A method, device and equipment for intelligent design of spatial relationship of adjacent tunnels

Abstract

This application discloses an intelligent design method, apparatus, device, and readable storage medium for adjacent tunnel spatial relationships, relating to the field of tunnel engineering technology. It includes: acquiring basic data on existing tunnels and the engineering environment; determining the feasible spatial domain of the new tunnel based on the basic data and the design objectives of the new tunnel, and establishing a spatial relationship constraint model for adjacent tunnels; generating a set of candidate spatial layout schemes for the new tunnel within the feasible spatial domain, based on the spatial relationship constraint model; constructing an intelligent evaluation model to score and rank the feasible schemes in the candidate spatial layout scheme set; and outputting a recommended design scheme that meets the scoring requirements and its key spatial relationship parameters with existing tunnels. This method significantly improves design efficiency, reduces reliance on manual experience, and ensures the quantifiability and reproducibility of the design results.

Description

Technical Field

[0001] This invention relates to the field of tunnel engineering technology, and more specifically to a method, apparatus, device, and readable storage medium for intelligent design of spatial relationships between adjacent tunnels. Background Technology

[0002] With the continuous development and intensive utilization of urban underground space, the number of underground projects such as urban rail transit, highway tunnels, and municipal integrated pipe corridors is increasing, and the underground space structure is gradually showing complex characteristics of multi-layered, multi-type, and densely interwoven structures. Against this backdrop, new tunnels often need to be planned and constructed in areas adjacent to existing tunnels, thus forming typical adjacent tunnel projects. In such projects, the spatial relationship between the new tunnel and the existing tunnel—such as spatial distance, intersection angle, and stacking method—directly affects the structural safety and operational stability of the existing tunnel during construction, and also determines the feasibility and economy of the new tunnel itself.

[0003] In current engineering design practice, determining the spatial relationships between adjacent tunnels mainly relies on the experience and judgment of designers, combining relevant design specifications, empirical formulas, and engineering analogy methods to conduct multiple rounds of scheme comparison. Designers typically need to repeatedly adjust the axial position, burial depth, clearance, and intersection method of the new tunnel based on the measured or design data of existing tunnels until safety control requirements are met. However, in complex urban underground environments, with numerous existing tunnels and intricate spatial relationships, traditional manual calculations and scheme adjustments are not only time-consuming and inefficient, but also highly dependent on individual experience for scheme quality, making it difficult to guarantee the global optimality and consistency of the design results.

[0004] While existing technologies have made progress in tunnel impact assessment, structural protection, and construction monitoring, their core technologies are concentrated on verifying the safety of established plans or predicting construction impacts. Their technical approach can be summarized as "first, a design plan is created, then an impact assessment is conducted." Specifically, existing technologies have the following shortcomings: First, existing technologies generally lack "reverse design" capabilities. That is, they cannot proactively and intelligently generate or recommend spatial layout schemes for new tunnels using the spatial location of existing tunnels as the core constraint, but can only passively perform impact calculations after designers propose specific schemes.

[0005] Secondly, in existing technologies, spatial relationships between tunnels (such as distance and angle) are only used as model input parameters to drive the impact prediction model. No unified modeling system for spatial relationship expression and constraint is established for the design stage, making it difficult to support the systematic generation, comparison and optimization of multiple schemes.

[0006] Furthermore, when faced with complex underground environments, existing technologies require modeling and calculating multiple candidate alignments and burial depths one by one. The entire design process relies on repeated trial calculations, resulting in low iteration efficiency and failing to meet the needs of modern engineering for rapid design and scheme comparison.

