Method and system for calculating impact resistance of anchoring support of roadway roof

Abstract

The invention provides a method and a system for calculating the impact resistance of a roadway roof anchoring support, and relates to the technical field of calculation of the impact resistance of the anchoring support. The high-precision simulation of the dynamic response of each anchor rod of the roadway roof under the impact of various vibration waves is realized, so that the stress distribution which is closer to the reality is obtained; by adopting simulation setting of a random vibration source and multi-type vibration waves, different situations possibly occurring in an area where a roadway is located can be better simulated, and the failure risk of each anchor rod can be scientifically evaluated by combining probability distribution fitting; impact resistance grade division is carried out by counting the proportion of the risk grids, and a quantitative risk judgment basis is provided for the overall anchoring support safety. According to the scheme, the limitation of traditional static analysis is broken through, the capability of evaluating the impact resistance of the roadway support is enhanced, and the reliability of an evaluation result is improved.

Description

Technical Field

[0001] This invention relates to the field of calculation technology for the impact resistance of anchored support, specifically to a method and system for calculating the impact resistance of roadway roof anchored support. Background Technology

[0002] Under complex geological conditions, the heterogeneity of rock masses, fracture distribution, and faults lead to significant differences in the propagation path and intensity of seismic waves. Traditional design and analysis methods often rely on static loads or simplified dynamic models, which fail to accurately reflect the interactions between different areas of the tunnel roof during seismic wave propagation, resulting in inaccurate overall stress distribution in the model. Furthermore, existing technologies lack sufficient statistical analysis of the extreme values ​​of anchor bolt stress under multiple seismic wave impacts, and lack reliable failure probability assessment and risk classification systems, making it difficult to provide a scientific basis for engineering decisions.

[0003] In the prior art, CN111259542A discloses a method for calculating the impact resistance of roadway roof anchor support. First, the energy of the roadway roof anchor bolts and cables before ultimate deformation failure is calculated. Then, based on the spacing between the anchor bolts and cables, the energy limit absorbed by the roof support system before failure is calculated. Since the energy exerted by the roof on the support system during rockburst is the sum of kinetic and potential energy, at the critical state, this energy is equal to the energy limit of the support system, thus obtaining the minimum velocity that causes the roof support system to fail. The maximum vibration velocity of the rock mass corresponding to the maximum seismic energy level monitored in the mine is compared with the obtained minimum velocity, and the impact resistance of the current roof anchor-cable support is judged based on the comparison results. While this scheme can assess the impact resistance of the support system, it still treats the tunnel roof as a whole and calculates based on static energy limits, neglecting the mutual influence between different areas when impacts occur in certain areas of the tunnel roof. This makes it difficult to accurately reflect the local response of the anchor bolts, resulting in an inaccurate overall stress distribution in the model and low precision in the final evaluation results.

[0004] The information disclosed in the background section is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a method and system for calculating the impact resistance of roadway roof anchorage support, so as to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: The calculation method for the impact resistance of roadway roof anchorage support includes the following steps: S1: Collect the geological parameters of the roadway and the support parameters of the anchor support, and establish a three-dimensional model based on them. Divide the roadway roof into several groups of grids with each anchor rod in the anchor support as the center, and apply impact loads to different grids in sequence for simulation analysis. S2: In the simulation analysis, the maximum stress of each grid is collected in sequence. The stress coupling coefficient between different grids is calculated based on the maximum stress of each grid to quantify the mechanical influence between different grids. Then, a stress coupling matrix is ​​generated based on the stress coupling coefficient to reflect the stress distribution at the roadway roof. S3: Based on the historical seismic records and geological theories of the tunnel, a geologically active region is generated in the three-dimensional model. Several sets of vibration sources are randomly set in the geologically active region to simulate the impact process of vibration waves on the tunnel roof. The time series parameters of each set of vibration waves propagating to the tunnel roof are collected in sequence, and each set of vibration sources corresponds to a random vibration wave type. S4: Based on the time series parameters and stress coupling matrix, calculate the maximum stress on different grids in each impact, fit the probability distribution of the maximum stress of each grid, generate the failure probability of the corresponding anchor bolt for each grid, and finally calculate the overall impact resistance level of the roadway roof anchor support to evaluate its impact resistance capability.

