A multi-outlet cooperative escape path generation method for extreme flooding conditions

Abstract

The application relates to the technical field of path generation, in particular to a multi-outlet cooperative escape path generation method for extreme flooding conditions, which comprises the following steps: calculating the maintainability index of each physical outlet in a water regime-tunnel coupling network model in an extreme flooding process one by one, and generating an outlet maintainability sequence table according to the maintainability index from high to low; searching a plurality of tunnel chains which can meet the hydraulic resistance passable and the human body bearable in parallel, and forming an initial cooperative path cluster; and outputting a path with the highest comprehensive safety degree as the only optimal cooperative escape path under the extreme flooding condition. The application avoids the disconnection problem that the path is feasible on the map but difficult to walk on the site in the existing path planning, greatly improves the practicability and safety of the path, and is especially suitable for high-risk mine environments with limited reaction window in the event of floods.

Description

Technical Field

[0001] This invention relates to the field of path generation technology, and in particular to a method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions. Background Technology

[0002] In underground mining operations such as coal and metal mines, sudden water inrushes, piping, and mudslides are among the main sources of risk causing significant casualties. To ensure the safety of workers, mines typically have multiple escape exits and fixed escape route maps. However, due to the complexity of disaster evolution and the nonlinearity of underground spatial structures, traditional escape routes often employ single-exit, static planning methods, which are difficult to adapt to the dynamic risk changes under extreme flooding conditions.

[0003] Existing evacuation methods often use pre-set main ventilation shafts and auxiliary shafts as default exits, lacking dynamic sustainability assessments during flooding. This can easily lead to situations where the path is open but the exit is blocked by water, resulting in evacuation failure. Most path planning algorithms only consider spatial connectivity, failing to incorporate hydraulic resistance factors such as water depth and flow velocity, and lacking accessibility assessment mechanisms based on factors like personnel physical strength and travel time. Actual paths often fail because they are traversable but incomplete. In collaborative evacuation scenarios, personnel from different work areas may be planned to multiple path exits, but shared tunnel sections (pressure relief tunnels) often exist between these paths. When personnel evacuate simultaneously, local congestion and reverse water flow impacts can easily occur, leading to mutual interference problems. Existing methods generally do not identify or optimize these inter-path traffic interferences. Summary of the Invention

[0004] This invention provides a method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions. It has the ability to assess multiple exits, integrate hydraulic and human passage constraints, and identify pressure relief mutual interference conflicts, so as to adapt to the complex dynamic collaborative risk avoidance needs under extreme flood conditions.

[0005] A method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions includes the following steps:

[0006] S1. Obtain water condition monitoring data and roadway network topology data of the mining area, couple the two into a dual-network water condition-roadway coupled network model under the same coordinate system, calculate the sustainability index of each physical outlet in the water condition-roadway coupled network model during extreme flooding, and sort them from high to low according to the sustainability index to generate an outlet sustainability sequence table.

[0007] S2, taking the exit sustainability sequence list as input, superimpose dynamic constraints including hydraulic obstruction and personnel passage in the roadway network, and search in parallel multiple paths to find several roadway chains that simultaneously satisfy hydraulic obstruction passability and personnel physical tolerance, forming an initial cooperative path cluster;

[0008] S3. Using the initial cooperative path cluster as input, determine whether any two or more paths in the cluster share the same pressure relief roadway and perform pressure relief roadway mutual interference. Eliminate paths whose actual traffic capacity is reduced due to pressure relief mutual interference. Sort the remaining paths according to the comprehensive safety level obtained by weighted sum of the exit maintainability index and the pressure relief mutual interference attenuation degree. Output the path with the highest comprehensive safety level as the only optimal cooperative risk avoidance path under extreme flooding conditions.

[0009] Optionally, S1 collects water level, flow velocity, and water inrush point image data in real time through water level gauges, flow velocity gauges, and video monitoring devices deployed in the mining area, as water condition monitoring data;

[0010] It also acquires tunnel structure information, including node coordinates, cross-sectional dimensions, slope, and connection relationships, as tunnel network topology data.

[0011] Optionally, the locations of monitoring points in the hydrological monitoring data and the locations of nodes in the roadway network topology are spatially registered and mapped using a unified mine geographic coordinate system, so that each hydrological monitoring data point is associated with its corresponding roadway node or roadway segment, forming a hydrological-roadway coupled network model that integrates real-time hydraulic attributes and roadway topology.