[0007] Finally, the output of existing technologies is mostly deformation values ​​or safety status judgments of existing tunnel structures. These conclusions are difficult to directly translate into specific design suggestions that designers can use directly, such as recommended horizontal location, burial depth, minimum clearance value, or intersection method for new tunnels. This results in a disconnect between "assessment results" and "design decisions". Summary of the Invention

[0008] The purpose of this invention is to provide an intelligent design method, device, equipment, and readable storage medium for the spatial relationships of adjacent tunnels. By actively incorporating the spatial location of existing tunnels as design constraints into the scheme generation, it achieves a fundamental shift from traditional "impact assessment" to "intelligent design generation," effectively solving the problems of existing technologies lacking reverse design capabilities and relying on repeated trial calculations based on manual experience. Through the establishment of a unified spatial relationship constraint model and a multi-dimensional intelligent evaluation system, it can quickly generate and optimize new tunnel layout schemes that meet the requirements of safety margin, reasonable alignment, and construction feasibility in complex underground environments, significantly improving design efficiency and scheme quality. Simultaneously, the output results are directly presented in the form of engineering design parameters such as axial coordinates and clearance verification tables, eliminating the gap between evaluation conclusions and design decisions, and possessing outstanding engineering practical value.

[0009] To achieve the above objectives, the present invention provides the following technical solution: In a first aspect, the present invention provides an intelligent design method for the spatial relationship of adjacent tunnels, the method comprising: Obtain basic data on existing tunnels and the engineering environment; Based on the basic data and the design goals of the new tunnel, the feasible spatial domain of the new tunnel is determined, and a spatial relationship constraint model of adjacent tunnels is established. Within the feasible spatial domain, a set of candidate spatial layout schemes for new tunnels is generated based on the spatial relationship constraint model; Construct an intelligent evaluation model to score and rank the feasible schemes in the candidate spatial layout scheme set for new tunnels; Output the recommended design scheme that meets the score requirements and its key spatial relationship parameters with the existing tunnel.

[0010] In some embodiments, acquiring basic data on existing tunnels and the engineering environment includes: Acquire spatial location data, basic engineering information, and engineering environmental information of existing tunnels; Among them, the spatial location data should include at least the three-dimensional coordinates, mileage range, and cross-sectional outline parameters of the existing tunnel axis; the basic engineering information should include at least the stratum type or surrounding rock grade; and the engineering environmental information should include at least the information on underground structures and planning control conditions. All acquired data are expressed using the same coordinate system and elevation datum.

[0011] In some embodiments, in the step of establishing a spatial relationship constraint model for adjacent tunnels, the spatial relationship constraint model includes at least the following criteria in the form of computable rules: The shortest three-dimensional distance from any point on the axis of the new tunnel to the outer contour of the existing tunnel shall not be less than the preset minimum net distance threshold. The intersection angle between the new tunnel and the existing tunnel meets the preset intersection angle range; The axis of the newly constructed tunnel shall not enter the pre-designated protection zone of the existing tunnel or the boundary of the object to be avoided.

[0012] In some embodiments, the calculation of the three-dimensional shortest distance from any point on the new tunnel axis to the outer contour of the existing tunnel is based on a three-dimensional envelope constructed from the discretized sequence of existing tunnel control points and their outer contours; the preset minimum net distance threshold is determined according to applicable specifications or engineering analogy experience and is input as a configurable parameter.

[0013] In some embodiments, the step of generating a set of candidate spatial layout schemes for newly constructed tunnels specifically includes: Within the feasible spatial domain, multiple candidate axes are generated using a parametric sampling method based on the line control points and alignment constraints of the new tunnel; the alignment constraints include at least the minimum curve radius and the maximum longitudinal slope. For each candidate axis, calculate its spatial relationship with the existing tunnel, and perform hard constraint screening based on the spatial relationship constraint model to eliminate infeasible solutions that do not meet the spatial relationship criteria, and retain feasible solutions.

[0014] In some embodiments, the step of constructing an intelligent evaluation model to score and rank feasible schemes in the candidate spatial layout scheme set for new tunnels includes: The evaluation indicators of the intelligent evaluation model include at least spatial safety margin, alignment rationality, and construction feasibility; spatial safety margin includes the difference between the minimum net distance and the threshold and the protection zone margin; alignment rationality includes curve radius margin and longitudinal slope margin; and construction feasibility includes the smoothness of burial depth change and the length of intersection section. The intelligent evaluation model uses a weighted comprehensive evaluation method to quantitatively score each feasible solution, or uses a machine learning model trained based on historical engineering data or simulation samples to score each feasible solution, and generates a priority sequence based on the scoring results.