[0007] Preferably, the geological parameters include the rock mass type, rock mass strength, and rock stratum thickness of the area where the tunnel is located, and the support parameters include the number of anchor bolts, support location, anchor bolt size, and anchor bolt material.

[0008] Preferably, when performing simulation analysis on different grids by applying impact loads, the impact loads are applied to the entire grid in the form of surface loads, and the maximum stress at the connection between the anchor bolt and the roadway roof is taken as the maximum stress of the corresponding grid.

[0009] Preferably, the specific process of step S2 is as follows: S201: Sequentially collect the maximum stress on each grid, and compare the maximum stress of each grid with the reference stress before the impact load is applied to obtain the stress increment of each grid; S202: For each grid subjected to impact load, calculate the ratio between the stress increment of other grids and the stress increment of this grid, and use these ratios as the stress coupling coefficients of this grid to other grids respectively; S203: A stress increment matrix is ​​constructed based on the stress coupling coefficient to reflect the stress increment of the roadway roof when a single grid is subjected to an impact load. The elements of the stress increment matrix correspond one-to-one with the grids, and the number of elements is the same as the number of grids. S204: Several sets of stress increment matrices are superimposed to obtain a composite increment matrix to reflect the stress increment of the roadway roof when multiple grids are subjected to impact loads. Then, a reference matrix is ​​constructed based on the reference stress of each grid. The composite increment matrix and the reference matrix are superimposed to obtain the stress coupling matrix.

[0010] Preferably, for any element in the stress increment matrix, its value is equal to the stress increment of that grid multiplied by the stress coupling coefficient of that grid relative to other grids.

[0011] Preferably, the historical earthquake record includes historical source location, historical wave type, and historical source energy, wherein the wave type includes P-wave, S-wave, and surface wave; When simulating the impact of vibration waves on the tunnel roof, the vibration source energy is also set randomly, and the random range is between the maximum and minimum values ​​of the historical vibration source energy.

[0012] Preferably, the time interval of the timing parameters starts from when the vibration wave just propagates to the roof of the roadway and ends when the vibration wave completely leaves the roof of the roadway. The timing parameters are the grid numbers that are impacted by the vibration wave at different time points, and the real-time stress of the grids impacted by the vibration wave.

[0013] Preferably, the specific process of step S4 is as follows: S401: For a single impact, the direct stress increment of different grids is calculated based on the corresponding time series parameters, combined with the vibration source location and vibration source energy. Then, the real-time stress of each grid is calculated by combining the direct stress increment and the stress coupling matrix, and the maximum stress of each grid in the impact is obtained accordingly. S402: Estimate the probability distribution of the maximum stress of each grid under multiple impacts, fit the cumulative distribution function of the maximum stress of each grid, and then calculate the failure probability of the anchor corresponding to the grid based on the cumulative distribution function. The failure probability is positively correlated with the maximum stress. S403: Mark the grids with failure probability greater than the preset probability threshold as risk grids, calculate the proportion of risk grids in all grids, compare the proportion with the preset proportion threshold, and output the overall impact resistance level of the roadway roof anchorage support based on the comparison results. The lower the proportion of risk grids, the higher the impact resistance level and the stronger the impact resistance.

