A coal mine tunnel excavation progress driven model incremental updating method based on BIM and GIS

Abstract

The present application relates to the field of coal mine roadway driving progress driven model incremental updating, especially relates to a coal mine roadway driving progress driven model incremental updating method based on BIM and GIS. The content includes: synchronously collecting and preprocessing BIM data, GIS data, field measured data and construction segmented network data; based on the preprocessed BIM data, GIS data and construction segmented network data, generating a global unified primary key, obtaining a space-time topology coupling coefficient, and generating a unified coupling index table; combining the construction progress data and the space-time topology coupling coefficient, constructing a pre-order propagation object set, combining the progress and the pre-order propagation, calculating the progress driven consistency constraint state evolution value, and generating a front cutting update index, screening the objects to be updated, and performing synchronous incremental updating. The problems of traditional methods, such as local progress conduction difficulty, cross-model state inconsistency, large full refresh calculation overhead, and inability to update in real time and accurately, are solved.

Description

Technical Field

[0001] This invention relates to the field of incremental model updates driven by the progress of coal mine roadway excavation, and particularly to a method for incremental model updates driven by the progress of coal mine roadway excavation based on BIM and GIS. Background Technology

[0002] Coal mine roadway excavation is characterized by continuous segmented construction, clear spatial topological relationships, frequent changes in site conditions, and the coexistence of heterogeneous BIM components and GIS spatial elements. In actual engineering, BIM models are mainly used to express engineering attributes such as roadway components and cross-sectional parameters, while GIS models focus on presenting information such as the mining area's geographic spatial environment and roadway alignment relationships. The two models differ inherently in their application objectives, data structures, and update mechanisms. Traditional coal mine roadway progress management often employs static ledgers, manual reporting, and periodic model updates. While these methods can record progress, they fail to meet the demands of digital mines for rapid response to local changes, consistent maintenance of cross-model states, and real-time updates of large-scale objects. Traditional BIM-GIS fusion methods also remain at the level of simple spatial mapping, matching objects based on spatial overlap and nearest neighbor distance, lacking unified modeling for roadway directional consistency, construction chain topological relationships, and the propagation characteristics of continuous excavation fronts. Summary of the Invention

[0003] This invention provides a model incremental update method based on BIM and GIS driven by the progress of coal mine roadway excavation, in order to solve the technical problems in traditional coal mine roadway excavation progress management, such as difficulty in local progress transmission, inconsistency between BIM and GIS cross-model states, and high computational overhead of full refresh, which cannot meet the real-time and accurate update requirements of digital mines.

[0004] The present invention provides a method for incremental model updates driven by the progress of coal mine roadway excavation based on BIM and GIS, comprising the following steps:

[0005] S1. Synchronously collect and preprocess BIM data, GIS data, field measured data, and construction segment network data of coal mine roadways to obtain preprocessed BIM data, GIS data, field measured data, and construction segment network data; Based on the preprocessed BIM data, preprocessed GIS data, and preprocessed construction segment network data, generate a globally unified primary key to obtain preprocessed BIM data, GIS data, and construction segment network data with unified primary key, and perform semantic matching calculation and construction connection relationship determination to obtain semantic matching value and construction topology connection value; Based on the semantic matching value and construction topology connection value, calculate the comprehensive correlation degree and generate the spatiotemporal topological coupling coefficient between BIM roadway components and GIS spatial elements; Write the spatiotemporal topological coupling coefficient between BIM roadway components and GIS spatial elements, as well as the preprocessed BIM data, preprocessed GIS data, and preprocessed construction segment network data with unified primary key, into a unified coupling index table and save them according to the construction chain segment;

[0006] S2. Based on the unified coupling index table, combined with construction progress data and the spatiotemporal topological coupling coefficients of BIM tunnel components and GIS spatial elements, a set of preceding propagation objects is constructed using neighborhood filtering. Based on the set of preceding propagation objects, a dynamic state evolution mechanism is introduced, and the progress-driven consistency constraint state evolution value is calculated by combining its own progress and preceding propagation. Based on the progress-driven consistency constraint state evolution value, combined with construction progress data and the spatiotemporal topological coupling coefficients of BIM tunnel components and GIS spatial elements, a leading edge pruning update index is generated to filter objects to be updated and perform synchronous incremental updates.

[0007] Preferably, S1 specifically includes:

[0008] The BIM data, GIS data, field measurement data, and construction segment network data of coal mine roadways are standardized through coordinate system I, object coding, roadway centerline registration, GIS mileage attribute unification, and timestamp format standardization to obtain preprocessed BIM data, GIS data, field measurement data, and construction segment network data. The construction segment code in the preprocessed construction segment network data, the mileage attribute in the preprocessed GIS data, and the construction segment number in the preprocessed BIM data are used as core dimensions and sequentially concatenated to generate a globally unified primary key, resulting in preprocessed BIM data, GIS data, and construction segment network data with unified primary key.