[0012] Optionally, for each physical outlet in the hydrological-tunnel coupled network model, a sustainability index is calculated based on its real-time data; all physical outlets in the hydrological-tunnel coupled network model are sorted in descending order according to their sustainability index values ​​to generate the outlet sustainability sequence list.

[0013] Optionally, the setting of the dynamic constraints includes superimposing them on the tunnel network based on real-time water condition monitoring data and tunnel attributes;

[0014] The criteria for determining whether a roadway is passable due to hydraulic obstruction are based on the following: the water depth in the roadway is below the safe chest height of a person, and the water flow velocity is below the critical velocity at which a person can stand stably and move against the current.

[0015] The criteria for determining whether a tunnel chain can be safely traversed by personnel are as follows: the estimated physical exertion accumulated along the entire path from the starting point to the exit is lower than the physical limit of the personnel, and the total traversal time is lower than the safe time window for evacuation.

[0016] Optionally, the parallel multi-path search includes taking the initial gathering point or work location of personnel as the starting point of the path and taking the top-ranked exits in the exit sustainability sequence list as the priority target endpoints, and simultaneously initiating a multi-target path search in the water condition-tunnel coupled network model; during the search process, the hydraulic obstruction passability criterion and the personnel physical tolerance criterion are called in real time to perform dual filtering on each expanded tunnel node and link, retaining only tunnel segments that simultaneously satisfy both types of constraints.

[0017] Optionally, when the parallel multi-path search finds at least one continuous path chain from the starting point to the target exit for each target exit that satisfies all dynamic constraints throughout, it is included in the path set; the final set of multiple feasible paths leading to different exits is the initial cooperative path cluster.

[0018] Optionally, the determination of mutual interference in the pressure relief roadways specifically includes: for each path in the initial cooperative path cluster, extracting all roadway segments it passes through from the starting point to the exit to form a set; using a set comparison method, determining whether there is an intersection between any two or more sets of roadway segments; if there is an intersection, marking the roadway segments in the intersection as shared pressure relief roadways, and based on the cross-sectional dimensions of the shared roadways, the current hydraulic conditions, and the expected number of people passing through, assessing the mutual obstruction effect caused by multiple flow of people passing through simultaneously, and calculating the pressure relief mutual interference attenuation degree, wherein the pressure relief mutual interference attenuation degree characterizes the percentage decrease in the actual traffic capacity of the path caused by sharing.

[0019] Optionally, S3 further includes setting a pressure relief mutual interference attenuation threshold, comparing the pressure relief mutual interference attenuation with the pressure relief mutual interference attenuation threshold, and if a path's attenuation exceeds the pressure relief mutual interference attenuation threshold due to sharing a pressure relief roadway with one or more other paths in the cluster, then the path is determined to be a path that does not meet the cooperative safety requirements and is removed from the initial cooperative path cluster.

[0020] Optionally, for each path remaining after the elimination process, obtain the sustainability index of its target exit and the potential pressure relief interference attenuation degree; calculate the overall safety of the path by weighted summation of the sustainability index and the pressure relief interference attenuation degree according to predefined weight coefficients; sort all remaining paths in descending order according to their overall safety value; select the path with the highest overall safety value as the final recommended unique optimal collaborative risk avoidance path, and output it for risk avoidance command and execution.

[0021] The beneficial effects of this invention are:

[0022] This invention introduces a coupled modeling mechanism between water conditions and roadways, which maps real-time water levels, flow rates, and roadway structural attributes to the same coordinate system, constructing a coupled network model that integrates hydraulic dynamics and spatial topology. By dynamically calculating the sustainability index for each physical exit node and sorting them according to their real-time status to form an optimal sequence, this invention breaks through the static planning method of existing mine evacuation paths, which mostly target fixed exits. It achieves dynamic assessment and hierarchical guidance of the continuous safety and availability of multiple exits under extreme conditions, significantly enhancing the target adaptability and disaster perception capability of path search.

[0023] This invention introduces two types of dynamic constraint criteria during the path search phase: first, a hydraulic impediment criterion based on water depth and flow velocity to ensure the physical accessibility of the path segment under current water conditions; and second, a criterion based on the physical endurance of personnel and time window limitations to ensure the entire path is accessible to humans. By progressively applying the dual constraint mechanism during the search process to filter path branches in real time, only effective paths that are both accessible to water and pedestrians are retained. This avoids the disconnect between feasible paths on the map and difficult paths on-site, a problem common in existing path planning. It significantly improves the practicality and safety of the path, making it particularly suitable for high-risk mining environments with sudden floods and limited response windows.

