A Smart Asset Allocation Management Method Based on Digital Twins

Abstract

This invention discloses an intelligent asset allocation management method based on digital twins, relating to the field of allocation management technology. The method includes: defining vertical candidate areas based on the centerline of the integrated utility tunnel; defining vertical closed zones based on the vertical candidate areas and load-bearing structures above the integrated utility tunnel; generating a set of utility tunnel management sub-zones based on the starting and ending mileages of the vertical closed zones; calculating the total longitudinal substitution burden coefficient based on the set of utility tunnel management sub-zones; calculating spatial management weights based on the total longitudinal substitution burden coefficients; and calculating resource allocation based on the spatial management weights and the total resource volume of the integrated utility tunnel. This invention improves resource utilization efficiency.

Description

Technical Field

[0001] This invention relates to the field of configuration management technology, and in particular to an intelligent asset configuration management method based on digital twins. Background Technology

[0002] Integrated utility tunnels, as a crucial component of urban underground infrastructure, are typically used to centrally lay various pipelines such as electricity, communications, water supply and drainage, and gas. They are linearly distributed along urban roads or functional areas, characterized by large spatial spans, complex internal structures, diverse asset types, and long operating cycles. In actual operation, integrated utility tunnels need to undertake multiple management tasks over the long term, including pipeline operation assurance, inspection and maintenance, safety management, and emergency response. They are also constrained by surface buildings, traffic facilities, and underground structures. With the continuous increase in urban construction density, the number of structures supporting integrated utility tunnels is increasing, and the limitation of vertical space is becoming increasingly prominent. Different longitudinal sections exhibit significant differences in spatial conditions, asset scale, and management difficulty.

[0003] In existing technologies, asset management and resource allocation for integrated utility tunnels often employ experience-based or single-indicator-based balanced allocation methods. These methods typically only consider factors such as tunnel length, number of pipelines, or total assets, lacking a systematic characterization of the vertical space constraints of the integrated utility tunnel and the differences in management complexity across different sections. In practical applications, this approach fails to reflect the additional management burden caused by vertical space constraints, easily leading to a mismatch between resource allocation and actual management needs. This results in insufficient resource investment in some sections and low resource utilization efficiency in others. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies in that they lack a systematic characterization of the longitudinal space constraints of integrated utility tunnels and the differences in management complexity of different sections, and to propose an intelligent asset allocation and management method based on digital twins.

[0005] To address the problems existing in the prior art, the present invention adopts the following technical solution:

[0006] A digital twin-based intelligent asset allocation management method includes:

[0007] S1. Define the vertical candidate area based on the centerline of the integrated utility tunnel, and define the vertical closed zone based on the vertical candidate area and the load-bearing structure data above the integrated utility tunnel;

[0008] S2. Generate a set of utility tunnel management sub-zones based on the starting and ending mileages of the vertical closed zone;

[0009] S3. Calculate the total longitudinal substitution burden coefficient based on the set of sub-zones for utility tunnel management;

[0010] S4. Calculate the spatial management weight based on the total longitudinal substitution burden coefficient, and calculate the resource allocation based on the spatial management weight and the total resource volume of the integrated utility tunnel.

[0011] S5. Asset allocation management of integrated utility tunnels based on resource allocation.

[0012] Preferably, the vertical candidate area is defined based on the centerline of the integrated utility tunnel, including:

[0013] Obtain the centerline of the integrated utility tunnel;

[0014] Define the planar area of ​​the vertical passageway above the integrated utility tunnel;

[0015] Based on the centerline of the integrated utility tunnel, the space between the top slab of the integrated utility tunnel and the ground surface, and within the plane range, is defined as the vertical candidate area.

[0016] Preferably, a vertical closed zone is defined based on the vertical candidate area and the load-bearing structures above the integrated utility tunnel, including:

[0017] Obtain data on the load-bearing structures above the integrated utility tunnel;

[0018] Spatial overlap calculations are performed on the vertical candidate area and the data of the load-bearing structures to obtain the continuous spatial segment that is completely occupied by the load-bearing structures within the vertical candidate area;

[0019] Based on the centerline of the integrated utility tunnel, projection calculations are performed on continuous spatial sections to obtain the corresponding mileage range of the continuous spatial sections on the centerline of the integrated utility tunnel.

[0020] The corresponding mileage range is defined as a vertical closed zone.

[0021] Preferably, a set of utility tunnel management sub-zones is generated based on the starting and ending mileages of the vertical enclosed zone, including:

[0022] Obtain the starting and ending mileage of each vertical closed zone;

[0023] Based on the centerline of the integrated utility tunnel, the starting and ending mileages of the vertical enclosed zone are marked to obtain multiple marked areas;

[0024] The interval between the starting point of the centerline of the integrated utility tunnel and the starting mileage of the first marked area is determined to obtain the first utility tunnel management sub-zone in the set of utility tunnel management sub-zones.

[0025] The centerline interval between two adjacent marked areas is determined to obtain the second utility tunnel management sub-zone in the set of utility tunnel management sub-zones.

[0026] Preferably, the total longitudinal substitution burden coefficient is calculated based on the set of utility tunnel management sub-zones, including:

[0027] Subtracting the starting point of the vertical closed strip from the ending point of the vertical closed strip yields the length of the vertical closed strip.

[0028] Half the length of the vertical enclosure is used as the first longitudinal substitution burden coefficient of the first utility tunnel management sub-zone in the set of utility tunnel management sub-zones;

[0029] Half the length of the vertical enclosure is used as the second longitudinal substitution burden coefficient for the second pipe gallery management sub-zone in the set of pipe gallery management sub-zones;

[0030] The total longitudinal substitution burden coefficient of the first utility tunnel management sub-area is obtained by summing all the first longitudinal substitution burden coefficients and second longitudinal substitution burden coefficients corresponding to the first utility tunnel management sub-area.

[0031] The total longitudinal substitution burden coefficient of the second utility tunnel management sub-area is obtained by summing all the first longitudinal substitution burden coefficients and second longitudinal substitution burden coefficients corresponding to the second utility tunnel management sub-area.

[0032] Preferably, the spatial management weight is calculated based on the total vertical substitution burden coefficient, including:

[0033] Obtain pipeline asset data for each sub-region of the utility tunnel management sub-region set. The pipeline asset data includes pipeline asset length and pipeline asset weight.

[0034] The weighted asset length is obtained by multiplying the pipeline asset length and the pipeline asset weight.

[0035] Determine the starting and ending mileages of the centerline of the integrated utility tunnel;

[0036] Subtracting the starting point mileage from the ending mileage of the centerline gives the length of the centerline.