[0014] A calculation system for the impact resistance of roadway roof anchorage support, wherein the calculation system is applicable to the aforementioned calculation method for the impact resistance of roadway roof anchorage support, specifically including: The three-dimensional simulation module is used to collect the geological parameters of the roadway and the support parameters of the anchor support and establish a three-dimensional model based on them. The roadway roof is divided into several groups of grids with each anchor rod in the anchor support as the center, and impact loads are applied to different grids in sequence for simulation analysis. The data analysis module is used to sequentially collect the maximum stress of each grid in the simulation analysis, calculate the stress coupling coefficient between different grids based on the maximum stress of each grid to quantify the mechanical influence between different grids, and then generate a stress coupling matrix based on the stress coupling coefficient to reflect the stress distribution at the roadway roof. The impact simulation module is used to generate a geologically active area in a three-dimensional model based on the historical seismic records and geological theories of the tunnel. Several sets of vibration sources are randomly set in the geologically active area to simulate the impact process of vibration waves on the tunnel roof. The timing parameters of each set of vibration waves propagating to the tunnel roof are collected in sequence, and each set of vibration sources corresponds to a random vibration wave type. The capability evaluation module is used to calculate the maximum stress on different grids in each impact based on time-series parameters and stress coupling matrix, fit the probability distribution of the maximum stress of each grid, generate the failure probability of the corresponding anchor bolt for each grid, and finally calculate the overall impact resistance level of the roadway roof anchor support to evaluate its impact resistance capability.

[0015] Compared with the prior art, the beneficial effects of the present invention are: This invention achieves high-precision simulation of the dynamic response of various anchor bolts in the roadway roof under multiple seismic wave impacts by collecting geological and support parameters and constructing a three-dimensional model and stress coupling matrix, thus obtaining a more realistic stress distribution. The simulation settings using random vibration sources and multiple types of seismic waves can better simulate different possible situations in the roadway area. Combined with probability distribution fitting, the failure risk of each anchor bolt can be scientifically assessed. The impact resistance level is classified by statistically analyzing the proportion of risk grids, providing a quantitative risk assessment basis for the overall anchor support safety. This scheme overcomes the limitations of traditional static analysis, enhances the evaluation capability of roadway support impact resistance, and improves the reliability of the evaluation results. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall method flow of the present invention; Figure 2 This is a flowchart illustrating step S2 in this invention; Figure 3 This is a flowchart illustrating step S4 in this invention; Figure 4 This is a schematic diagram of the module structure of the computing system in this invention. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] Example: Please see Figures 1-3 The present invention provides a technical solution: The calculation method for the impact resistance of roadway roof anchorage support includes the following steps: S1: Collect geological parameters and anchorage support parameters of the roadway and establish a 3D model based on them. Divide the roadway roof into several grids centered on each anchor bolt in the anchorage support. Apply impact loads to different grids sequentially for simulation analysis. Geological parameters include rock mass type, rock mass strength, and rock layer thickness in the roadway area. Support parameters include the number of anchor bolts, support location, anchor bolt size, and anchor bolt material. When applying impact loads to different grids for simulation analysis, the impact loads are applied to the entire grid as surface loads. This method better reflects the physical situation of actual vibration waves acting on a certain area than point loads, and can enhance the rationality and reliability of load application.

[0020] When applying impact loads, various methods can be used, such as transient pressure pulses, time-history vibration loads, and impact force pulses. However, in this embodiment, the analysis mainly focuses on earthquakes, so time-history vibration loads (e.g., half-sine waves) can be used to simulate seismic waves, and their specific parameters are determined by expert experience. When applying impact loads to different grids, they can be done sequentially according to grid number or randomly, but it is necessary to ensure that each grid has been subjected to an impact load in a single impact load simulation analysis.

[0021] In this step, the roadway roof is meticulously divided into local subdivisions centered on each anchor bolt in the anchored support. This allows for the capture of the mechanical response in the area where the anchor bolts are located, overcoming the limitation of traditional homogeneous models that ignore local differences. It reveals the response differences of different areas of the roadway roof under seismic impact, providing a basis for subsequent risk grid identification and failure probability calculation.