[0015] Secondly, the present invention also provides an intelligent design device for adjacent tunnel spatial relationships, the device comprising: The data acquisition module is used to acquire basic data about existing tunnels and the engineering environment; The model building module is used to determine the feasible spatial domain of the new tunnel based on the basic data and the design goals of the new tunnel, and to establish a spatial relationship constraint model of adjacent tunnels. The scheme generation module is used to generate a set of candidate spatial layout schemes for new tunnels within the feasible spatial domain, based on a spatial relationship constraint model. The scoring and ranking module is used to build an intelligent evaluation model to score and rank the feasible schemes in the candidate spatial layout scheme set for new tunnels. The results output module is used to output the recommended design scheme that meets the scoring requirements and its key spatial relationship parameters with the existing tunnel.

[0016] Thirdly, the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the intelligent design method for adjacent tunnel spatial relationships provided in the first aspect.

[0017] Fourthly, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the intelligent design method for spatial relationships of adjacent tunnels provided in the first aspect.

[0018] Fifthly, the present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the intelligent design method for adjacent tunnel spatial relationships provided in the first aspect.

[0019] The beneficial effects of this invention are as follows: By actively incorporating the spatial location of existing tunnels as design constraints into scheme generation, this invention achieves a fundamental shift from traditional "impact assessment" to "intelligent design generation," effectively solving the problems of existing technologies lacking reverse design capabilities and relying on repeated trial calculations based on manual experience. Through the establishment of a unified spatial relationship constraint model and a multi-dimensional intelligent evaluation system, it can quickly generate and optimize new tunnel layout schemes that meet the requirements of safety margin, reasonable alignment, and construction feasibility in complex underground environments, significantly improving design efficiency and scheme quality. Simultaneously, the output results are directly presented in the form of engineering design parameters such as axial coordinates and clearance verification tables, eliminating the disconnect between assessment conclusions and design decisions, and possessing outstanding engineering practical value.

[0020] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, the preferred embodiments of the present invention are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0021] Figure 1 This is a flowchart illustrating an intelligent design method for spatial relationships between adjacent tunnels according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the structure of an intelligent design device for adjacent tunnel spatial relationships according to an embodiment of the present invention; Figure 3 This is a schematic diagram of an electronic device structure provided in an embodiment of this application. Detailed Implementation

[0022] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. 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.

[0023] It should be noted that references to "an embodiment," "embodiment," "example embodiment," etc., in this specification refer to the described embodiment including specific features, structures, or characteristics; however, not every embodiment must include these specific features, structures, or characteristics. Furthermore, such expressions do not refer to the same embodiment. Moreover, when describing specific features, structures, or characteristics in conjunction with embodiments, whether or not explicitly described, it is indicated that incorporating such features, structures, or characteristics into other embodiments is within the knowledge of those skilled in the art.

[0024] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0025] In some embodiments, such as Figure 1 The diagram illustrates a flowchart of an intelligent design method for spatial relationships between adjacent tunnels. The specific method includes: S101, Obtain basic data on existing tunnels and engineering environment.

[0026] Optionally, acquire basic data on existing tunnels and the engineering environment, including: spatial location data of existing tunnels, basic engineering information of existing tunnels, and engineering environment information; wherein, spatial location data includes at least the three-dimensional coordinates, mileage range, and cross-sectional outline parameters of the existing tunnel axis; basic engineering information includes at least the stratum type or surrounding rock grade; engineering environment information includes at least the information on underground structures and planning control conditions; all acquired data are expressed in the same coordinate system and elevation datum.

[0027] For example, firstly, the basic data required for this embodiment is collected and unified preprocessing is completed.