[0037] The longitudinal substitution coefficient is obtained by dividing the total longitudinal substitution burden coefficient of the utility tunnel management sub-zone by the length of the centerline.

[0038] Add 1 to the vertical substitution coefficient to obtain the vertical adjustment coefficient;

[0039] Multiplying the weighted asset length by the longitudinal adjustment coefficient yields the spatial management weight of the utility tunnel management sub-zone.

[0040] Preferably, the resource allocation is calculated based on the spatial management weight and the total resource volume of the integrated utility tunnel, including:

[0041] Within the target period, the total resource quantity is calculated by summarizing and calculating the various asset management resources of the integrated utility tunnel.

[0042] Summing all the space management weights yields the total space management weights;

[0043] The ratio of the spatial management weight to the sum of the spatial management weights is calculated to obtain the resource allocation ratio.

[0044] The total amount of resources is multiplied by the resource allocation ratio to obtain the resource allocation amount.

[0045] Preferably, asset allocation management of integrated utility tunnels based on resource allocation includes:

[0046] Acquire pipeline asset data and operation and maintenance requirements data within each utility tunnel management sub-area;

[0047] Based on resource allocation, pipeline asset data, and operation and maintenance requirements data, determine the asset configuration project list for the pipeline corridor management sub-area;

[0048] The integrated utility tunnel is managed by asset allocation based on the asset allocation project list.

[0049] Compared with the prior art, the beneficial effects of the present invention are:

[0050] 1. This invention introduces the centerline of the integrated utility tunnel as a unified longitudinal analysis benchmark, transforming the occupancy of the vertical space by the supporting structures above the integrated utility tunnel into a vertically enclosed zone distributed along the centerline. Furthermore, based on the vertically enclosed zone, the integrated utility tunnel is longitudinally segmented, making the originally complex three-dimensional spatial constraint problem clearly expressed as quantifiable longitudinal segment differences. This accurately reflects the actual differences in vertical connectivity conditions between different utility tunnel segments, providing a clear spatial basis for subsequent refined management.

[0051] 2. This invention introduces a calculation method for longitudinal substitution burden at the level of utility tunnel management sub-zones. By allocating and accumulating the length of the vertical enclosure, a total longitudinal substitution burden coefficient is formed that reflects the degree of longitudinal passage restriction in each utility tunnel management sub-zone. Then, the spatial management weight is calculated in combination with the scale and importance of pipeline assets. This makes resource allocation not only related to the number of assets, but also reflects the additional management burden caused by space constraints, thereby effectively overcoming the management imbalance problem caused by the existing technology that only relies on a single indicator for resource allocation.

[0052] 3. This invention further allocates limited asset management resources within the integrated utility tunnel proportionally based on spatial management weights, and forms an asset configuration project list by combining pipeline asset data and operation and maintenance demand data. This allows the resource allocation results to directly correspond to specific management sections and management matters, thereby achieving targeted investment and rational use of asset management resources. This approach helps to improve resource utilization efficiency, enhance the pertinence and controllability of integrated utility tunnel asset management, and improve the scientific and refined level of integrated utility tunnel asset configuration management as a whole. Attached Figure Description

[0053] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0054] Figure 1 This is a flowchart illustrating an intelligent asset allocation management method based on digital twins, as provided in an embodiment of the present invention. Detailed Implementation

[0055] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0056] Example: This example provides a method for intelligent asset allocation and management based on digital twins. See [link to example]. Figure 1 Specifically, including:

[0057] S1. Define the vertical candidate area based on the centerline of the integrated utility tunnel, and define the vertical closed zone based on the vertical candidate area and the load-bearing structure data above the integrated utility tunnel;

[0058] In an embodiment of the present invention, the vertical candidate area is defined based on the centerline of the integrated utility tunnel, including:

[0059] Obtain the centerline of the integrated utility tunnel;

[0060] Specifically, the process begins by acquiring engineering design or as-built data for the integrated utility tunnel, including information on its axial orientation in plan view. Next, this axial orientation information is digitized, extracting the tunnel's longitudinal axis as continuous linear data. Then, the linear data undergoes coordinate unification and direction correction to ensure it continuously expresses the overall orientation of the integrated utility tunnel within the same spatial coordinate system. Finally, the obtained continuous linear data is determined as the centerline of the integrated utility tunnel, used to characterize its longitudinal reference position in space.

[0061] Define the planar area of ​​the vertical passageway above the integrated utility tunnel;

[0062] Specifically, firstly, based on the centerline of the integrated utility tunnel, the outer contour range of the integrated utility tunnel structure in the planar direction is obtained, and this outer contour range is used as the reference boundary for the layout of vertical channels; secondly, based on the actual occupancy of the surface space above the integrated utility tunnel, the distribution information of surface structures, roads, or open areas in the planar direction is obtained; then, on both sides of the centerline of the integrated utility tunnel, combined with the surface space distribution information, the planar areas that can be used for vertical connection are identified and delineated segment by segment; finally, the identified continuous or discrete planar areas are uniformly organized and determined as the planar range of the vertical channel layout area above the integrated utility tunnel.

[0063] Specifically, the centerline of the integrated utility tunnel refers to the geometric baseline used to characterize the integrated utility tunnel along its longitudinal extension direction. This baseline reflects the overall orientation of the integrated utility tunnel in space and is a concentrated expression of the integrated utility tunnel structure in the horizontal projection direction. The planar range of the vertical passage layout area refers to the boundary of the area located directly above the integrated utility tunnel and available for arranging vertical connecting structures on the horizontal projection plane. This planar range is used to define the optional locations of the vertical passages in the horizontal direction.

[0064] Specifically, the vertical passage layout area refers to the area above the integrated utility tunnel that defines the location of the vertical connecting structure in the horizontal projection direction. This area describes the spatial boundary of the vertical passage that may be set between the ground surface and the integrated utility tunnel. Its range is usually related to the direction and width of the integrated utility tunnel and serves as the planar constraint basis for spatial analysis and layout judgment of the vertical connecting structure.

[0065] Based on the centerline of the integrated utility tunnel, the space between the top slab of the integrated utility tunnel and the ground surface, and within the plane range, is defined as the vertical candidate area.

[0066] Specifically, the space between the top slab of the integrated utility tunnel and the ground surface refers to the continuous space formed by extending upwards from the uppermost load-bearing component of the integrated utility tunnel structure to the ground surface. This space covers any possible underground structures, soil, and surface structures. The vertical candidate area refers to the space between the top slab of the integrated utility tunnel and the ground surface, which falls within the plane of the vertical channel layout area, defined as a continuous three-dimensional region with reference to the centerline of the integrated utility tunnel. This region is used to characterize the spatial range above the integrated utility tunnel that theoretically has the possibility of vertical connectivity.