[0009] Preferably, S1 specifically includes:

[0010] Based on the tunnel components in the preprocessed BIM data with unified primary keys, the minimum axis-aligned outer box is calculated as the spatial envelope of the BIM tunnel components; based on the tunnel line features in the preprocessed GIS data with unified primary keys, the minimum axis-aligned outer box is calculated as the spatial envelope of the GIS spatial features; based on the coordinates of the component centerline in the preprocessed BIM data with unified primary keys and the tunnel centerline in the preprocessed GIS data with unified primary keys, the angle between the component centerline direction vector in the BIM data and the tangent vector of the tunnel centerline in the GIS data is obtained by combining the inverse cosine function.

[0011] Preferably, S1 specifically includes:

[0012] The object category field, construction segment field, and mileage interval field are extracted from the preprocessed BIM data, GIS data, and construction segment network data with unified primary keys. Each field is then matched for equality to obtain a semantic matching value. Based on these data, the construction connection relationship between BIM component codes and corresponding GIS element codes is determined to obtain a construction topology connection value. The semantic matching value and the construction topology connection value are multiplied to obtain a comprehensive correlation degree. The object category field includes component attributes from the BIM data and thematic fields from the GIS data. The construction segment field includes the construction segment number from the BIM data and the construction segment code from the construction segment network data. The mileage interval field includes the mileage attribute from the GIS data.

[0013] Preferably, S1 specifically includes:

[0014] Based on the spatial envelope of BIM tunnel components and the spatial envelope of GIS spatial elements, combined with the angle between the direction vector of the component centerline in BIM data and the tangent vector of the tunnel centerline in GIS data, and the comprehensive correlation degree, the spatiotemporal topological coupling coefficient between BIM tunnel components and GIS spatial elements is calculated.

[0015] Preferably, S2 specifically includes:

[0016] The construction progress data includes the planned tunneling length, the actual tunneling length, and the leading edge status indicator. Based on the planned tunneling length and the actual tunneling length of the previous moment, the BIM normalized status value of the previous moment is calculated. Based on the construction segment code in the preprocessed construction segment network data after unified primary key and the construction segment number in the preprocessed BIM data after unified primary key of the previous moment, the construction segment is located, and the actual spatial advance length of the corresponding construction segment is calculated. Based on the actual spatial advance length and the planned tunneling length of the previous moment, the GIS normalized status value of the previous moment is calculated. By calculating the absolute value of the difference between the BIM normalized status value and the GIS normalized status value of the previous moment, the BIM-GIS status inconsistency suppression term of the previous moment is obtained.

[0017] Preferably, S2 specifically includes:

[0018] In the implementation of the dynamic state evolution mechanism, a self-progress term is constructed by calculating the ratio of the actual tunneling length at the current moment to the planned tunneling length at the current moment, thereby quantifying the construction progress of the tunnel segment itself. Based on the spatiotemporal topological coupling coefficient between the tunnel segment and the preceding propagation object, combined with the leading-edge state identifier of the preceding propagation object at the current moment and its own progress term, a preceding propagation compensation term is constructed to quantify the progress of the preceding tunnel segment on the current state. Based on its own progress term, the preceding propagation compensation term, and the BIM-GIS state inconsistency suppression term of the previous moment, an interval pruning operator is introduced to calculate the progress-driven consistency constraint state evolution value.

[0019] Preferably, S2 specifically includes:

[0020] A state evolution difference detection term is constructed by calculating the absolute value of the difference between the current time and the previous time in the progress-driven consistency constraint state evolution value; a coupling enhancement ranking term is constructed by taking the maximum value of the spatiotemporal topological coupling coefficient between the current roadway segment and the preceding propagation object; based on the state evolution difference detection term and the coupling enhancement ranking term, and by introducing a frontier candidate gating identifier, a frontier trimming update index is calculated; the frontier trimming update index is compared with a preset update threshold to filter objects to be updated, and transactional updates are performed on the BIM data and GIS data.

[0021] The beneficial effects of the technical solution of the present invention are:

[0022] 1. By replacing the traditional simple spatial mapping relationship with a spatiotemporal topological coupling coefficient, spatial overlap, directional consistency, semantic matching and construction topology connection are unified into the same calculation framework. This can more accurately express the actual correlation strength between BIM and GIS objects and provide a stable coupling basis for subsequent progress status propagation.