[0028] Existing Tunnel Data Acquisition: Spatial Location Data: Obtain the three-dimensional coordinates of the existing tunnel centerline, recorded in a "mileage-coordinate" table format, including planar coordinates (X, Y) and elevation (Z). Simultaneously, acquire the existing tunnel's outer contour parameters (circular cross-section, 6.2m outer diameter in this embodiment), as well as information on key sensitive sections, such as the location of connecting passages and sections with dense segment joints. These sections require higher safety requirements in subsequent constraint modeling. Engineering Basic Information: Collect information on the geological strata of the existing tunnel section (mainly interbedded silty clay and gravel in this embodiment), surrounding rock grade (Class V), and groundwater conditions (water level 3m above the tunnel arch).

[0029] New tunnel design constraint acquisition: Obtain the starting and ending connection mileage and coordinates of key control points of the new line. Obtain alignment constraints: minimum curve radius (350m), maximum longitudinal slope (30‰), minimum burial depth (12m), and maximum burial depth (35m).

[0030] Engineering environmental information collection: Obtaining information on underground structures, including the spatial boundaries of existing stations, important pipelines, and surrounding foundation pits related to the line. Obtaining planning control conditions, such as road red lines and land boundaries.

[0031] Data preprocessing: All the above data are unified to the same coordinate system (the urban coordinate system is used in this embodiment) and elevation datum (1985 National Elevation Datum). The existing tunnel centerline is discretized into a sequence of control points spaced 1m apart. Based on the existing tunnel centerline control point sequence and outer contour parameters (outer diameter 6.2m), a three-dimensional envelope of the existing tunnel is constructed for subsequent accurate spatial distance calculations.

[0032] Through the above steps, a unified and computable input dataset is formed, laying the data foundation for subsequent intelligent design.

[0033] S102. Based on the basic data and the design objectives of the new tunnel, determine the feasible spatial domain of the new tunnel and establish a spatial relationship constraint model for adjacent tunnels.

[0034] Optionally, in the step of establishing a spatial relationship constraint model for adjacent tunnels, the spatial relationship constraint model shall include at least the following criteria in the form of calculable rules: the three-dimensional shortest distance from any point on the axis of the new tunnel to the outer contour of the existing tunnel is not less than a preset minimum net distance threshold; the intersection angle between the new tunnel and the existing tunnel meets the preset intersection angle range; and the axis of the new tunnel does not enter the preset boundary range of the existing tunnel protection zone or the avoidance object.

[0035] The calculation of the three-dimensional shortest distance from any point on the axis of the new tunnel to the outer contour of the existing tunnel is based on the three-dimensional envelope constructed from the discrete sequence of control points of the existing tunnel and its outer contour. The preset minimum net distance threshold is determined according to applicable specifications or engineering analogy experience and is input as a configurable parameter.

[0036] A three-dimensional envelope is a solid model that is constructed based on the centerline coordinates and cross-sectional contour parameters of a tunnel and can completely represent the three-dimensional space occupied by the tunnel. It is used to accurately calculate the spatial distance between tunnels.

[0037] For example, the feasible spatial domain is determined as follows: Based on the control points of the new tunnel's route, the basic alignment of the route is initially determined. Taking into account the planned red line, ground building setback requirements, avoidance distances for existing underground structures (such as large sewage pipelines), and the minimum turning radius capability of the tunnel boring machine, a strip-shaped area is comprehensively delineated on the horizontal plane where the new tunnel's axis can be laid out. Considering the minimum burial depth (12m, meeting pipeline safety and anti-buoyancy requirements), the maximum burial depth (35m, limited by economic and construction period constraints), and geological variations, the allowable burial depth range on the longitudinal section of the new tunnel is determined. The aforementioned horizontal area and burial depth range together constitute the feasible spatial domain of the new tunnel.