[0067] Specifically, the centerline of the integrated utility tunnel is used as the baseline for spatial analysis to uniformly determine the longitudinal position of the tunnel. Based on this, the location of the tunnel's top slab and its corresponding ground surface position are first obtained. By determining the vertical spatial range between the tunnel's top slab and the ground surface, a vertical spatial band extending along the tunnel's centerline is formed. Subsequently, this vertical spatial band is spatially superimposed with the planar range of the determined vertical passage layout area, retaining only the space portion simultaneously located between the tunnel's top slab and the ground surface within the planar range, thus excluding spatial areas lacking vertical connectivity. Finally, the continuous space obtained after superposition and filtering is determined as the vertical candidate area, ensuring that the vertical candidate area is consistent with the integrated utility tunnel structure in terms of longitudinal position, vertical height, and planar range, providing a unified spatial basis for subsequent space occupancy analysis and connectivity judgment.

[0068] In embodiments of the present invention, a vertical closed zone is defined based on vertical candidate areas and load-bearing structures above the integrated utility tunnel, including:

[0069] Obtain data on the load-bearing structures above the integrated utility tunnel;

[0070] Specifically, the process begins by collecting engineering design or as-built data for the area where the utility tunnel is located. From this data, spatial location information of building foundations, bridge foundations, and other load-bearing structures located above the utility tunnel is extracted. This spatial location information is then organized and converted into a unified three-dimensional spatial data format that reflects the actual area occupied by the load-bearing structures. Next, the three-dimensional spatial data undergoes coordinate unification processing to ensure it is aligned with the centerline of the utility tunnel and the vertical candidate areas within the same spatial coordinate system. Finally, the processed three-dimensional spatial data is identified as the data for the load-bearing structures above the utility tunnel for subsequent spatial overlap analysis.

[0071] Spatial overlap calculations are performed on the vertical candidate area and the data of the load-bearing structures to obtain the continuous spatial segment that is completely occupied by the load-bearing structures within the vertical candidate area;

[0072] Specifically, firstly, the range information of the vertical candidate area in three-dimensional space is obtained and compared segment by segment with the three-dimensional spatial range of the supporting building data; then, the space occupied by the supporting building within the vertical candidate area is identified, and it is further determined whether the occupation forms a continuous coverage in the vertical and horizontal directions; next, along the center line of the integrated utility tunnel, the connectivity analysis of the space continuously covered by the supporting building is performed to determine its continuous distribution in the longitudinal direction; finally, the space that is continuous along the center line of the integrated utility tunnel and completely occupied by the supporting building within the vertical candidate area is determined as a continuous spatial segment, which is used to characterize the spatial range in the vertical candidate area that does not have vertical connectivity conditions.

[0073] Specifically, the data on load-bearing structures above the integrated utility tunnel refers to the set of spatial information of physical structures located above the integrated utility tunnel structure and bearing vertical or lateral loads. This spatial information is used to reflect the actual occupancy of the structures below or above the ground surface. Spatial overlap calculation refers to superimposing and comparing the spatial range corresponding to the vertical candidate area and the load-bearing structure data to identify the overlapping parts in space, thereby determining the occupancy of the load-bearing structures within the vertical candidate area. The continuous spatial segment completely occupied by the load-bearing structures refers to the spatial range continuously distributed along the centerline of the integrated utility tunnel within the vertical candidate area. This spatial range is covered by the physical structure of the load-bearing structures in both the vertical and horizontal directions, and there is no spare space available for vertical connection.

[0074] Based on the centerline of the integrated utility tunnel, projection calculations are performed on continuous spatial sections to obtain the corresponding mileage range of the continuous spatial sections on the centerline of the integrated utility tunnel.

[0075] Specifically, firstly, the continuous linear representation of the integrated utility tunnel's centerline in space is obtained, and the three-dimensional spatial range of the continuous spatial segment under the same coordinate system is acquired. Then, along the extension direction of the integrated utility tunnel's centerline, the nearest corresponding position of each spatial location point in the continuous spatial segment on the integrated utility tunnel's centerline is determined. By calculating the vertical correspondence between these spatial location points and the integrated utility tunnel's centerline, a spatial mapping between the continuous spatial segment and the integrated utility tunnel's centerline is established. Next, all positions within the continuous spatial segment mapped to the integrated utility tunnel's centerline are aggregated, and the foremost and last positions along the direction of the integrated utility tunnel's centerline are identified. Finally, based on the distance markers of the foremost and last positions on the integrated utility tunnel's centerline, the starting and ending mileage of the continuous spatial segment on the integrated utility tunnel's centerline is determined, thus obtaining the corresponding mileage range of the continuous spatial segment on the integrated utility tunnel's centerline, used to characterize the coverage range of the continuous spatial segment in the longitudinal direction of the integrated utility tunnel.

[0076] The corresponding mileage range is defined as a vertical closed zone.

[0077] Specifically, the corresponding mileage range is defined as a vertical closed zone because it accurately represents the actual influence range of a continuous spatial segment in the longitudinal direction of the integrated utility tunnel. Within this influence range, the space from the top of the integrated utility tunnel to the ground surface is continuously occupied by the supporting structures, resulting in no space available for setting up vertical connecting passages within this longitudinal segment. By separately identifying and defining the mileage range of this longitudinal segment on the centerline of the integrated utility tunnel, the complex three-dimensional spatial occupancy relationship can be transformed into a one-dimensional segment description along the direction of the integrated utility tunnel, thus clearly expressing the actual limiting effect of this segment on the vertical connectivity of the integrated utility tunnel. Therefore, defining the corresponding mileage range as a vertical closed zone can intuitively reflect its closed characteristics in the longitudinal position and provide a clear spatial basis for subsequent segment-based management division and asset allocation.

[0078] Specifically, projection calculation refers to mapping the positional relationship of the continuous spatial segments in space according to the direction of the integrated utility tunnel centerline, so that the distribution of the continuous spatial segments in three-dimensional space corresponds to the one-dimensional mileage position of the integrated utility tunnel centerline; the corresponding mileage range refers to the distance interval between the starting and ending positions covered by the continuous spatial segments on the integrated utility tunnel centerline after the projection calculation, and this distance interval is used to characterize the influence range of the continuous spatial segments in the longitudinal direction of the integrated utility tunnel; the vertical closed zone refers to the integrated utility tunnel centerline segment defined by the corresponding mileage range, in which the space between the top plate of the integrated utility tunnel and the ground surface is continuously occupied by the supporting structures, thus forming a closed area where vertical connecting passages cannot be set up.