[0023] 2. The planned progress, actual progress, preceding propagation effect, and BIM-GIS state consistency constraints are all written into the same state evolution rule. Instead of being limited to static completion rate judgment, a dynamic state evolution mechanism that integrates residual progress compensation, the strongest preceding propagation, and consistency suppression is proposed, which is more suitable for the dynamic expression and synchronous maintenance of coal mine roadways in continuous tunneling scenarios.

[0024] 3. Based on the frontier pruning update index, the objects to be updated are selected. Synchronous write-back is only performed on objects with significant frontier changes and high coupling strength. Compared with the full refresh method, it can significantly reduce the computational overhead and model write-back burden, while improving the response speed of local changes. Attached Figure Description

[0025] Figure 1 This is a flowchart of a model incremental update method based on BIM and GIS driven by the tunneling progress in coal mines, as described in this invention. Detailed Implementation

[0026] To further illustrate the technical means and effects adopted by the present invention to achieve its intended purpose, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0028] The following describes in detail, with reference to the accompanying drawings, a specific scheme for a model incremental update method based on BIM and GIS driven by the tunneling progress of a coal mine roadway, provided by the present invention.

[0029] See attached document Figure 1 The diagram illustrates a flowchart of a BIM and GIS-based incremental update method for coal mine roadway excavation driven by progress, according to an embodiment of the present invention. The method includes the following steps:

[0030] S1. Synchronously collect and preprocess BIM data, GIS data, field measured data, and construction segment network data of coal mine roadways to obtain preprocessed BIM data, GIS data, field measured data, and construction segment network data; Based on the preprocessed BIM data, preprocessed GIS data, and preprocessed construction segment network data, generate a globally unified primary key to obtain preprocessed BIM data, GIS data, and construction segment network data with unified primary key, and perform semantic matching calculation and construction connection relationship determination to obtain semantic matching value and construction topology connection value; Based on the semantic matching value and construction topology connection value, calculate the comprehensive correlation degree and generate the spatiotemporal topological coupling coefficient between BIM roadway components and GIS spatial elements; Write the spatiotemporal topological coupling coefficient between BIM roadway components and GIS spatial elements, as well as the preprocessed BIM data, preprocessed GIS data, and preprocessed construction segment network data with unified primary key, into a unified coupling index table and save them according to the construction chain segment;

[0031] First, using underground coal mine construction surveying equipment, BIM information system, GIS geographic information system, and construction management ledger, BIM data, GIS data, on-site measured data, and construction segment network data of coal mine roadway engineering objects are collected simultaneously. BIM data includes roadway components, component centerlines, component codes, construction segment numbers, component attributes, component construction progress status, and timestamp information. GIS data includes element codes, roadway line elements, roadway centerline coordinates, zone surface elements, spatial elements, spatial geometric coordinates, spatial advance status, mileage attributes, thematic field information, roadway spatial trajectory lines, construction segment spatial range, and working face coordinate data. Construction segment network data includes the sequential relationship between roadway segments, construction segment centerlines, timestamp information, construction chain identifiers, construction chain adjacency relationships, segment connection tables, and construction segment codes. On-site measured data includes measured roadway centerline coordinates, tunneling advance data, front-end status identifiers, and spatial cross-sectional data.