[0022] S2: In the simulation analysis, the maximum stress experienced by each grid is collected sequentially. Based on the maximum stress of each grid, the stress coupling coefficient between different grids is calculated to quantify the mechanical influence between them. Then, a stress coupling matrix is ​​generated based on the stress coupling coefficient to reflect the stress distribution at the roadway roof. Since only one grid is subjected to impact load at a time in the simulation analysis, the maximum stress experienced by each grid is only affected by the impact load and not by other grids. and impact load Proportional, that is: In the formula This represents the proportionality coefficient, which is determined by expert experience in conjunction with support parameters.

[0023] The specific process of step S2 is as follows: S201: Sequentially collect the maximum stress on each grid, and compare the maximum stress of each grid with the reference stress before the impact load is applied to obtain the stress increment of each grid. The calculation formula can be expressed as: In the formula Indicates the first Stress increment of each grid, Indicates the first The maximum stress of each grid, Indicates the first Reference pressure for each grid, subscript This indicates the index of the grid number. In 3D simulation, various pressure parameters can be obtained through simulation analysis, while in practical applications, they can be obtained through on-site measurement using pressure sensors.

[0024] S202: For each grid subjected to impact load, calculate the ratio between the stress increment of other grids and the stress increment of this grid, and use these ratios as the stress coupling coefficients of this grid to other grids. The calculation formula can be expressed as: In the formula Indicates the first The grid relative to the first Stress coupling coefficient of each mesh, subscript It also represents the index of the grid number.

[0025] S203: A stress increment matrix is ​​constructed based on the stress coupling coefficient to reflect the stress increment of the roadway roof when a single grid is subjected to an impact load. The elements of the stress increment matrix correspond one-to-one with the grids, and the number of elements is the same as the number of grids. For any element in the stress increment matrix, its value is equal to the stress increment of that grid multiplied by the stress coupling coefficient of that grid relative to other grids.

[0026] In this embodiment, for ease of intuitive understanding, a simple example is provided. Assume the tunnel roof is divided into 3x3 grids, numbered 1 to 9 sequentially from left to right and top to bottom. Then, the stress increment matrix corresponding to grid 1... Represented as: Stress increment matrix corresponding to grid 2 Represented as: As can be seen from this stress increment matrix, its actual physical meaning reflects the magnitude of the stress increment in grids 1-9 when an impact load is applied to grid 1. If grid 1 is not subjected to an impact load, then... If the value is 0, and all other elements in the matrix are also 0, it means that mesh 1 will not affect the stress of other meshes.

[0027] S204: Several sets of stress increment matrices are superimposed to obtain a composite increment matrix to reflect the stress increment of the roadway roof when multiple grids are subjected to impact loads. Then, a reference matrix is ​​constructed based on the reference stress of each grid. The composite increment matrix and the reference matrix are superimposed to obtain the stress coupling matrix.

[0028] Composite Incremental Matrix It can be represented as: in This represents the total number of grid cells, in this embodiment. .

[0029] The reference matrix can be represented as: in ~ These represent the reference stresses for grids 1 through 9, respectively. Final stress coupling matrix This can be expressed as: It can be seen that the stress coupling matrix In reality, the physical meaning it reflects is the maximum stress value of the anchor corresponding to each grid when it is subjected to impact, which is due to both the "direct influence of impact load" and the "indirect influence of other grids".

[0030] In this step, by constructing a stress coupling matrix, the superposition effect of local and overall loads can be accurately reflected, and the stress state of each anchor can be precisely described, thus providing a solid data foundation for subsequent calculation of failure probability and risk grid determination.

[0031] S3: Based on historical seismic records and geological theories of the tunnel, a geologically active region is generated in the 3D model. Within this region, several sets of vibration sources are randomly set to simulate the impact of seismic waves on the tunnel roof. The time-series parameters of each set of vibration waves propagating to the tunnel roof are collected sequentially, with each set of vibration sources corresponding to a random vibration wave type. In other words, one vibration source corresponds to one vibration wave type, causing one impact on the tunnel roof and generating a corresponding set of time-series parameters.