[0079] S2. Generate a set of utility tunnel management sub-zones based on the starting and ending mileages of the vertical closed zone;

[0080] In an embodiment of the present invention, a set of utility tunnel management sub-zones is generated based on the starting and ending mileages of the vertical enclosed zone, including:

[0081] Obtain the starting and ending mileage of each vertical closed zone;

[0082] Specifically, the projection results of the continuous spatial segment corresponding to each vertical closed zone on the center line of the integrated utility tunnel are obtained; then, the foremost and last positions of the projection results on the center line of the integrated utility tunnel are determined and recorded as the start and end positions of the vertical closed zone, respectively; next, the distance of the start and end positions is quantified using the mileage marking method of the integrated utility tunnel center line to obtain the start mileage and end mileage corresponding to the start point of the integrated utility tunnel center line; finally, the start mileage and end mileage of each vertical closed zone are used as data describing the longitudinal position range of the vertical closed zone for subsequent segment marking processing.

[0083] Specifically, obtaining the projection results of the continuous spatial segment corresponding to each vertical closed zone on the centerline of the integrated utility tunnel includes the following process: First, obtain the three-dimensional position range of the determined continuous spatial segment in the spatial coordinate system, and ensure that the position range is under the same coordinate reference as the centerline of the integrated utility tunnel; then, analyze the spatial position within the continuous spatial segment point by point along the extension direction of the centerline of the integrated utility tunnel, and map the distribution of the continuous spatial segment in space to the direction of the centerline of the integrated utility tunnel by determining the corresponding positional relationship of each position in the continuous spatial segment in the direction of the centerline of the integrated utility tunnel; then, collect all the corresponding positions obtained by mapping, identify the position closest to the starting end and the position closest to the ending end along the direction of the centerline of the integrated utility tunnel, thereby forming the coverage range of the continuous spatial segment in the direction of the centerline of the integrated utility tunnel; finally, use the coverage range as the projection result of the continuous spatial segment corresponding to the vertical closed zone on the centerline of the integrated utility tunnel, which is used to describe the position segment of the vertical closed zone in the longitudinal direction of the integrated utility tunnel.

[0084] Based on the centerline of the integrated utility tunnel, the starting and ending mileages of the vertical enclosed zone are marked to obtain multiple marked areas;

[0085] Specifically, firstly, using the centerline of the integrated utility tunnel as the longitudinal reference, the starting and ending mileages of each vertical enclosure are sequentially arranged. Then, at the mileage positions corresponding to the centerline of the integrated utility tunnel, the starting and ending mileages of each vertical enclosure are recorded, forming clear segment boundaries in the longitudinal coordinates of the centerline. Next, the centerline segment located between the starting and ending mileages is determined as a complete marked segment. Finally, by marking the starting and ending mileages of all vertical enclosures in sequence, multiple independent or spaced marked areas are formed on the centerline of the integrated utility tunnel to reflect the distribution of vertical enclosures in the longitudinal direction of the integrated utility tunnel.

[0086] Specifically, the starting mileage refers to the initial position of the vertical closure zone along the centerline of the integrated utility tunnel, which represents the starting point of the vertical closure zone in the longitudinal direction of the integrated utility tunnel; the ending mileage refers to the ending position of the vertical closure zone along the centerline of the integrated utility tunnel, which represents the ending point of the vertical closure zone in the longitudinal direction of the integrated utility tunnel; marking refers to the process of recording and identifying the positions corresponding to the starting and ending mileages of the vertical closure zone in the longitudinal coordinate system of the integrated utility tunnel centerline; the marked area refers to the segment range defined by the starting and ending mileages on the centerline of the integrated utility tunnel, which represents the actual coverage area of ​​the vertical closure zone in the longitudinal direction of the integrated utility tunnel and serves as the basis for subsequent division of utility tunnel management sections.

[0087] The interval between the starting point of the centerline of the integrated utility tunnel and the starting mileage of the first marked area is determined to obtain the first utility tunnel management sub-zone in the set of utility tunnel management sub-zones.

[0088] Specifically, firstly, the starting mileage of the integrated utility tunnel's centerline is obtained, and then the position of the starting mileage closest to the starting end of the integrated utility tunnel in all marked areas is obtained. Next, along the longitudinal direction of the integrated utility tunnel's centerline, a continuous centerline segment is determined, extending from the starting position of the centerline to the starting mileage of the first marked area. Then, the integrity of this continuous centerline segment is confirmed to ensure that it is not divided by other marked areas in the longitudinal direction. Finally, this continuous centerline segment is determined as an independent management section, and this management section is recorded in the set of utility tunnel management sub-areas, serving as the first utility tunnel management sub-area in the set, representing the management scope from the starting end of the integrated utility tunnel to the first vertical enclosure zone.

[0089] The centerline interval between two adjacent marked areas is determined to obtain the second utility tunnel management sub-zone in the set of utility tunnel management sub-zones.

[0090] Specifically, firstly, all marked areas are arranged according to their starting mileage along the centerline of the integrated utility tunnel. Then, for any two adjacent marked areas, the ending mileage of the former marked area and the starting mileage of the latter marked area are obtained. Next, along the centerline of the integrated utility tunnel, a continuous centerline segment between the ending mileage and the starting mileage is determined, and the integrity of this centerline segment is confirmed to ensure that it does not contain any segment corresponding to any marked area. Finally, each continuous centerline segment located between adjacent marked areas is determined as an independent management segment and added to the set of utility tunnel management sub-areas as the second utility tunnel management sub-area, used to represent the longitudinal management range in the middle of the integrated utility tunnel that is not directly affected by the vertical enclosure zone.

[0091] Specifically, the centerline interval refers to a continuous length range of the centerline of the integrated utility tunnel in the longitudinal direction, used to describe the spatial location of the integrated utility tunnel within this range; the utility tunnel management sub-area refers to the longitudinal management unit of the integrated utility tunnel obtained by dividing it according to the centerline interval, and each utility tunnel management sub-area corresponds to a continuous longitudinal structure of the integrated utility tunnel; the first utility tunnel management sub-area refers to the utility tunnel management sub-area corresponding to the centerline interval between the starting point of the integrated utility tunnel centerline and the starting point of the first marked area, and this sub-area is located at the starting position of the longitudinal direction of the integrated utility tunnel; the second utility tunnel management sub-area refers to the utility tunnel management sub-area corresponding to the centerline interval between two adjacent marked areas, and this sub-area is located in the middle position of the longitudinal direction of the integrated utility tunnel and can form multiple continuously distributed management sections according to the number of marked areas.