[0032] The BIM data, GIS data, construction segment network data, and on-site measured data are then preprocessed. The preprocessing includes coordinate system one, object coding standardization, tunnel centerline registration, GIS mileage attribute unification, and timestamp format standardization. Specifically, this is implemented as follows: First, coordinate system one is performed: a seven-parameter Bursa coordinate transformation model is used to perform coordinate system one, unifying the BIM modeling coordinate system, GIS geographic coordinate system, and on-site measured coordinate system to the mining area's three-dimensional engineering coordinate system, resulting in BIM data, GIS data, construction segment network data, and on-site measured data after coordinate system one. Second, object coding standardization is performed: an industry-standard three-dimensional model is used... The data classification coding standard serves as a unified coding rule. Based on the coal BIM-GIS data exchange standard, a field mapping dictionary is established. Object coding standardization processing is performed on the BIM component codes, GIS element codes, and construction segment codes in the BIM data, GIS data, and construction segment network data after coordinate system one. This results in object-coded standardized BIM data, GIS data, and construction segment network data, achieving unified format and field correspondence for BIM component codes, GIS element codes, and construction segment codes. Third, roadway centerline registration processing is performed: the component centerline point coordinates of the object-coded standardized BIM data and the object-coded standardized GIS data are then matched. The centerline coordinates of the tunnels in the S-data and the spatial coordinates of the construction segment centerlines in the construction segment network data after object coding standardization are used as matching features. A geometric feature matching algorithm based on Euclidean distance and curvature features (such as publicly available algorithms like ICP and Iterative Closest Point) is employed to match the centerline points of the three types of data. Kriging interpolation is then used to spatially interpolate the discrete points of the matched centerlines, filling in missing points and generating a continuous set of centerline points. This yields the BIM data, GIS data, and construction segment network data after tunnel centerline registration. The component centerline point coordinates in the BIM data after object coding standardization are based on the tunnel centerline coordinates of the BIM data after coordinate system one. The cross-sectional profile data of the road components are calculated using the cross-sectional centroid extraction method; Fourth, GIS mileage attribute unification: Based on the GIS data after registration processing of the roadway centerline, the roadway entrance is taken as the global mileage zero point, and the local mileage values ​​of each spatial element are linearly mapped according to their spatial location and converted into mileage values ​​with a unified starting point. All length units are uniformly converted to meters, and based on the direction of the roadway centerline of the GIS data after registration processing of the roadway centerline, the local mileage benchmark is uniformly mapped to the global centerline direction benchmark. The mileage attributes in the GIS data are standardized to achieve global unification of mileage starting point, measurement unit and mileage benchmark, resulting in GIS data after mileage attribute standardization.Fifth, timestamp format standardization: The timestamp information in the BIM data and construction segment network data after centerline registration is standardized and unified to UTC timestamp, and mapped to the construction segment number. After the above preprocessing, preprocessed BIM data, preprocessed GIS data, preprocessed construction segment network data, and preprocessed field measurement data are obtained. The construction segment code in the preprocessed construction segment network data, the mileage attribute in the preprocessed GIS data, and the construction segment number in the preprocessed BIM data are used as core dimensions and concatenated in the order of construction segment code-mileage attribute-construction segment number to generate a globally unified primary key.

[0033] Subsequently, geometric feature extraction technology is used to calculate the minimum axis-aligned outer box of the three-dimensional solid model for the tunnel components in the preprocessed BIM data after unifying the primary key, which serves as the spatial envelope of the BIM tunnel components. After three-dimensional stretching of the tunnel line elements in the preprocessed GIS data after unifying the primary key according to the corresponding tunnel design width and design height, the minimum axis-aligned outer box is calculated using the vertex extremum solution method, which serves as the spatial envelope of the GIS spatial elements.

[0034] Furthermore, the dot product between the component centerline direction vector in the preprocessed BIM data after unifying the primary key and the tangent vector of the tunnel centerline in the preprocessed GIS data after unifying the primary key is calculated. Then, combined with the inverse cosine function, the angle between the component centerline direction vector in the BIM data and the tangent vector of the tunnel centerline in the GIS data is obtained. The component centerline direction vector in the preprocessed BIM data after unifying the primary key is calculated using the central difference method based on the component centerline of the preprocessed BIM data after unifying the primary key. The tunnel centerline tangent vector in the preprocessed GIS data after unifying the primary key is calculated using cubic spline fitting and the central difference method based on the tunnel centerline coordinates of the preprocessed GIS data after unifying the primary key. Simultaneously, object category fields (such as component attributes in BIM data and thematic fields in GIS data) and construction segment fields (such as construction segment number and construction segment network number in BIM data) are extracted from the preprocessed BIM data, preprocessed GIS data, and preprocessed construction segment network data after unifying the primary key. Based on the construction segment code and mileage interval fields (such as mileage attributes in GIS data), the object category field, construction segment field, and mileage interval field are matched item by item to obtain semantic matching values. If there is a complete match, the semantic matching value is assigned as 1; if there is a partial match, the semantic matching value is calculated according to the actual matching ratio; if there is no match, the semantic matching value is assigned as 0. Based on the preprocessed BIM data with unified primary keys, the preprocessed GIS data with unified primary keys, and the preprocessed construction segment network data with unified primary keys, spatial matching and identification association between BIM component codes and corresponding GIS element codes are realized. Then, the BIM component codes and corresponding GIS element codes are mapped to the same construction chain and the same construction segment. This determines whether the BIM component codes and corresponding GIS element codes are in the same construction chain, adjacent construction chains, or non-connected construction chains, and obtains the construction topology connection value. If they are in the same construction chain, the construction topology connection value is assigned as 1; if they are in adjacent construction chains, the construction topology connection value is assigned as 0.5; if they are in non-connected construction chains, the construction topology connection value is assigned as 0.