[0024] This invention proposes a criterion for mutual interference in pressure relief roadways and a method for calculating the attenuation of traffic capacity. By identifying the shared relationships between paths on key drainage roadway sections and combining parameters such as roadway cross-section, hydraulic state, and total personnel flow, it quantifies the congestion and efficiency losses caused by the simultaneous use of multiple paths, outputs the pressure relief mutual interference attenuation of each path, sets a threshold to eliminate severely conflicting paths, and performs a weighted calculation based on the exit sustainability index to obtain the comprehensive safety level. Ultimately, it achieves automatic sorting of the collaborative path set and intelligent selection of the optimal path. This mechanism effectively avoids safety hazards such as water inrush blockage and pedestrian trampling caused by multiple paths sharing bottleneck sections, providing highly stable, independent, and fast path generation support for large-scale collaborative emergency avoidance in underground mines. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only for this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the path generation method according to an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the optimal cooperative path output in an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of the initial cooperative path cluster generation in an embodiment of the present invention. Detailed Implementation

[0029] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. For some well-known technologies, those skilled in the art may also use other alternative methods to implement the invention. Moreover, the accompanying drawings are only for more specific description of the embodiments and are not intended to specifically limit the present invention.

[0030] like Figures 1-3 As shown, a method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions includes the following steps:

[0031] S1, Sustainability Classification of Exits in the Hydraulic-Roadway Dual-Network Coupling System: Obtain the hydraulic monitoring data and roadway network topology data of the mining area, couple the two into a dual-network hydraulic-roadway coupling network model under the same coordinate system, calculate the sustainability index of each physical outlet in the hydraulic-roadway coupling network model during extreme flooding, and sort them from high to low according to the sustainability index to generate an outlet sustainability sequence table.

[0032] S11, Data Acquisition: Real-time water level data is collected using water level gauges, flow meters, and video monitoring devices deployed in the mining area. Flow rate Image data of water inrush points, used as water situation monitoring data;

[0033] The tunnel structure information obtained by querying tunnel design data includes:

[0034] Lane node coordinates The three-dimensional spatial location of each corner, intersection, or endpoint;

[0035] tunnel cross-sectional dimensions : Describes the size of the passageway space in each section of the alley;

[0036] tunnel slope The elevation changes in each section of the tunnel affect the acceleration of water flow and the difficulty of personnel passage;

[0037] Connection relationship: Which two roadways are connected, and whether there are intermediate gates or blocking devices, etc.

[0038] These data collectively constitute the tunnel network topology, which is used to determine traffic connectivity, hydraulic behavior evolution, and whether dead zones are formed during subsequent path search.

[0039] S12, Dual-network model coupling:

[0040] In coal mine hazard avoidance path planning, two core data sources are involved:

[0041] Hydrological monitoring data: Real-time recording of hydraulic information such as water level and flow velocity at a specific location;

[0042] Tunnel network topology: describes the spatial structure of tunnels inside the mine, including node locations (intersections, turns), connections between tunnel sections, travel direction, cross-sectional dimensions, and slope.

[0043] These two sets of data are independent and come from different sources. However, if we want to determine whether a certain evacuation route is safe and passable, we must connect real-time water level changes with the tunnel structure. This requires coupling these two networks. The core of this coupling is location matching, which means binding the data of each water level monitoring point to the location of the tunnel it is located in or affects, unifying the coordinate system, and ensuring that the location of the water level monitoring point and the node location in the tunnel topology map use the same three-dimensional coordinate system. Specifically, this involves matching the location of each monitoring point in the water level monitoring data... Corresponding node positions in the tunnel network topology Spatial registration involves aligning the location of each monitoring point with a specific node or section of the tunnel network. If they completely overlap, they are directly bound. If there is a slight deviation, they can be bound to the nearest tunnel node using nearest neighbor matching. Once bound, each tunnel node can be assigned a hydraulic attribute vector, thus establishing a mapping relationship within a unified mine geographic coordinate system. This binds each hydrological monitoring data point to its corresponding tunnel node or tunnel segment. After coupling, it is abstracted into a graph structure, thus constructing a hydrological-tunnel dual-network coupled network model that integrates real-time hydraulic attributes and tunnel structure information. ,in:

[0044] This is a set of coupled nodes, representing intersections, corners, and endpoints of roadways. Each node can be associated with one or more water monitoring points.