[0032] Historical earthquake records include historical source locations, historical wave types, and historical source energies. Wave types include P-waves, S-waves, and surface waves. When simulating the impact of waves on the tunnel roof, the source energy is also randomly set, and the random range is between the maximum and minimum values ​​of historical source energy.

[0033] The time interval of the time series parameters starts from when the vibration wave just reaches the roof of the roadway and ends when the vibration wave completely leaves the roof of the roadway. The time series parameters are the grid numbers that are impacted by the vibration wave at different time points, as well as the real-time stress of the grids impacted by the vibration wave.

[0034] It is understandable that the vibration wave originates from the vibration source, propagates through the rock mass, and arrives at different grids on the tunnel roof. Since the distance between the vibration source and different grids on the tunnel roof is different, the propagation time is also different. In addition, the geological structure of the rock mass is complex, with cracks, faults, and alternating soft and hard surfaces, which will produce additional time delay differences, acting on different grids at different times. Furthermore, the vibration wave will attenuate during propagation, so the load applied when acting on different grids will also change.

[0035] By recording the timing parameters of the vibration wave from contact with the top plate to its departure, the time differences and amplitude changes of the force on different grids can be accurately captured, reflecting the speed differences in vibration wave propagation, the time delay caused by the inhomogeneity of the medium, and the energy decay law of the vibration wave, which greatly improves the accuracy of the simulation.

[0036] S4: Based on the time series parameters and stress coupling matrix, calculate the maximum stress on different grids in each impact, fit the probability distribution of the maximum stress of each grid, generate the failure probability of the corresponding anchor bolt for each grid, and finally calculate the overall impact resistance level of the roadway roof anchor support to evaluate its impact resistance capability.

[0037] The specific process of step S4 is as follows: S401: For a single impact, the direct stress increment of different grids is calculated based on the corresponding time series parameters, combined with the vibration source location and vibration source energy. Then, the real-time stress of each grid is calculated by combining the direct stress increment and the stress coupling matrix, and the maximum stress of each grid in the impact is obtained from it.

[0038] For a mesh directly subjected to an impact load by a vibration wave, its real-time stress consists of three parts: reference stress, direct stress increment, and indirect stress increment. The direct and indirect stress increments reflect the direct effects of the vibration wave and the indirect effects on other meshes directly affected by the vibration wave, respectively. The direct stress increment can be approximated by considering the vibration source location, wave type, and source energy, combined with classical wave equations and elastic dynamics estimation. The specific steps are as follows: According to the energy conservation and dissipation theory of the classical wave equation, the energy of a vibrational wave undergoes geometric diffusion and medium absorption attenuation with increasing propagation distance. Therefore, the vibrational energy at a certain grid point can be calculated using the following formula: In the formula Indicates the first The grid in the first The vibrational energy at each point in time Indicates the energy of the vibration source. The attenuation coefficient of the rock mass is indicated (determined by geological parameters combined with expert experience). This represents the distance between the vibration source and the grid (equivalent to the distance between the vibration source and the connection between the anchor bolt and the roadway roof). This represents the geometrical area of ​​the vibrating wave, and its value is determined based on the type of wave; for example, for spherical waves... .

[0039] Based on the fundamental relationships of elastic dynamics, energy is proportional to the square of the amplitude, and amplitude is proportional to stress. Therefore, after obtaining the vibrational wave energy at the grid, and combining it with the structural mechanics model, the direct stress increment of the anchor corresponding to that grid can be estimated.

[0040] Similar to step S1, the vibration waves acting directly on the mesh at this point are equivalent to impact loads. Therefore, after obtaining the direct stress increment, combining it with the stress coupling matrix allows us to calculate the real-time stress of all meshes. The logic is as follows: By combining the direct stress increment of the mesh with its stress increment matrix (i.e., the direct stress increment multiplied by the stress coupling coefficient), the indirect stress increment of the mesh relative to other meshes can be obtained. Similarly, the indirect stress increment of other meshes relative to the mesh can also be obtained. Then, by sequentially adding the reference stress, direct stress increment, and indirect stress increment of all meshes (equivalent to superimposing the reference matrix and the composite increment matrix), the real-time stress of all meshes can be obtained.