[0035] Based on the spatial topological overlap algorithm and the direction cosine normalization algorithm, and by integrating semantic matching and construction topological constraints, the spatiotemporal topological coupling coefficient is optimized and calculated. The calculation formula is as follows:

[0036] ;

[0037] in, The first step in preprocessing BIM data after unifying the primary key. The first tunnel component and GIS data The spatiotemporal topological coupling coefficient between spatial elements, with a value range of [value range missing]. , Indicates no association. Indicates a complete association; , These are the roadway components of the preprocessed BIM data after unifying the primary key and the spatial element indexes of the preprocessed GIS data after unifying the primary key; For the first A spatial envelope of a BIM tunnel component is generated from the corresponding tunnel component in the preprocessed BIM data after unifying the primary key, and is used for spatial overlap comparison. For the first A spatial envelope of a GIS spatial feature is generated from the corresponding lane line feature in the preprocessed GIS data after unifying the primary key; The minimum compensation constant can take values ​​of: ; For the first The spatial envelope of the BIM tunnel component and the first The volume of the spatially overlapping portion of the spatial envelope of a GIS spatial feature is determined by analyzing the volume of the first GIS spatial feature. The spatial envelope of the BIM tunnel component and the first Perform a Boolean intersection operation on the spatial envelope of each GIS spatial feature to extract the spatial overlapping region and calculate its volume. For the first The spatial envelope of the BIM tunnel component and the first The volume of the spatial union of the spatial envelope of each GIS spatial feature is obtained by analyzing the volume of the first GIS spatial feature. The spatial envelope of the BIM tunnel component and the first Perform a Boolean union operation on the spatial envelope of each GIS spatial feature to extract the merged spatial extent and calculate its total volume. The angle between the component centerline direction vector of the preprocessed BIM data after unifying the primary key and the tangent vector of the roadway centerline of the preprocessed GIS data after unifying the primary key, with a value range of [value missing]. , used to reflect directional consistency; To represent the overall correlation, the first value of the preprocessed BIM data after unifying the primary key is... The first BIM tunnel component and the preprocessed GIS data after unified primary key. The connectivity strength of a GIS spatial feature on the construction chain is calculated by multiplying the semantic matching value and the construction topology connectivity value, with a value range of [value range missing]. ; This is a spatial topological overlap calculation item used to quantify the degree of spatial overlap between BIM components and GIS spatial features, in order to exclude invalid BIM component and GIS spatial feature object pairs that are not in the same construction chain in space. This is a direction normalization term used to ensure that the extension direction of BIM components and GIS spatial features in the same construction chain is consistent.

[0038] Next, based on the global unified primary key, the construction segment number of the preprocessed BIM data after the unified primary key, and the timestamp information of the preprocessed BIM data after the unified primary key, a composite index is constructed. The spatiotemporal topological coupling coefficient between the tunnel segment and the preceding propagation object is written into the unified coupling index table along with the preprocessed BIM data after the unified primary key, the preprocessed GIS data after the unified primary key, and the preprocessed construction segment network data after the unified primary key. This establishes a one-to-one correspondence between tunnel segments, BIM tunnel components, and GIS spatial elements. Tunnel segments are saved according to the tunnel construction chain so that subsequent local retrieval and local propagation are performed only on the hit segments.

[0039] S2. Based on the unified coupling index table, combined with construction progress data and the spatiotemporal topological coupling coefficients of BIM tunnel components and GIS spatial elements, a set of preceding propagation objects is constructed using neighborhood filtering. Based on the set of preceding propagation objects, a dynamic state evolution mechanism is introduced, and the progress-driven consistency constraint state evolution value is calculated by combining its own progress and preceding propagation. Based on the progress-driven consistency constraint state evolution value, combined with construction progress data and the spatiotemporal topological coupling coefficients of BIM tunnel components and GIS spatial elements, a leading edge pruning update index is generated to filter objects to be updated and perform synchronous incremental updates.