[0045] The edge set for connecting lanes represents the lane itself, i.e. the connection relationship between two nodes, and can include cross-sectional dimensions, slope, and gate information;

[0046] A vector of hydraulic attributes associated with each node, including water level, flow velocity, and inrush intensity.

[0047] The hydrological-tunnel coupled network model is constructed as follows:

[0048] 1. Extract the coordinates and connection information of roadway nodes from the drawings, read the mine layout map or mining design map, enter the coordinates of the start and end points of all roadways, and form an edge for each roadway segment in the form of start-end point to form a roadway network topology.

[0049] 2. Manually enter the coordinates and real-time data of water monitoring points, determine the location coordinates of equipment such as water level gauges and flow meters on the map, and enter their numbers and data sources.

[0050] 3. Programmatically match monitoring points with roadway nodes, using the nearest neighbor algorithm to bind each monitoring point to the nearest roadway node or roadway segment. If a monitoring point is located at a roadway intersection, it can be directly bound to that node.

[0051] 4. Establish relationships in the data structure. Add a water condition attribute field to the attributes of each roadway node to store the bound real-time data. For example, the attributes of node N15 are: {coordinates, connected nodes, water level = 1.2m, flow velocity = 0.3m / s, water level rise trend = fast}.

[0052] 5. Import the structure into the graph model to create a graph.

[0053] S13 Export Sustainability Index Calculation: In the generation of hedging paths, whether each exit can be used smoothly and safely is affected by three factors:

[0054] Has the water level at the exit already submerged the entrance, making it impassable?

[0055] Is the water flow at the outlet too fast, making it impossible for people to pass safely?

[0056] Whether the structure of the export itself is stable, or whether it has been blocked or damaged.

[0057] Therefore, a quantitative indicator, the export sustainability index, is constructed to assess whether each outlet can still be used safely and for how long under the current flooding situation.

[0058] This index integrates three aspects of information through weighted aggregation:

[0059] Comparison of current water level and safe upper limit;

[0060] Comparison of current flow rate with the maximum tolerable capacity of personnel;

[0061] Scoring of the export structure status.

[0062] The higher the index, the more sustainable the export is and the more worthy it is to be prioritized as a safe-haven target.

[0063] Specifically, for each physical exit node in the coupled network model Based on its real-time and forecast data, calculate its sustainability index. The formula is as follows:

[0064] ;

[0065] in, For the first The sustainability index of a physical export, with a value range of [0,1]. A larger value indicates greater sustainability. For export At the current water level, For export At the current flow rate, The maximum safe water level tolerable at the outlet is set at 0.4m. The maximum water depth an adult can generally withstand is no more than 0.5 meters; any deeper and it will affect stable walking. For strong currents or slopes, a limit of 0.3 meters is recommended for greater safety. The maximum critical flow velocity for safe passage of personnel is set at 0.6 m / s. Let be the weighting coefficient, satisfying It is used to adjust the contribution of water level, flow velocity, and structural condition to the index calculation. The export structure integrity score is given, with a value range of [0,1], based on the values ​​in the table below.

[0066] Table 1. Export Structure Integrity Scoring Table

[0067]

[0068] In the water condition-tunnel coupled network model established in the previous step, nodes represent key points in the tunnel, and edges represent tunnel segments with attributes such as length and slope. Each node is bound to water condition monitoring data. Physical exit nodes refer to nodes in the network diagram that are clearly marked as actual exits where personnel can escape. These include ventilation openings or return air shafts leading to the surface shaft, uphill tunnels with safety doors leading to the surface, and backup exits that are passable and have been included in the emergency plan. These nodes are all candidate targets for the end point of the path and form the basis for the evaluation of the entire path optimization.

[0069] S14, Generate a sustainability sequence list: Create all physical exit nodes. Sustainability Index Sort the values ​​from highest to lowest to generate an export sustainability sequence list:

[0070] This sequence list serves as the preferred basis for subsequent collaborative risk avoidance path searches.