[0038] Establishing a spatial relationship constraint model: This embodiment sets the following calculable rule-based criteria to constitute a set of hard constraints: Minimum clearance constraint: The shortest three-dimensional distance from any point on the axis of the new tunnel to the three-dimensional envelope of the existing tunnel must not be less than a preset minimum clearance threshold. In this embodiment, based on the "Technical Specification for Safety Protection of Urban Rail Transit Structures" and engineering analogy experience, the minimum clearance threshold for general sections is set to 8.0m, and the threshold for sensitive sections such as connecting passages is increased to 12.0m. This threshold is used as a configurable parameter input to the model. Intersection angle constraint: The angle between the new tunnel and the existing tunnel at their spatial intersection should be greater than 45° to reduce mutual interference during construction. Protection zone constraint: A 10m extension outward from the outer contour of the existing tunnel is designated as a safety protection zone, and the axis of the new tunnel (representing its core construction impact area) must not enter this area. Avoidance object constraint: The axis of the new tunnel must not enter within 10m of a known large rainwater pipeline, nor within 5m of an existing station structure. The above constraints together constitute a calculation rule system for evaluating the feasibility of the scheme.

[0039] S103. Within the feasible spatial domain, a set of candidate spatial layout schemes for new tunnels is generated based on the spatial relationship constraint model.

[0040] Optionally, the steps for generating a set of candidate spatial layout schemes for new tunnels include: within the feasible spatial domain, generating multiple candidate axes using a parametric sampling method based on the line control points and alignment constraints of the new tunnels; the alignment constraints include at least the minimum curve radius and the maximum longitudinal slope; for each candidate axis, calculating its spatial relationship with existing tunnels, and performing hard constraint screening based on the spatial relationship constraint model to eliminate infeasible schemes that do not meet the spatial relationship criteria and retain feasible schemes.

[0041] The feasible space domain refers to the geometric space range in which the axis of a new tunnel is allowed to be laid out in both the horizontal and vertical planes. It is determined by a combination of factors such as the planning red line, restrictions on ground buildings, and requirements for avoiding underground structures.

[0042] Hard constraints refer to mandatory safety conditions that must be met, such as minimum clearance requirements and avoidance requirements for protected areas. Any candidate scheme that does not meet hard constraints will be directly eliminated and will not enter the subsequent evaluation stage.

[0043] For example, candidate scheme parameterization generation: Within the feasible spatial domain, candidate axes are generated using a parameterized sampling method based on the line control points of the newly constructed tunnel. Specifically, parameters such as the offset of the horizontal alignment (swinging left and right within the feasible domain in 5m steps), the radius of the circular curve (sampling in 50m steps within the range of 350m to 800m), and the elevation of the longitudinal profile slope change points (sampling in 1m steps within the range of 12m to 35m) are combined and enumerated to generate an initial set of candidate spatial layout schemes for the newly constructed tunnel. In this embodiment, a total of 1560 candidate axes are generated.

[0044] Hard constraint screening: For each candidate axis, samples are taken at 1-meter intervals along its mileage direction, and the three-dimensional shortest distance from each sampling point to the three-dimensional envelope of the existing tunnel is calculated. The calculated distance sequence is compared with the minimum clearance threshold: if the distance at any point is less than the threshold for the corresponding section (8.0m for ordinary sections, 12.0m for sensitive sections), the candidate scheme is determined to violate the minimum clearance constraint. Simultaneously, the intersection angle between the candidate axis and the existing tunnel is calculated, and it is determined whether it enters the protected area or avoidance zone. Candidate schemes that violate any of the above hard constraints are directly eliminated. After screening, 142 out of 1560 initial schemes meet all hard constraint requirements and are retained as feasible schemes for the next evaluation stage.

[0045] S104. Construct an intelligent evaluation model to score and rank the feasible schemes in the candidate spatial layout scheme set for new tunnels.

[0046] Optionally, in the step of constructing an intelligent evaluation model to score and rank feasible schemes in the candidate spatial layout scheme set for new tunnels: the evaluation indicators of the intelligent evaluation model include at least spatial safety margin, alignment rationality, and construction feasibility; spatial safety margin includes the difference between the minimum clearance and the threshold and the protection zone margin, alignment rationality includes curve radius margin and longitudinal slope margin, and construction feasibility includes the smoothness of burial depth change and the length of intersection section; the intelligent evaluation model uses a weighted comprehensive evaluation method to quantitatively score each feasible scheme, or uses a machine learning model trained based on historical engineering data or simulation samples to score each feasible scheme, and generates a priority sequence based on the scoring results.

