient corresponding to the weight of the lone passing vehicle, the vibration frequency of the lone passing vehicle, and the polarization effect attenuation per unit distance corresponding to the vibration frequency. The module then selects the maximum value among these intermediate polarization effect values ​​as the second polarization effect value for the tunnel inner wall support structure. The second indicator output module is used to calculate the risk index of air wave effect by multiplying the second air wave effect value and the first indicator conversion coefficient corresponding to the second air wave effect value; to calculate the risk index of polarization effect by multiplying the second polarization effect value and the second indicator conversion coefficient corresponding to the second polarization effect value; and to calculate the second passage risk index of each point in the historical non-passing section by summing the air wave effect risk index and the polarization effect risk index.

7. The tunnel construction vehicle dispatching system according to claim 6, characterized in that, The first distance includes a first portion of the distance between the vehicle coordinates and one side of the tunnel width and a second portion of the distance between the vehicle coordinates and the other side of the tunnel width; The formula for calculating the second wave effect value is: ， in, This indicates the value generated by the first air blast. Indicates the speed of traffic opening. Indicates the wave conversion factor. This indicates the effect value of the first blast wave. Indicates the first part of the distance. Indicates the second distance. This represents the attenuation of blast wave effect per unit distance. The attenuation of blast wave effect per unit distance decreases continuously as the corresponding distance value increases. , This represents the maximum attenuation of the blast wave effect per unit distance. This represents the wave attenuation integral corresponding to the first distance. This represents the wave attenuation integral corresponding to the second distance. This represents the intermediate blast wave effect value corresponding to the first distance. This indicates the value of the intermediate air wave action corresponding to the second distance. The formula for calculating the second polarization effect value is: ， in, Indicates the vehicle's vibration frequency. Represents the polarization conversion coefficient. This represents the attenuation of polarization effect per unit distance. The attenuation of polarization effect per unit distance decreases continuously as the corresponding distance value increases. , This represents the maximum attenuation due to polarization per unit distance. This represents the intermediate polarization effect value corresponding to the first sub-distance. This represents the intermediate polarization effect value corresponding to the second sub-distance; The formula for calculating the second traffic risk indicator is as follows: ， in, This represents the conversion coefficient of the first indicator. This represents the conversion coefficient of the second indicator. Indicators representing the risk of blast waves, Indicator of risk for polarization effects.

8. The tunnel construction vehicle dispatching system according to claim 1, characterized in that, The restriction generation unit includes: The first restriction output subunit is used to obtain the passing speed restriction corresponding to different passing positions based on the traffic risk index and the first speed restriction factor when vehicles are in a passing section; and The second restriction output subunit is used to obtain the passing speed limit corresponding to different non-passing positions based on the traffic risk index and the second speed limit factor when the vehicle is in a non-passing section.

9. The tunnel construction vehicle dispatching system according to claim 1, characterized in that, Also includes: The indicator update unit is used to obtain the risk indicator increase value of the corresponding location based on the actual traffic data after the vehicle passes through, so as to update the traffic risk indicator of the corresponding location.

10. A scheduling method applied to the tunnel construction vehicle scheduling system according to any one of claims 1-9, characterized in that, include: The data acquisition unit acquires construction stage data corresponding to each point along the tunnel construction route. The protection level of the tunnel at each location is obtained by performing protection analysis based on the construction stage data through the level analysis unit. The traffic risk index of the location is calculated by the index calculation unit based on the tunnel protection level and historical vehicle traffic data. The restriction generation unit generates vehicle restriction data for each location based on the traffic risk indicators. The vehicle restriction data includes the passing speed limit for different passing locations and the traffic speed limit for different traffic points. The scheduling and control unit uses the vehicle restriction data to schedule and control construction vehicles.

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