[0071] S2, Initial Cooperative Path Cluster Search under Hydraulic Restriction-Personnel Passage Coupling Constraints: Using the exit sustainability sequence list as input, dynamic constraints including hydraulic restriction and personnel passage are superimposed on the roadway network, and multiple paths are searched in parallel to find several roadway chains that simultaneously satisfy hydraulic restriction passability and personnel physical tolerance, forming an initial cooperative path cluster.

[0072] S21, Dynamic Constraint Setting: Based on real-time hydrological monitoring data and tunnel structural properties, the following two types of dynamic passage constraints are superimposed on the coupled network model:

[0073] S211, Criterion for determining whether a passage is possible despite hydraulic obstruction:

[0074] Under flood conditions, some tunnels may be severely flooded with rapid currents, making it difficult or even impossible for personnel to pass. To avoid mistakenly including these seemingly connected but actually impassable paths in evacuation routes, a judgment criterion needs to be established, namely, determining whether a section of tunnel is hydraulically passable at a given time. This criterion mainly considers two hydraulic parameters:

[0075] Is the current water depth too high? If the water in this section of the tunnel is too deep, exceeding an adult's chest, a person will lose their balance and may even be in danger of death when passing through. Therefore, the water depth must be lower than the safe height of a person's chest.

[0076] Is the current water flow too fast? If the water flow is too fast, even if the water is not deep, the impact force will be too great and make it difficult for a person to stand. Therefore, the water flow speed must be lower than the maximum speed at which a person can stand and move against the current.

[0077] Specifically, a certain section of the alley At the present moment A road is deemed passable if and only if the following conditions are met: ;in, Indicates a section of the tunnel The water depth at the current moment, This indicates the safe chest height for personnel, and is generally taken as approximately 1.2 meters (adult standard). Indicates a section of the tunnel Current water flow velocity, This indicates the maximum tolerable speed at which a person can stand stably and move against the current, typically taken as 0.6 m / s.

[0078] If any condition is not met, the segment is considered impassable at the current moment.

[0079] S212, Criterion for Physical Tolerance: In extreme flooding evacuation scenarios, even if a tunnel path is hydraulically passable, it doesn't necessarily mean it's suitable for actual passage. This is because the path might be too long, the slope too steep, the water level too variable, or the person might become too fatigued during the journey, ultimately leading to exhaustion or insufficient time to proceed. Therefore, to ensure the actual accessibility of evacuation routes and personal safety, this invention establishes a criterion for physical tolerance. It doesn't assess whether a particular section of the tunnel is traversable, but rather evaluates, from the person's perspective, whether the cumulative exertion and travel time of the entire path exceed human limits. This criterion evaluates every complete path from the person's starting point to an exit. If the path doesn't cause extreme fatigue or prevent delays leading to failure to escape before the floodwaters reach the exit, then the path is retained as a feasible route.

[0080] Specifically, a certain starting point To the target export full path A road is deemed passable if and only if:

[0081] ;in, This represents the cumulative physical exertion along the entire route, calculated weighted by distance, slope, and water depth. This represents the maximum physical exertion limit for personnel, uniformly defined as 100% physical capacity, and the actual physical exertion consumed along the path. This is expressed as a relative percentage. If the estimated consumption for a path is 92%, it is considered barely feasible; if it's 108%, it's considered overloaded and unreachable. The estimated travel time for the entire route represents the total time required for personnel to complete evacuation from the starting point to the exit, based on the estimated travel speed and the characteristics of the route environment. The calculation method is: Travel time for each segment = Segment length ÷ Actual feasible speed. The speed estimate can be adjusted according to water depth, slope, ground conditions, etc. Normal tunnels: 1.0 m / s; Flooded <0.5 m: 0.6 m / s; Flooded >0.8 m: 0.3 m / s; Uphill sections: need to be multiplied by 1.5 to 2 times the time. The times for all segments are added together. , This refers to the safe time window for disaster avoidance, which is the time allowed before the exit is completely submerged after the disaster develops.

[0082] If any condition is not met, the entire path is determined to be unreachable.