[0092] S3. Calculate the total longitudinal substitution burden coefficient based on the set of sub-zones for utility tunnel management;

[0093] In an embodiment of the present invention, the calculation of the total longitudinal substitution burden coefficient based on the set of utility tunnel management sub-zones includes:

[0094] Subtracting the starting point of the vertical closed strip from the ending point of the vertical closed strip yields the length of the vertical closed strip.

[0095] Specifically, firstly, based on the determined starting and ending mileages of the vertical enclosure zone on the center line of the integrated utility tunnel, the length of the vertical enclosure zone in the longitudinal direction of the integrated utility tunnel is obtained by calculating the difference between the ending and starting mileages. This length value is used to reflect the degree of continuous coverage of the integrated utility tunnel space by the vertical enclosure zone in the longitudinal direction, providing a basic quantitative basis for subsequent load allocation.

[0096] Half the length of the vertical enclosure is used as the first longitudinal substitution burden coefficient of the first utility tunnel management sub-zone in the set of utility tunnel management sub-zones;

[0097] Specifically, the length value is divided equally to form two equal components in the longitudinal direction, and half of it is allocated to the utility tunnel management sub-area adjacent to the starting direction of the vertical closure zone as the first longitudinal substitution burden coefficient corresponding to the utility tunnel management sub-area. This allocation process is used to characterize the substitution effect of the vertical closure zone on the utility tunnel management sub-area in the longitudinal passage and operation and maintenance path in the starting direction.

[0098] Half the length of the vertical enclosure is used as the second longitudinal substitution burden coefficient for the second pipe gallery management sub-zone in the set of pipe gallery management sub-zones;

[0099] Specifically, the other half of the length value is allocated to the utility tunnel management sub-area adjacent to the end direction of the vertical closure zone, serving as the second longitudinal substitution burden coefficient corresponding to that utility tunnel management sub-area. By allocating equal amounts of longitudinal substitution burden on both sides of the vertical closure zone, the influence of the vertical closure zone on adjacent utility tunnel management sub-areas is symmetrically expressed in the longitudinal direction, thus providing a consistent logical basis for the subsequent summary calculation of the longitudinal substitution burden of each utility tunnel management sub-area.

[0100] Specifically, the starting mileage of the vertical enclosure refers to the starting position of the vertical enclosure along the centerline of the integrated utility tunnel, representing the beginning point of the vertical enclosure in the longitudinal direction of the integrated utility tunnel; the ending mileage of the vertical enclosure refers to the ending position of the vertical enclosure along the centerline of the integrated utility tunnel, representing the ending point of the vertical enclosure in the longitudinal direction of the integrated utility tunnel; the length value of the vertical enclosure refers to the longitudinal span of the vertical enclosure along the centerline of the integrated utility tunnel, which reflects the actual coverage of the vertical enclosure on the longitudinal space of the integrated utility tunnel by the distance difference between the ending mileage and the starting mileage; the first longitudinal substitution burden coefficient refers to the value formed by allocating half of the length value of the vertical enclosure to the first management sub-area of ​​the utility tunnel, representing the substitution distance borne by this sub-area in the longitudinal passage and maintenance path due to the existence of the vertical enclosure; the second longitudinal substitution burden coefficient refers to the value formed by allocating the other half of the length value of the vertical enclosure to the second management sub-area of ​​the utility tunnel, representing the longitudinal substitution passage burden that this sub-area needs to bear under the influence of the vertical enclosure conditions.

[0101] The total longitudinal substitution burden coefficient of the first utility tunnel management sub-area is obtained by summing all the first longitudinal substitution burden coefficients and second longitudinal substitution burden coefficients corresponding to the first utility tunnel management sub-area.

[0102] The total longitudinal substitution burden coefficient of the second utility tunnel management sub-area is obtained by summing all the first longitudinal substitution burden coefficients and second longitudinal substitution burden coefficients corresponding to the second utility tunnel management sub-area.

[0103] Specifically, the total longitudinal substitution burden coefficient refers to the value obtained by summing all the first longitudinal substitution burden coefficients and second longitudinal substitution burden coefficients corresponding to the same utility tunnel management sub-area. It is used to reflect the overall substitution passage burden that the utility tunnel management sub-area needs to bear when longitudinal connectivity is restricted.

[0104] Specifically, after allocating the length values ​​of the vertical enclosures, for the first utility tunnel management sub-area, all vertical enclosures adjacent to the first utility tunnel management sub-area in the longitudinal direction are first identified, and the first longitudinal substitution burden coefficient and the second longitudinal substitution burden coefficient allocated to the first utility tunnel management sub-area by each vertical enclosure are obtained respectively; then, all the longitudinal substitution burden coefficients corresponding to the first utility tunnel management sub-area are accumulated one by one to form a numerical result reflecting the total substitution passage distance that the first utility tunnel management sub-area needs to bear within the longitudinal range of the integrated utility tunnel, thereby obtaining the total longitudinal substitution burden coefficient of the first utility tunnel management sub-area.

[0105] Specifically, using the same processing logic as the first utility tunnel management sub-area, for the second utility tunnel management sub-area, the first longitudinal substitution burden coefficient and the second longitudinal substitution burden coefficient allocated to the second utility tunnel management sub-area are obtained sequentially. The obtained longitudinal substitution burden coefficients are then summarized and calculated to obtain the total longitudinal substitution burden coefficient of the second utility tunnel management sub-area. By performing independent coefficient summarization for different utility tunnel management sub-areas, each utility tunnel management sub-area obtains the longitudinal substitution burden corresponding to its spatial location and vertical closure conditions, providing a clear data foundation for subsequent management decisions and resource allocation based on sub-area differences.

[0106] S4. Calculate the spatial management weight based on the total longitudinal substitution burden coefficient, and calculate the resource allocation based on the spatial management weight and the total resource volume of the integrated utility tunnel.

[0107] In an embodiment of the present invention, calculating the space management weight based on the total longitudinal substitution burden coefficient includes:

[0108] Obtain pipeline asset data for each sub-region of the utility tunnel management sub-region set. The pipeline asset data includes pipeline asset length and pipeline asset weight.

[0109] Specifically, firstly, based on the boundaries of the already defined utility tunnel management sub-zones, the spatial range of each sub-zone in the longitudinal direction of the integrated utility tunnel is determined one by one. Then, within this spatial range, each type of pipeline entity deployed within the integrated utility tunnel is identified, and the starting and ending positions of each pipeline entity within its corresponding sub-zone are obtained. Next, the distance between the starting and ending positions is measured to obtain the pipeline asset length of the pipeline entity within the sub-zone. Simultaneously, based on the category attributes and operational functions of the pipeline entity, a corresponding numerical identifier is assigned to each pipeline entity as its pipeline asset weight. Finally, the pipeline asset lengths and weights of all pipeline entities within the same sub-zone are collected and organized to form the pipeline asset data for that sub-zone.