[0047] For example, for the 142 feasible solutions retained after screening, a multi-dimensional evaluation index was constructed for quantitative assessment: Spatial safety margin: including the difference between the measured minimum net distance and the threshold (the larger the value, the safer), the average net distance margin in key sections (such as near connecting passages), and the distance margin to the boundary of the protected area. Alignment rationality: including curve radius margin (the difference between the actual radius and the minimum allowable radius of 350m, the larger the value, the better the alignment), and longitudinal slope change smoothness (the algebraic difference in slope between adjacent slope change points, the smaller the value, the smoother the alignment). Construction feasibility: including the smoothness of burial depth change (the rate of change in burial depth per unit length, the smaller the value, the easier it is for the shield tunnel to control), the length of the intersection section (the distance between the tunnel and the existing tunnel, either parallel or superimposed, the shorter the value, the lower the construction risk), and whether known adverse geological sections were avoided.

[0048] This embodiment uses a weighted comprehensive evaluation method to score each scheme. Based on engineering experience, the weights of each indicator are set as follows: spatial safety margin 50%, alignment rationality 30%, and construction feasibility 20%.

[0049] After standardizing the various indicators of each plan, the weighted sums are calculated to obtain a comprehensive score.

[0050] As an alternative, this method can also employ a machine learning model trained on historical engineering data for scoring. For example, 50 existing adjacent tunnel engineering cases can be collected, with the "spatial relationship characteristics" (such as net distance, angle, and depth difference) of each case used as input and the "settlement control effect of existing tunnels during construction" (expert score) used as output to train a neural network model. The trained model can then be used to quickly score new candidate solutions.

[0051] Based on the scoring results, a priority sequence is generated for all feasible solutions, and the top 5 solutions with the highest scores are selected as recommended alternatives.

[0052] S105 outputs the recommended design scheme that meets the score requirements and its key spatial relationship parameters with the existing tunnel.

[0053] For example, the solution ranked first in the score is selected as the final recommended design, and the key spatial relationship parameters are output: Minimum clearance check: Output the minimum clearance value of the entire recommended route as 9.2m, which occurs at mileage K2+350, and indicate the positional relationship between this location and the existing tunnel (the existing tunnel is located to the right and below the new tunnel, with an oblique angle of 52°).

[0054] Intersection range: The spatial intersection and impact zone between the newly built tunnel and the existing tunnel is K2+300~K2+450, with a length of 150m.

[0055] Protection zone compliance status: Output a distance verification table from each key control point along the entire line (such as the start and end points, slope change points, and corresponding locations of connecting passages) to the existing tunnel protection zone, proving that the entire line has not encroached on the protection zone.

[0056] The final deliverables are output in a format directly usable for engineering design, including: an axis coordinate table: providing the plane coordinates (X, Y) and elevation (Z) of the recommended scheme at 20m intervals; and a longitudinal profile control parameter table: listing parameters such as the mileage, elevation, slope, and slope length of the slope change points.

[0057] Key section clearance check diagram: Select representative sections (such as the minimum clearance point or the corresponding location of the connecting passage) to draw a diagram showing the relative positional relationship between the new tunnel and the existing tunnel, and mark the precise clearance.

[0058] Spatial Relationship Parameter Summary Table: Compile and output all the key spatial relationship parameters mentioned above.

[0059] Through the above process, this embodiment fully realizes the entire process from raw data input to output of results that can be directly used for construction drawing design. Compared with the traditional method of repeated manual calculations, this embodiment completed the generation, screening, and evaluation of more than 1,500 candidate schemes within 2 hours, and output the optimal recommended scheme and its detailed spatial relationship verification data. Under the same level of complexity, traditional manual methods usually require 3-5 engineers to spend 2-3 weeks to complete a similar depth of scheme comparison. Therefore, the method of this invention significantly improves design efficiency, reduces reliance on manual experience, and ensures the quantifiability and reproducibility of design results.