[0041] For all meshes, the formula for calculating the maximum stress during this impact can be expressed as: In the formula Indicates the first In the second impact, the first The maximum stress experienced by each grid, Indicates the first In the second impact, the first The grid in the first Real-time stress at each time point. , These represent the index of the number of impacts and the index of the time point, respectively.

[0042] By utilizing the distance-dependent energy decay model of seismic waves and the fundamental relationship of elastic dynamics, combined with the stress coupling matrix, a tight coupling between the temporal dynamic load of seismic waves and the mechanical response of the top plate anchor bolts was achieved. This breakthrough surpasses traditional static or simplified dynamic analysis methods. It not only calculates the real-time stress of the grid directly impacted by seismic waves, but also reflects the indirect response of other grids through the coupling matrix, thus realizing a global consideration of the influence of spatial mechanics.

[0043] S402: Estimate the probability distribution of the maximum stress of each grid under multiple impacts, fit the cumulative distribution function of the maximum stress of each grid, and then calculate the failure probability of the anchor corresponding to the grid based on the cumulative distribution function. The failure probability is positively correlated with the maximum stress.

[0044] The maximum stress of each grid during multiple impacts is expressed in aggregate form as follows: In the formula This indicates the total number of impacts.

[0045] The method for calculating the failure probability is determined by the specific form of the cumulative distribution function. In this embodiment, it is assumed that the set... If a function follows a certain extreme value distribution (such as the Gumbel distribution), the cumulative distribution function of its maximum function is expressed as follows: When the maximum stress exceeds the ultimate stress of the anchor bolt If the anchor bolt is considered to have failed, then the first... The failure probability of the anchor corresponding to each grid. This can be expressed as: The specific magnitude of its failure probability is calculated based on extreme value theory, and the formula is as follows: S403: Mark the grids with failure probability greater than the preset probability threshold as risk grids, calculate the proportion of risk grids in all grids, compare the proportion with the preset proportion threshold, and output the overall impact resistance level of the roadway roof anchorage support based on the comparison results. The lower the proportion of risk grids, the higher the impact resistance level and the stronger the impact resistance.

[0046] Specifically, in this embodiment, the impact resistance level can be divided into three levels. When the proportion of risk grid is less than 5%, it is assumed that the anchor bolts of the roadway roof will basically not fail after being impacted by the vibration wave, so the impact resistance level is level 3, with the strongest impact resistance. When the proportion of risk grid is between 5% and 20%, it is assumed that some of the anchor bolts of the roadway roof will fail after being impacted by the vibration wave, so the impact resistance level is level 2, with relatively weak impact resistance. When the proportion of risk grid is more than 20%, it is assumed that a large number of anchor bolts of the roadway roof will fail after being impacted by the vibration wave, so the impact resistance level is level 1, with the weakest impact resistance.

[0047] By dividing the roadway into risk grids and determining the overall impact resistance of the roadway roof based on the proportion of risk grids, the conversion from local failure to overall safety level is realized, which facilitates risk classification, early warning and decision-making in engineering applications.

[0048] Please see Figure 4 The present invention also provides a calculation system for the impact resistance of roadway roof anchorage support, which is applicable to the above-mentioned calculation method for the impact resistance of roadway roof anchorage support, specifically including: a three-dimensional simulation module, a data analysis module, an impact simulation module, and a capacity evaluation module.