[0110] The weighted asset length is obtained by multiplying the pipeline asset length and the pipeline asset weight.

[0111] Specifically, the weighted asset length is obtained by multiplying the pipeline asset length and the pipeline asset weight. This is to reflect the scale of the pipeline asset in space and its relative importance in management and operation in the same quantitative indicator. The pipeline asset length is used to characterize the actual space occupied by the pipeline in the pipeline corridor management sub-area, while the pipeline asset weight is used to distinguish the differences in safety assurance, operation assurance and maintenance requirements of different types of pipelines. By multiplying the two, pipelines with larger asset scale and higher importance can show higher values ​​in the result, thereby avoiding the bias caused by evaluating only by length or only by weight. This allows the subsequent spatial management weight calculation based on the weighted asset length to more accurately reflect the comprehensive situation of asset distribution and management needs in the pipeline corridor management sub-area.

[0112] Determine the starting and ending mileages of the centerline of the integrated utility tunnel;

[0113] Specifically, the process begins by obtaining a complete linear representation of the integrated utility tunnel's centerline in space, and then checking its continuity along its longitudinal direction to confirm the actual spatial positions of its starting and ending points. Next, the starting point of the centerline is used as the starting reference for longitudinal mileage calculation, and the corresponding position is marked as the starting mileage of the centerline. Then, distances are accumulated at each position along the centerline, ensuring each position corresponds to a distance value related to the starting reference. Finally, the position where the accumulated distance reaches its maximum value is determined as the ending mileage of the centerline, thus clarifying the starting and ending mileages of the integrated utility tunnel's centerline in the longitudinal direction, providing a unified mileage reference for subsequent longitudinal length calculations and segment analysis.

[0114] Specifically, the set of management sub-zones for utility tunnels refers to the overall set of multiple continuous management sections divided along the longitudinal direction of the integrated utility tunnel. Each management sub-zone corresponds to a segment of actual space within the integrated utility tunnel. A management sub-zone for utility tunnels refers to a continuous longitudinal segment defined by intervals along the centerline of the integrated utility tunnel, used to carry specific pipeline assets and management activities. Pipeline asset data refers to the set of attribute information of various pipeline entities deployed within the management sub-zones of the utility tunnel, used to reflect the distribution and scale of assets within the utility tunnel.

[0115] Specifically, pipeline asset length refers to the actual extension length of a single pipeline along the longitudinal direction of the integrated utility tunnel within the corresponding management sub-area, used to characterize the spatial scale of the pipeline; pipeline asset weight refers to a numerical parameter used to distinguish different types or levels of importance of pipeline assets, used to reflect the relative importance of pipeline assets in management and maintenance; weighted asset length refers to the value obtained by multiplying the pipeline asset length by the corresponding pipeline asset weight, used to comprehensively express the scale and importance of the pipeline asset; the starting mileage of the integrated utility tunnel centerline refers to the distance marker on the centerline of the longitudinal starting position of the integrated utility tunnel, used to determine the starting benchmark for the longitudinal analysis of the integrated utility tunnel; the ending mileage of the integrated utility tunnel centerline refers to the distance marker on the centerline of the longitudinal ending position of the integrated utility tunnel, used to determine the ending benchmark for the longitudinal analysis of the integrated utility tunnel.

[0116] Subtracting the starting point mileage from the ending mileage of the centerline gives the length of the centerline.

[0117] The longitudinal substitution coefficient is obtained by dividing the total longitudinal substitution burden coefficient of the utility tunnel management sub-zone by the length of the centerline.

[0118] Add 1 to the vertical substitution coefficient to obtain the vertical adjustment coefficient;

[0119] Multiplying the weighted asset length by the longitudinal adjustment coefficient yields the spatial management weight of the utility tunnel management sub-zone.

[0120] Specifically, the centerline length refers to the overall longitudinal extension length of the integrated utility tunnel, obtained by the difference between the end mileage and the starting mileage, reflecting the overall scale of the integrated utility tunnel; the longitudinal substitution coefficient refers to the value obtained by proportionalizing the total longitudinal substitution burden coefficient with the centerline length, representing the relative proportion of the longitudinal substitution burden in the overall tunnel length; the longitudinal adjustment coefficient refers to the adjustment amount introduced based on the longitudinal substitution coefficient, formed by superimposing the longitudinal substitution coefficient on the benchmark value, used to correct the longitudinal impact on asset scale; the spatial management weight refers to the value obtained by combining the weighted asset length with the longitudinal adjustment coefficient, used to reflect the comprehensive management weight of the utility tunnel management sub-area under the combined effect of spatial conditions and asset distribution.

[0121] Specifically, by determining the length of the centerline as the difference between the endpoint and starting point of the integrated utility tunnel's centerline, the overall longitudinal scale of the integrated utility tunnel can be obtained. This scale serves as a unified reference benchmark for longitudinal spatial analysis. The ratio of the total longitudinal substitution burden coefficient of the tunnel management sub-area to the centerline length is equivalent to normalizing the additional longitudinal passage distance caused by the vertical closure zone in the sub-area into the overall tunnel length, thus forming a relative quantity that reflects the degree of longitudinal connectivity restriction. Based on this, by adding the relative quantity to the benchmark value to form a longitudinal adjustment coefficient, the tunnel management sub-area with more restricted longitudinal connectivity conditions can obtain a larger adjustment range in subsequent calculations. Furthermore, multiplying the weighted asset length by the longitudinal adjustment coefficient is equivalent to introducing the amplification effect of spatial connectivity conditions on management difficulty based on asset size and importance. This approach is consistent with the common engineering calculation concept of combining geometric scale with correction factors, enabling the final spatial management weight to simultaneously reflect the comprehensive scale of assets within the tunnel management sub-area and the actual impact of their spatial conditions on management input, thereby characterizing the relative weight of the tunnel management sub-area in overall asset allocation and management decisions.

[0122] In embodiments of the present invention, the resource allocation is calculated based on spatial management weights and the total resource volume of the integrated utility tunnel, including:

[0123] Within the target period, the total resource quantity is calculated by summarizing and calculating the various asset management resources of the integrated utility tunnel.