[0040] Based on the obtained unified coupling index table, construction progress data is further obtained from the construction organization design documents and preprocessed field measurement data. The construction progress data includes planned tunneling length, actual tunneling length, and leading edge status indicators. The units for both planned and actual tunneling lengths are meters. The actual tunneling length is taken from the tunneling scale data in the preprocessed field measurement data. The leading edge status indicator is used to clarify the advancement status of the tunnel leading edge of each tunnel segment. A value of 0 indicates that the tunnel segment has not reached the leading edge; a value of 0.5 indicates that the tunnel segment is in the process of leading edge propagation; and a value of 1 indicates that the leading edge of the tunnel segment has been passed. Then, based on the previous moment... Next For each roadway segment, the planned and actual excavation lengths are compared. The ratio of the actual excavation length to the planned excavation length at the previous moment is calculated to obtain the progress ratio at the previous moment. This progress ratio is then linearly normalized to obtain the progress ratio at the previous moment. Next BIM normalized state values ​​of each tunnel segment Based on the previous moment Next The construction segment codes in the preprocessed construction segment network data with unified primary keys corresponding to each roadway segment, and the construction segment numbers in the preprocessed BIM data with unified primary keys, are used to locate the construction segments. The spatial starting point and working face coordinate data of the corresponding construction segment are projected onto the roadway spatial trajectory line, and the trajectory length between the two projection points is calculated along the roadway spatial trajectory line. The actual spatial advance length of the corresponding construction segment is calculated. After unifying the units using a unit conversion algorithm, the progress ratio of the actual spatial advance length at the previous moment to the planned tunneling length at the previous moment is calculated and linearly normalized to obtain the progress ratio at the previous moment. Next GIS normalized state values ​​of each tunnel segment Based on the sequential relationships between roadway segments in the preprocessed construction segment network data after unified primary keying and the spatiotemporal topological coupling coefficients between BIM roadway components and GIS spatial elements, a spatial connectivity analysis method is used for neighborhood filtering to determine the first... The set of pre-propagation objects for each tunnel segment If multiple objects exist in the preceding propagation object set, then retain the 1-2 preceding roadway segments with the closest straight-line distance to the current roadway segment's spatial geometric coordinates at its spatial center. If the preceding propagation object set is empty, then the preceding propagation compensation term is zero; simultaneously, based on the previous time step... The next corresponding number BIM normalized state values ​​of each tunnel segment GIS normalized state values The absolute value of the difference is used to calculate the first... Inconsistency suppression item for BIM-GIS status of individual roadway segments .

[0041] Based on the static model of planned-to-actual schedule ratio and neighborhood average correction, an optimized dynamic state evolution mechanism is proposed, integrating residual progress compensation, strongest preceding propagation, and consistency suppression, to calculate the state evolution value of schedule-driven consistency constraints. Simultaneously, an interval pruning operator is introduced to limit the value range of the schedule-driven consistency constraint state evolution value, embedding the construction chain frontier propagation effect and BIM-GIS cross-model consistency constraints into the state formation process in advance to solve the problems of difficulty in local schedule propagation and cross-model state inconsistency. Each alleyway is divided into sections at a specific time. Schedule-driven consistency constraint state evolution value The specific calculation formula is as follows:

[0042] ;

[0043] in, For the first Each alleyway is divided into sections at a specific time. The progress-driven consistency constraint state evolution value represents the overall progress state of the roadway segment, and its value range is [value range missing]. ; For the interval pruning operator, ensure that the state evolution value of the schedule-driven consistency constraint does not exceed a reasonable range. ; For the first Each lane segment at the current moment The planned tunneling length; For the first Each lane segment at the current moment The actual tunneling length, For tunnel segment indexing, For time indexing; This is a minimal compensation constant used to avoid the denominator being zero; it can take values ​​of [value missing]. ; Indicates the first The set of pre-propagation objects for each tunnel segment The number of objects contained therein; For the first The alleyway is divided into sections and the first The spatiotemporal topological coupling coefficient between the preceding propagation objects is represented by the following: since there is a one-to-one correspondence between the tunnel segments, BIM tunnel components, and GIS spatial elements, it indicates the first... The BIM tunnel components corresponding to each tunnel segment and the first tunnel segment The spatiotemporal topological coupling coefficient of the GIS spatial elements corresponding to each preceding propagation object; For the first Each preceding propagation object at time... The leading edge state indicator, with a value range of 100%. ; The index of the preceding propagation object in the set of preceding propagation objects; For the first The lanes were divided into sections in the previous moment. The BIM-GIS status inconsistency suppression item has a value range of [value range missing]. This is used to mitigate the impact of differences between BIM and GIS states on the current state evolution. The calculation method is as follows: ; This is a self-progress item used to reflect the construction progress of the tunnel segment itself. The closer the actual tunneling length is to the planned tunneling length, the closer the value is to 1, indicating a higher degree of tunneling completion. This is a prior propagation compensation term, used to reflect that the more fully the prior roadway segment is advanced, the stronger its correlation with the current roadway segment, and the more obvious its promoting effect on the current object's state. Reflecting the The leading-edge state identifier of the preceding propagation object is used for the current... The progress transmission impact of each roadway segment, that is, the contribution of the completion status of the previous roadway segment construction progress to the linkage driving contribution of the current roadway segment construction progress through the construction chain.