[0049] The 3D simulation module is used to collect the geological parameters of the roadway and the support parameters of the anchor support, and to build a 3D model based on them. The roadway roof is divided into several groups of grids with each anchor rod in the anchor support as the center, and impact loads are applied to different grids in sequence for simulation analysis. The data analysis module is used to sequentially collect the maximum stress of each grid in the simulation analysis, calculate the stress coupling coefficient between different grids based on the maximum stress of each grid to quantify the mechanical influence between different grids, and then generate a stress coupling matrix based on the stress coupling coefficient to reflect the stress distribution at the roadway roof. The impact simulation module is used to generate geologically active areas in a three-dimensional model based on historical seismic records and geological theories of the tunnel. Several sets of vibration sources are randomly set in the geologically active areas to simulate the impact process of vibration waves on the tunnel roof. The timing parameters of each set of vibration waves propagating to the tunnel roof are collected in sequence, and each set of vibration sources corresponds to a random vibration wave type. The capability evaluation module is used to calculate the maximum stress on different grids in each impact based on time parameters and stress coupling matrix, fit the probability distribution of the maximum stress of each grid, generate the failure probability of the corresponding anchor for each grid, and finally calculate the overall impact resistance level of the roadway roof anchor support to evaluate its impact resistance capability.

[0050] The above formulas are all dimensionless calculations. The formulas are derived from software simulations based on a large amount of collected data to obtain the most recent real-world results. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0051] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented in software, the above embodiments can be implemented, in whole or in part, as a computer program product. Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution.

[0052] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0053] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A method for calculating the impact resistance of roadway roof anchorage support, characterized in that, The specific steps include: S1: Collect the geological parameters of the roadway and the support parameters of the anchor support, and establish a three-dimensional model based on them. Divide the roadway roof into several groups of grids with each anchor rod in the anchor support as the center, and apply impact loads to different grids in sequence for simulation analysis. S2: In the simulation analysis, the maximum stress of each grid is collected in sequence. The stress coupling coefficient between different grids is calculated based on the maximum stress of each grid to quantify the mechanical influence between different grids. Then, a stress coupling matrix is ​​generated based on the stress coupling coefficient to reflect the stress distribution at the roadway roof. S3: Based on the historical seismic records and geological theories of the tunnel, a geologically active region is generated in the three-dimensional model. Several sets of vibration sources are randomly set in the geologically active region to simulate the impact process of vibration waves on the tunnel roof. The time series parameters of each set of vibration waves propagating to the tunnel roof are collected in sequence, and each set of vibration sources corresponds to a random vibration wave type. S4: Based on the time series parameters and stress coupling matrix, calculate the maximum stress on different grids in each impact, fit the probability distribution of the maximum stress of each grid, generate the failure probability of the corresponding anchor bolt for each grid, and finally calculate the overall impact resistance level of the roadway roof anchor support to evaluate its impact resistance capability.

2. The method for calculating the impact resistance of roadway roof anchorage support according to claim 1, characterized in that: The geological parameters include the rock mass type, rock mass strength, and rock stratum thickness of the area where the tunnel is located, and the support parameters include the number of anchor bolts, support location, anchor bolt size, and anchor bolt material.

3. The method for calculating the impact resistance of roadway roof anchorage support according to claim 2, characterized in that: When performing simulation analysis on different grids, the impact load is applied to the entire grid in the form of a surface load, and the maximum stress at the connection between the anchor bolt and the roadway roof is taken as the maximum stress of the corresponding grid.

4. The method for calculating the impact resistance of roadway roof anchorage support according to claim 3, characterized in that: The specific process of step S2 is as follows: S201: Sequentially collect the maximum stress on each grid, and compare the maximum stress of each grid with the reference stress before the impact load is applied to obtain the stress increment of each grid; S202: For each grid subjected to impact load, calculate the ratio between the stress increment of other grids and the stress increment of this grid, and use these ratios as the stress coupling coefficients of this grid to other grids respectively; S203: A stress increment matrix is ​​constructed based on the stress coupling coefficient to reflect the stress increment of the roadway roof when a single grid is subjected to an impact load. The elements of the stress increment matrix correspond one-to-one with the grids, and the number of elements is the same as the number of grids. S204: Several sets of stress increment matrices are superimposed to obtain a composite increment matrix to reflect the stress increment of the roadway roof when multiple grids are subjected to impact loads. Then, a reference matrix is ​​constructed based on the reference stress of each grid. The composite increment matrix and the reference matrix are superimposed to obtain the stress coupling matrix.