[0124] Summing all the space management weights yields the total space management weights;

[0125] Specifically, firstly, the start and end times of the target period are clearly defined, and this time range is used as the time boundary for resource statistics. Then, within the target period, data on the actual resources available for investment during the operation, maintenance, and management of the integrated utility tunnel are acquired item by item. This resource data includes quantifiable management resource information such as the number of personnel, equipment and materials, and the amount of funding invested. Next, the acquired resource data is uniformly measured and processed to convert different types of resource data into numerical forms that can be summed. Then, the resource data of the same type are cumulatively calculated within the target period to obtain the total periodic amount of each type of resource. Finally, the total periodic amounts of each type of resource are summed to obtain the total amount of resources available for asset management within the integrated utility tunnel within the target period, which is used for subsequent resource allocation calculations based on spatial management weights.

[0126] The ratio of the spatial management weight to the sum of the spatial management weights is calculated to obtain the resource allocation ratio.

[0127] The total amount of resources is multiplied by the resource allocation ratio to obtain the resource allocation amount.

[0128] Specifically, the target period refers to the time frame used for statistical analysis and allocation of integrated utility tunnel asset management activities, defining the time boundaries for resource aggregation and allocation calculations; asset management resources refer to various input factors available for the operation, maintenance, and management of integrated utility tunnels within the target period, including human resources, material resources, and financial resources; total resource volume refers to the total resource scale obtained by uniformly aggregating all asset management resources within the target period, representing the overall input capacity available for asset management within that period; the sum of spatial management weights refers to the total value obtained by summing the spatial management weights corresponding to all utility tunnel management sub-areas, serving as a normalized benchmark for resource allocation; the resource allocation ratio refers to the ratio obtained by calculating the ratio of the spatial management weight of a single utility tunnel management sub-area to the sum of spatial management weights, representing the relative share that the utility tunnel management sub-area should receive in the total resource volume; and the resource allocation quantity refers to the specific resource quantity obtained by applying the resource allocation ratio to the total resource volume, guiding the actual resource allocation to the corresponding utility tunnel management sub-area within the target period.

[0129] Specifically, by calculating the ratio of the spatial management weight of a single utility tunnel management sub-area to the sum of the spatial management weights of all utility tunnel management sub-areas, the relative share of that sub-area in the overall management system can be obtained. This approach is consistent with the common calculation method of normalizing the contribution of each component to the overall scale. The resulting resource allocation ratio reflects the relative importance of different utility tunnel management sub-areas under the combined effects of factors such as asset scale, spatial conditions, and management difficulty. Further multiplying the total resource quantity by the resource allocation ratio is equivalent to proportionally allocating limited resources according to the relative weight of each utility tunnel management sub-area in the whole. This method is consistent with the basic calculation method of proportionally allocating energy or material quantity, ensuring that the final resource allocation maintains the conservation of total resources and can reasonably allocate resources according to the comprehensive management weight of each utility tunnel management sub-area, thereby making the resource allocation results continuous, consistent, and interpretable.

[0130] S5. Asset allocation management of integrated utility tunnels based on resource allocation.

[0131] In an embodiment of the present invention, asset allocation management of integrated utility tunnels based on resource allocation includes:

[0132] Acquire pipeline asset data and operation and maintenance requirements data within each utility tunnel management sub-area;

[0133] Specifically, firstly, based on the established boundaries of the utility tunnel management sub-areas, the spatial range of each sub-area in the longitudinal direction of the integrated utility tunnel is clearly defined. Then, within this spatial range, each of the various pipelines actually laid out is identified, obtaining the type, direction, and starting and ending positions of each pipeline within its corresponding sub-area. The pipeline asset length is determined by measuring the distance between the starting and ending positions. Simultaneously, the corresponding pipeline asset weight is determined by combining the functional attributes of the pipelines in the operation of the integrated utility tunnel, thus forming pipeline asset data. Based on this, for the same sub-area, operational status information and maintenance records related to the pipeline assets are further obtained. The number of maintenance visits, inspection frequency, and fault handling within the target period are statistically analyzed to form maintenance demand data reflecting the operational and maintenance intensity of the sub-area. Finally, the pipeline asset data and maintenance demand data within the same sub-area are compiled and collected as the basis for determining subsequent asset allocation projects and resource management decisions for that sub-area.

[0134] Based on resource allocation, pipeline asset data, and operation and maintenance requirements data, determine the asset configuration project list for the pipeline corridor management sub-area;

[0135] Specifically, firstly, resource allocation is used as a constraint to clarify the upper limit of resources available for asset management in each utility tunnel management sub-area within the target period. Then, within this resource limit, pipeline asset data within the sub-area is analyzed item by item to identify the distribution location, scale characteristics, and importance of various pipeline assets. Next, combined with the corresponding operation and maintenance demand data for these pipeline assets, the maintenance frequency, inspection intensity, and operational support requirements of various pipeline assets within the target period are ranked. Based on this, assets with higher operation and maintenance demand intensity and greater pipeline asset weight are prioritized for inclusion in the allocation scope, and the allocation content is matched item by item according to resource consumption. Finally, the asset allocation items determined under the resource allocation constraint are summarized and organized to form an asset allocation project list for the corresponding utility tunnel management sub-area, which guides the specific asset allocation management work of the integrated utility tunnel within the target period.

[0136] Specifically, pipeline asset data refers to the set of attribute information of various pipeline entities deployed in the pipeline corridor management sub-area, which is used to reflect the spatial distribution and scale characteristics of pipelines; operation and maintenance demand data refers to the set of information on the maintenance, repair and operation support needs of various pipeline assets in the pipeline corridor management sub-area within the target period, which is used to reflect the actual demand intensity of the sub-area in terms of operation and management.

[0137] The integrated utility tunnel is managed by asset allocation based on the asset allocation project list.

[0138] Specifically, firstly, the three-dimensional spatial model of the integrated utility tunnel and the spatial scope of each management sub-area are loaded into the digital twin platform. The spatial location, asset identification, and operational status information of each pipeline asset are associated with the corresponding objects in the model. Then, the management sub-area, pipeline asset type, and resource input content corresponding to each asset configuration project in the asset configuration project list are entered into the digital twin platform item by item, establishing a correspondence between the items in the asset configuration project list and the specific pipeline assets and management sub-areas in the three-dimensional model. Subsequently, in the three-dimensional scene of the digital twin platform, target management sub-areas are selected sequentially according to the order of the asset configuration project list. Within each target management sub-area, the pipeline asset objects requiring asset configuration are selected, and new records are made on these pipeline asset objects. The system includes configuration details such as adding equipment, updating facilities, or carrying out maintenance operations, along with the corresponding resource allocation. These configuration details are then generated into executable task records and assigned to the on-site work units responsible for implementation. During on-site implementation, data on construction location, progress, resource input, and changes in pipeline asset status are collected. The collected process and result data are input into a digital twin platform to update the status attributes of the corresponding pipeline assets and utility tunnel management sub-areas in the 3D model. This ensures that the asset status recorded in the digital twin model is consistent with the actual asset status of the integrated utility tunnel. Finally, the updated asset status information and resource usage records are queried, statistically analyzed, and compared through the digital twin platform, enabling asset configuration management of the integrated utility tunnel based on the asset configuration project list.