[0060] Based on the same inventive concept, this application also provides an intelligent design device for adjacent tunnel spatial relationships to implement the intelligent design method for adjacent tunnel spatial relationships described above. The solution provided by this device is similar to the solution described in the above method. Therefore, the specific limitations in one or more embodiments of the intelligent design device for adjacent tunnel spatial relationships provided below can be found in the limitations of the intelligent design method for adjacent tunnel spatial relationships described above, and will not be repeated here.

[0061] In one embodiment, such as Figure 2 As shown, a smart design device for the spatial relationship of adjacent tunnels is provided, the device comprising: Data acquisition module 30 is used to acquire basic data of existing tunnels and engineering environment; The model building module 31 is used to determine the feasible spatial domain of the new tunnel based on the basic data and the design goals of the new tunnel, and to establish a spatial relationship constraint model of adjacent tunnels. The scheme generation module 32 is used to generate a set of candidate spatial layout schemes for new tunnels within the feasible spatial domain, based on a spatial relationship constraint model. The scoring and ranking module 33 is used to construct an intelligent evaluation model to score and rank the feasible schemes in the candidate spatial layout scheme set for new tunnels. The result output module 34 is used to output the recommended design scheme that meets the scoring requirements and its key spatial relationship parameters with the existing tunnel.

[0062] This application also provides an electronic device, in some embodiments, referring to... Figure 3 As shown, the electronic device 700 includes an input unit 710, a memory 720, a processor 730, and an output unit 740. The memory 720 stores program instructions that can be executed on the processor 730. The processor 730 can execute the intelligent design method and / or technical solution based on the adjacent tunnel spatial relationship in the foregoing embodiments by calling the program instructions. The electronic device 700 can be a mobile terminal device such as a mobile phone or a computer.

[0063] Furthermore, embodiments of this application also provide a computer-readable storage medium for storing a computer program that executes the intelligent design method for adjacent tunnel spatial relationships. For example, computer program instructions, when executed by a computer, can invoke or provide the methods and / or technical solutions according to this application through the operation of the computer. The program instructions that invoke the methods of this application may be stored in a fixed or removable storage medium, and / or transmitted via data streams in broadcast or other signal carrying media, and / or stored in a storage medium that operates according to the program instructions.

[0064] Obviously, those skilled in the art should understand that the modules or steps of this application described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a storage device for execution by a computing device, or fabricating them separately as individual integrated circuit modules, or fabricating multiple modules or steps as a single integrated circuit module. Thus, this application is not limited to any particular combination of hardware and software.

[0065] The technical features of the above embodiments can be arbitrarily integrated. For the sake of brevity, not all possible integrations of the technical features in the above embodiments are described. However, as long as the integration of these technical features does not contradict each other, they should be considered to be within the scope of this specification.

[0066] The above embodiments merely illustrate several implementation methods of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A method for intelligent design of spatial relationships between adjacent tunnels, characterized in that, The method includes: Obtain basic data on existing tunnels and the engineering environment; Based on the aforementioned basic data and the design objectives of the new tunnel, the feasible spatial domain of the new tunnel is determined, and a spatial relationship constraint model for adjacent tunnels is established. The spatial relationship constraint model includes at least the following criteria in the form of calculable rules: the three-dimensional shortest distance from any point on the axis of the new tunnel to the outer contour of the existing tunnel is not less than a preset minimum net distance threshold; the intersection angle between the new tunnel and the existing tunnel meets a preset intersection angle range; the axis of the new tunnel does not enter the preset boundary range of the existing tunnel protection zone or the avoidance object. Within the feasible spatial domain, based on the spatial relationship constraint model, a set of candidate spatial layout schemes for new tunnels is generated, including: within the feasible spatial domain, generating multiple candidate axes using a parametric sampling method based on the line control points and alignment constraints of the new tunnels; the alignment constraints include at least the minimum curve radius and the maximum longitudinal slope; for each candidate axis, calculating its spatial relationship with existing tunnels, and performing hard constraint screening based on the spatial relationship constraint model, eliminating infeasible schemes that do not meet the spatial relationship criteria, retaining feasible schemes, and obtaining a set of candidate spatial layout schemes for new tunnels; An intelligent evaluation model is constructed to score and rank the feasible schemes in the candidate spatial layout scheme set for new tunnels. Output the recommended design scheme that meets the score requirements and its key spatial relationship parameters with the existing tunnel.