[0044] Based on the progress-driven consistency constraint state evolution values ​​and leading-edge state identifiers of each roadway segment, the transformation of leading-edge state identifiers into synchronous updates of BIM and GIS systems is further realized. By constructing a leading-edge trimming update index, the roadway segments to be updated are accurately selected. Specifically, based on the engineering law of continuous construction chain advancement, a "leading-edge candidate trimming - state evolution difference detection - coupling enhancement sorting" model is proposed to limit the update scope from the source, avoiding repeated updates of unchanged objects and ensuring the synchronous consistency of BIM and GIS through a transactional update mechanism. The specific calculation formula for the leading-edge trimming update index is as follows:

[0045] ;

[0046] in, For the first Each alleyway is divided into sections at a specific time. The leading edge trimming update index indicates whether the roadway segment needs to be incrementally synchronized updated. The larger the value, the higher the priority of the update. This is a frontier candidate gating identifier, with a value range of [value range missing]. This is used to limit the scope of the updated object. If the roadway segment belongs to the changed object in the construction management ledger and satisfies the construction chain adjacency relationship and the unified coupling index table hit, then the front candidate gate control flag of the corresponding roadway segment is set to 1 and enters the front candidate set; otherwise, the front candidate gate control flag of the corresponding roadway segment is set to 0. For the first The lanes were divided into sections in the previous moment. The state evolution value of the progress-driven consistency constraint; The state evolution difference detection item is used to characterize the magnitude of changes in the tunneling state in order to determine whether there are significant changes in the roadway segments. The larger the difference value, the more obvious the state change, and the more necessary it is to trigger an update. If the difference value is 0, no update is needed, and the objects to be updated are further filtered. This is a coupling enhancement sorting item used to increase the update priority of highly correlated objects; the stronger the correlation, the larger the value.

[0047] In obtaining the latest cutting-edge metrics Then, update the frontier pruning metrics and update thresholds. Compare and update the threshold First, referencing the initial preset value of the conventional threshold for BIM-GIS synchronous updates in similar coal mines, as a specific example, a value of 0.08 can be used. The final value of the update threshold will be calibrated according to the actual needs of the coal mine roadway excavation construction project. At that time, the first Each roadway segment is added to the incremental update queue, and the following write-backs are performed synchronously within the same batch: the construction progress status and timestamp information of the corresponding components are updated in the BIM information system; the spatial advance status and timestamp information of the corresponding spatial elements are updated in the GIS geographic information system; to ensure consistency between the BIM information system and the GIS geographic information system in the same batch, a unified version number is written to the updated roadway segments; when In this case, only the latest progress-driven consistency constraint state evolution value of the road segment in the cache is updated, without triggering a write-back to the BIM and GIS systems, thus achieving a cutting-edge pruning update.

[0048] In summary, a model incremental update method based on BIM and GIS driven by the tunneling progress of coal mines has been developed.

[0049] The order of the embodiments is for illustrative purposes only and does not represent the superiority or inferiority of the embodiments. The processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0050] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0051] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A BIM and GIS-based coal mine tunneling progress-driven model incremental updating method, characterized in that, Includes the following steps: S1. Synchronously collect and preprocess BIM data, GIS data, field measured data, and construction segment network data of coal mine roadways to obtain preprocessed BIM data, GIS data, field measured data, and construction segment network data; Based on the preprocessed BIM data, preprocessed GIS data, and preprocessed construction segment network data, generate a globally unified primary key to obtain preprocessed BIM data, GIS data, and construction segment network data with unified primary key, and perform semantic matching calculation and construction connection relationship determination to obtain semantic matching value and construction topology connection value; Based on the semantic matching value and construction topology connection value, calculate the comprehensive correlation degree and generate the spatiotemporal topological coupling coefficient between BIM roadway components and GIS spatial elements; Write the spatiotemporal topological coupling coefficient between BIM roadway components and GIS spatial elements, as well as the preprocessed BIM data, preprocessed GIS data, and preprocessed construction segment network data with unified primary key, into a unified coupling index table and save them according to the construction chain segment; S2. Based on the unified coupling index table, combined with construction progress data and the spatiotemporal topological coupling coefficients of BIM tunnel components and GIS spatial elements, a set of preceding propagation objects is constructed using neighborhood filtering. Based on the set of preceding propagation objects, a dynamic state evolution mechanism is introduced, and the progress-driven consistency constraint state evolution value is calculated by combining its own progress and preceding propagation. Based on the progress-driven consistency constraint state evolution value, combined with construction progress data and the spatiotemporal topological coupling coefficients of BIM tunnel components and GIS spatial elements, a leading edge pruning update index is generated to filter objects to be updated and perform synchronous incremental updates.

2. The incremental update method for coal mine roadway excavation progress driven by BIM and GIS according to claim 1, characterized in that, S1 specifically includes: The BIM data, GIS data, field measurement data, and construction segment network data of coal mine roadways are standardized through coordinate system I, object coding, roadway centerline registration, GIS mileage attribute unification, and timestamp format standardization to obtain preprocessed BIM data, GIS data, field measurement data, and construction segment network data. The construction segment code in the preprocessed construction segment network data, the mileage attribute in the preprocessed GIS data, and the construction segment number in the preprocessed BIM data are used as core dimensions and sequentially concatenated to generate a globally unified primary key, resulting in preprocessed BIM data, GIS data, and construction segment network data with unified primary key.