5. The method for calculating the impact resistance of roadway roof anchorage support according to claim 4, characterized in that: For any element in the stress increment matrix, its value is equal to the stress increment of that mesh multiplied by the stress coupling coefficient of that mesh relative to other meshes.

6. The method for calculating the impact resistance of roadway roof anchorage support according to claim 1, characterized in that: The historical earthquake records include historical source locations, historical wave types, and historical source energies. The wave types include P-waves, S-waves, and surface waves. When simulating the impact of vibration waves on the tunnel roof, the vibration source energy is also set randomly, and the random range is between the maximum and minimum values ​​of the historical vibration source energy.

7. The method for calculating the impact resistance of roadway roof anchorage support according to claim 4, characterized in that: The time interval of the time series parameters starts from when the vibration wave just reaches the roof of the roadway and ends when the vibration wave completely leaves the roof of the roadway. The time series parameters are the grid numbers that are impacted by the vibration wave at different time points, and the real-time stress of the grids impacted by the vibration wave.

8. The method for calculating the impact resistance of roadway roof anchorage support according to claim 7, characterized in that: The specific process of step S4 is as follows: S401: For a single impact, the direct stress increment of different grids is calculated based on the corresponding time series parameters, combined with the vibration source location and vibration source energy. Then, the real-time stress of each grid is calculated by combining the direct stress increment and the stress coupling matrix, and the maximum stress of each grid in the impact is obtained accordingly. S402: Estimate the probability distribution of the maximum stress of each grid under multiple impacts, fit the cumulative distribution function of the maximum stress of each grid, and then calculate the failure probability of the anchor corresponding to the grid based on the cumulative distribution function. The failure probability is positively correlated with the maximum stress. S403: Mark the grids with failure probability greater than the preset probability threshold as risk grids, calculate the proportion of risk grids in all grids, compare the proportion with the preset proportion threshold, and output the overall impact resistance level of the roadway roof anchorage support based on the comparison results. The lower the proportion of risk grids, the higher the impact resistance level and the stronger the impact resistance.

9. A calculation system for the impact resistance of roadway roof anchorage support, characterized in that: The system for calculating the impact resistance of roadway roof anchorage support is applicable to the method for calculating the impact resistance of roadway roof anchorage support as described in any one of claims 1-8, specifically including: The three-dimensional simulation module is used to collect the geological parameters of the roadway and the support parameters of the anchor support and establish a three-dimensional model based on them. The roadway roof is divided into several groups of grids with each anchor rod in the anchor support as the center, and impact loads are applied to different grids in sequence for simulation analysis. The data analysis module is used to sequentially collect the maximum stress of each grid in the simulation analysis, calculate the stress coupling coefficient between different grids based on the maximum stress of each grid to quantify the mechanical influence between different grids, and then generate a stress coupling matrix based on the stress coupling coefficient to reflect the stress distribution at the roadway roof. The impact simulation module is used to generate a geologically active area in a three-dimensional model based on the historical seismic records and geological theories of the tunnel. Several sets of vibration sources are randomly set in the geologically active area to simulate the impact process of vibration waves on the tunnel roof. The timing parameters of each set of vibration waves propagating to the tunnel roof are collected in sequence, and each set of vibration sources corresponds to a random vibration wave type. The capability evaluation module is used to calculate the maximum stress on different grids in each impact based on time-series parameters and stress coupling matrix, fit the probability distribution of the maximum stress of each grid, generate the failure probability of the corresponding anchor bolt for each grid, and finally calculate the overall impact resistance level of the roadway roof anchor support to evaluate its impact resistance capability.

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