2. The intelligent design method for spatial relationships of adjacent tunnels as described in claim 1, characterized in that, The acquisition of basic data on existing tunnels and the engineering environment includes: Acquire spatial location data, basic engineering information, and engineering environmental information of existing tunnels; The spatial location data includes at least the three-dimensional coordinates, mileage range, and cross-sectional outline parameters of the existing tunnel axis; the basic engineering information includes at least the stratum type or surrounding rock grade; and the engineering environmental information includes at least information on underground structures and planning control conditions. All acquired data are expressed using the same coordinate system and elevation datum.

3. The intelligent design method for spatial relationships of adjacent tunnels as described in claim 2, characterized in that, The calculation of the three-dimensional shortest distance from any point on the axis of the new tunnel to the outer contour of the existing tunnel is based on a three-dimensional envelope constructed from the discretized sequence of control points of the existing tunnel and its outer contour. The preset minimum net distance threshold is determined according to applicable specifications or engineering analogy experience and is input as a configurable parameter.

4. The intelligent design method for spatial relationships of adjacent tunnels as described in claim 3, characterized in that, In the step of constructing an intelligent evaluation model to score and rank feasible schemes in the candidate spatial layout scheme set for new tunnels: The evaluation indicators of the intelligent evaluation model include at least spatial safety margin, alignment rationality, and construction feasibility; the spatial safety margin includes the difference between the minimum net distance and the threshold and the protection zone margin; the alignment rationality includes the curve radius margin and the longitudinal slope margin; and the construction feasibility includes the smoothness of the burial depth change and the length of the intersection section. The intelligent evaluation model uses a weighted comprehensive evaluation method to quantitatively score each feasible solution, or uses a machine learning model trained based on historical engineering data or simulation samples to score each feasible solution, and generates a priority sequence based on the scoring results.

5. An intelligent design device for spatial relationships between adjacent tunnels, characterized in that, The device includes: The data acquisition module is used to acquire basic data about existing tunnels and the engineering environment; The model building module is used to determine the feasible spatial domain of the new tunnel based on the basic data and the design goals of the new tunnel, and to establish a spatial relationship constraint model of adjacent tunnels. The spatial relationship constraint model includes at least the following criteria in the form of calculable rules: the three-dimensional shortest distance from any point on the axis of the new tunnel to the outer contour of the existing tunnel is not less than a preset minimum net distance threshold; the intersection angle between the new tunnel and the existing tunnel meets a preset intersection angle range; the axis of the new tunnel does not enter the preset boundary range of the existing tunnel protection zone or the avoidance object. The scheme generation module is used to generate a set of candidate spatial layout schemes for new tunnels within the feasible spatial domain, based on the spatial relationship constraint model. This includes: generating multiple candidate axes within the feasible spatial domain using a parametric sampling method based on the line control points and alignment constraints of the new tunnels; the alignment constraints at least include the minimum curve radius and the maximum longitudinal slope; for each candidate axis, calculating its spatial relationship with existing tunnels, and performing hard constraint screening based on the spatial relationship constraint model to eliminate infeasible schemes that do not meet the spatial relationship criteria, retaining feasible schemes, and obtaining a set of candidate spatial layout schemes for new tunnels. The scoring and ranking module is used to construct an intelligent evaluation model to score and rank the feasible schemes in the candidate new tunnel spatial layout scheme set. The results output module is used to output the recommended design scheme that meets the scoring requirements and its key spatial relationship parameters with the existing tunnel.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the intelligent design method for spatial relationships of adjacent tunnels as described in any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the intelligent design method for spatial relationships of adjacent tunnels as described in any one of claims 1 to 4.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the intelligent design method for the spatial relationship of adjacent tunnels as described in any one of claims 1 to 4.

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