[0139] Specifically, the asset allocation project list refers to the set of specific asset allocation items determined for the management sub-area of ​​the utility tunnel based on a comprehensive consideration of resource allocation, pipeline asset data, and operation and maintenance demand data. This set is used to clarify the allocation direction and usage of various resources in different management sub-areas. Asset allocation management refers to the management process of organizing and controlling the asset input, use, and adjustment of each management sub-area within the integrated utility tunnel based on the asset allocation project list.

[0140] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A method for intelligent asset allocation and management based on digital twins, characterized in that, Includes the following steps: S1. Define vertical candidate areas based on the centerline of the integrated utility tunnel, and define vertical closed zones based on the vertical candidate areas and the load-bearing structures above the integrated utility tunnel; S2. Generate a set of utility tunnel management sub-zones based on the starting and ending mileages of the vertical closed zone; S3. Calculate the total longitudinal substitution burden coefficient based on the set of sub-zones for utility tunnel management; The specific steps for calculating the total longitudinal substitution burden factor are as follows: Subtracting the starting point of the vertical closed strip from the ending point of the vertical closed strip yields the length of the vertical closed strip. Half the length of the vertical enclosure is used as the first longitudinal substitution burden coefficient of the first utility tunnel management sub-zone in the set of utility tunnel management sub-zones; Half the length of the vertical enclosure is used as the second longitudinal substitution burden coefficient for the second pipe gallery management sub-zone in the set of pipe gallery management sub-zones; The total longitudinal substitution burden coefficient of the first utility tunnel management sub-area is obtained by summing all the first longitudinal substitution burden coefficients and second longitudinal substitution burden coefficients corresponding to the first utility tunnel management sub-area. The total longitudinal substitution burden coefficient of the second utility tunnel management sub-area is obtained by summing all the first longitudinal substitution burden coefficients and second longitudinal substitution burden coefficients corresponding to the second utility tunnel management sub-area. The total longitudinal substitution burden coefficient refers to the value obtained by summing all the first longitudinal substitution burden coefficients and second longitudinal substitution burden coefficients corresponding to the same utility tunnel management sub-area. It is used to reflect the overall substitution passage burden that the utility tunnel management sub-area needs to bear under the condition of restricted longitudinal connectivity. S4. Calculate the spatial management weight based on the total longitudinal substitution burden coefficient, and calculate the resource allocation based on the spatial management weight and the total resource volume of the integrated utility tunnel. S5. Asset allocation management of integrated utility tunnels based on resource allocation.

2. The intelligent asset allocation management method based on digital twins according to claim 1, characterized in that, Vertical candidate areas are defined based on the centerline of the integrated utility tunnel, including: Obtain the centerline of the integrated utility tunnel; Define the planar area of ​​the vertical passageway above the integrated utility tunnel; Based on the centerline of the integrated utility tunnel, the space between the top slab of the integrated utility tunnel and the ground surface, and within the plane range, is defined as the vertical candidate area.

3. The intelligent asset allocation management method based on digital twins according to claim 1, characterized in that, Based on the vertical candidate areas and the load-bearing structures above the integrated utility tunnel, a vertical closed zone is defined, including: Obtain data on the load-bearing structures above the integrated utility tunnel; Spatial overlap calculations are performed on the vertical candidate area and the data of the load-bearing structures to obtain the continuous spatial segment that is completely occupied by the load-bearing structures within the vertical candidate area; Based on the centerline of the integrated utility tunnel, projection calculations are performed on continuous spatial sections to obtain the corresponding mileage range of the continuous spatial sections on the centerline of the integrated utility tunnel. The corresponding mileage range is defined as a vertical closed zone.

4. The intelligent asset allocation management method based on digital twins according to claim 1, characterized in that, A set of utility tunnel management sub-zones is generated based on the starting and ending mileages of the vertical enclosed zone, including: Obtain the starting and ending mileage of each vertical closed zone; Based on the centerline of the integrated utility tunnel, the starting and ending mileages of the vertical enclosed zone are marked to obtain multiple marked areas; The interval between the starting point of the centerline of the integrated utility tunnel and the starting mileage of the first marked area is determined to obtain the first utility tunnel management sub-zone in the set of utility tunnel management sub-zones. The centerline interval between two adjacent marked areas is determined to obtain the second utility tunnel management sub-zone in the set of utility tunnel management sub-zones.

5. The intelligent asset allocation management method based on digital twins according to claim 1, characterized in that, Spatial management weights are calculated based on the total vertical substitution burden coefficient, including: Obtain pipeline asset data for each sub-region of the utility tunnel management sub-region set. The pipeline asset data includes pipeline asset length and pipeline asset weight. The weighted asset length is obtained by multiplying the pipeline asset length and the pipeline asset weight. Determine the starting and ending mileages of the centerline of the integrated utility tunnel; Subtracting the starting point mileage from the ending mileage of the centerline gives the length of the centerline. The longitudinal substitution coefficient is obtained by dividing the total longitudinal substitution burden coefficient of the utility tunnel management sub-zone by the length of the centerline. Add 1 to the vertical substitution coefficient to obtain the vertical adjustment coefficient; Multiplying the weighted asset length by the longitudinal adjustment coefficient yields the spatial management weight of the utility tunnel management sub-zone.

6. The intelligent asset allocation management method based on digital twins according to claim 1, characterized in that, Resource allocation is calculated based on spatial management weights and the total resource volume of the integrated utility tunnel, including: Within the target period, the total resource quantity is calculated by summarizing and calculating the various asset management resources of the integrated utility tunnel. Summing all the space management weights yields the total space management weights; The ratio of the spatial management weight to the sum of the spatial management weights is calculated to obtain the resource allocation ratio. The total amount of resources is multiplied by the resource allocation ratio to obtain the resource allocation amount.

7. The intelligent asset allocation management method based on digital twins according to claim 1, characterized in that, Asset allocation management of integrated utility tunnels based on resource allocation includes: Acquire pipeline asset data and operation and maintenance requirements data within each utility tunnel management sub-area; Based on resource allocation, pipeline asset data, and operation and maintenance requirements data, determine the asset configuration project list for the pipeline corridor management sub-area; The integrated utility tunnel is managed by asset allocation based on the asset allocation project list.

Images