3. The incremental update method for coal mine roadway excavation progress driven by BIM and GIS according to claim 2, characterized in that, S1 specifically includes: Based on the tunnel components in the preprocessed BIM data with unified primary keys, the minimum axis-aligned outer box is calculated as the spatial envelope of the BIM tunnel components; based on the tunnel line features in the preprocessed GIS data with unified primary keys, the minimum axis-aligned outer box is calculated as the spatial envelope of the GIS spatial features; based on the coordinates of the component centerline in the preprocessed BIM data with unified primary keys and the tunnel centerline in the preprocessed GIS data with unified primary keys, the angle between the component centerline direction vector in the BIM data and the tangent vector of the tunnel centerline in the GIS data is obtained by combining the inverse cosine function.

4. The incremental update method for coal mine roadway excavation progress driven by BIM and GIS according to claim 2, characterized in that, S1 specifically includes: The object category field, construction segment field, and mileage interval field are extracted from the preprocessed BIM data, GIS data, and construction segment network data with unified primary keys. Each field is then matched for equality to obtain a semantic matching value. Based on these data, the construction connection relationship between BIM component codes and corresponding GIS element codes is determined to obtain a construction topology connection value. The semantic matching value and the construction topology connection value are multiplied to obtain a comprehensive correlation degree. The object category field includes component attributes from the BIM data and thematic fields from the GIS data. The construction segment field includes the construction segment number from the BIM data and the construction segment code from the construction segment network data. The mileage interval field includes the mileage attribute from the GIS data.

5. The incremental update method for coal mine roadway excavation progress driven by BIM and GIS according to claim 3, characterized in that, S1 specifically includes: Based on the spatial envelope of BIM tunnel components and the spatial envelope of GIS spatial elements, the spatiotemporal topological coupling coefficient between BIM tunnel components and GIS spatial elements is calculated by combining the angle between the direction vector of the component centerline in BIM data and the tangent vector of the tunnel centerline in GIS data, as well as the comprehensive correlation degree.

6. The incremental update method for coal mine roadway excavation progress driven by BIM and GIS according to claim 1, characterized in that, S2 specifically includes: The construction progress data includes the planned tunneling length, the actual tunneling length, and the leading edge status indicator. Based on the planned tunneling length and the actual tunneling length of the previous moment, the BIM normalized status value of the previous moment is calculated. Based on the construction segment code in the preprocessed construction segment network data after unified primary key and the construction segment number in the preprocessed BIM data after unified primary key of the previous moment, the construction segment is located, and the actual spatial advance length of the corresponding construction segment is calculated. Based on the actual spatial advance length and the planned tunneling length of the previous moment, the GIS normalized status value of the previous moment is calculated. By calculating the absolute value of the difference between the BIM normalized status value and the GIS normalized status value of the previous moment, the BIM-GIS status inconsistency suppression term of the previous moment is obtained.

7. The incremental update method for coal mine roadway excavation progress driven by BIM and GIS according to claim 6, characterized in that, S2 specifically includes: In the implementation of the dynamic state evolution mechanism, a self-progress term is constructed by calculating the ratio of the actual tunneling length at the current moment to the planned tunneling length at the current moment, thereby quantifying the construction progress of the tunnel segment itself. Based on the spatiotemporal topological coupling coefficient between the tunnel segment and the preceding propagation object, combined with the leading-edge state identifier of the preceding propagation object at the current moment and its own progress term, a preceding propagation compensation term is constructed to quantify the progress of the preceding tunnel segment on the current state. Based on its own progress term, the preceding propagation compensation term, and the BIM-GIS state inconsistency suppression term of the previous moment, an interval pruning operator is introduced to calculate the progress-driven consistency constraint state evolution value.

8. The incremental update method for coal mine roadway excavation progress driven by BIM and GIS according to claim 7, characterized in that, S2 specifically includes: A state evolution difference detection term is constructed by calculating the absolute value of the difference between the current time and the previous time in the progress-driven consistency constraint state evolution value; a coupling enhancement ranking term is constructed by taking the maximum value of the spatiotemporal topological coupling coefficient between the current roadway segment and the preceding propagation object; based on the state evolution difference detection term and the coupling enhancement ranking term, and by introducing a frontier candidate gating identifier, a frontier trimming update index is calculated; the frontier trimming update index is compared with a preset update threshold to filter objects to be updated, and transactional updates are performed on the BIM data and GIS data.

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