[0083] S22, Parallel Multipath Search:

[0084] Under extreme flooding conditions, it is necessary to plan several safe routes to different exits for underground workers. However, not all connected paths on the map are traversable; factors such as water depth, water flow, and the extent of physical exertion must be considered in real-time. Therefore, the goal of this step is to start from the workers' current position and, within a coupled network model, simultaneously initiate path searches in parallel towards multiple possible exit directions to identify all currently safe exit routes. These routes will be further filtered to determine the optimal ones, and this step involves constructing that candidate path set. Specifically, this is based on the workers' initial position (or gathering point). As the starting point for path search, the first part of the exit sustainability sequence list Preferred export To find the target endpoint, a multi-target parallel path search is performed. The search process employs a layer-by-layer expanding graph search algorithm. Simply put, it starts from the starting point and gradually expands outwards. Each time a new node is added, it's determined whether the direction is worth continuing. If it's feasible, it's added to the next round of expansion. If a target exit node is reached, the path is recorded. This continues until all exits have been tried, or all paths have failed. Constraint checks are performed at each step.

[0085] First, for the next node that will be expanded. Corresponding edge ;

[0086] The criteria for determining whether passage is possible due to hydraulic obstruction are: whether the current water level is too deep or the current is too rapid.

[0087] Criteria for determining the physical capacity of the caller: Determine whether the path extending to this segment has accumulated timeouts or excessive consumption;

[0088] Second, if both criteria are met, the path segment is retained for expansion; otherwise, it is pruned.

[0089] The specific scheme of the layer-by-layer expanding graph search method is as follows:

[0090] 1. Initialize and determine the current position of the worker, denoted as a node. Get the sorted list of export sustainability, and select the previous one. a set of target exports Initialize an open list containing all currently expandable paths, starting with the originating path. Initialize a completed list to record the complete paths that have been successfully found and meet all the conditions.

[0091] 2. Enter the expanding loop (expanding layer by layer):

[0092] A. Retrieve all paths currently awaiting expansion from the open list. ;

[0093] B. For the current end node of each path Get all its directly connected adjacent nodes. For each adjacent node:

[0094] Determine the edge Criteria for determining whether passage is possible through hydraulic obstruction;

[0095] Calculate if this path extends to The cumulative physical exertion and total travel time afterward;

[0096] Determine whether this value is still within the acceptable range for personnel;

[0097] If all conditions are met: Copy path , extended to , denoted as ;if It is a certain exit node Then Add to the completed list; otherwise, Add it to the open list for the next round. If any condition is not met, discard the path branch, i.e., prune it.

[0098] C. Repeat step B until at least one path has been found for all target exits, or the open list is empty (meaning there are no feasible paths); finally, all paths in the completed list constitute the initial cooperative path cluster.

[0099] S23, Initial Cooperative Path Cluster Generation: When the search algorithm reaches a certain target exit... A complete path was found. Furthermore, all roadway segments in the path satisfy two types of dynamic constraints, meaning the path is included in the set: The final set of paths This is the initial cooperative path cluster, where each path is:

[0100] The starting point is the location of the person;

[0101] The endpoint is a highly sustainable exit;

[0102] Furthermore, the entire path currently meets both hydraulic and personnel constraints, and can be used for subsequent collaborative risk avoidance assessment and optimal path selection.

[0103] S3, Determination of the optimal cooperative path under the outlet pressure relief mutual interference criterion: Taking the initial cooperative path cluster as input, determine whether any two or more paths within the cluster share the same pressure relief roadway, eliminate paths whose actual passage capacity is reduced due to pressure relief mutual interference, and sort the remaining paths according to the comprehensive safety score obtained by weighted sum of the outlet sustainability index and the pressure relief mutual interference attenuation degree. Output the path with the highest comprehensive safety score as the unique optimal cooperative avoidance path under extreme flooding conditions. A pressure relief roadway is a key passageway used to guide, disperse, and divert inrush water pressure under extreme flooding conditions. It has two important functions that exist simultaneously:

[0104] Drainage function: These tunnel sections are naturally converged or discharged from the mine. They guide the water flow to the outlet or sewer system, helping to reduce the overall water pressure in the mine and prevent other areas from being flooded too quickly.

[0105] Personnel passageways: At the same time, these passageways are often the routes that people must take when evacuating to safety. Therefore, when multiple evacuation routes share the same pressure relief passageway, conflicts will occur between water flow and human flow: increased water flow will repel human flow, and dense human flow will block water flow, thus causing mutual interference, reducing evacuation efficiency, and even exacerbating the danger.

[0106] S31, Determination of Mutual Interference in Pressure Relief Roadways: In S2, we obtained multiple candidate escape routes. These routes may lead from the same starting point to different exits. However, under extreme flooding conditions, multiple routes may share certain key roadway sections, such as a narrow uphill section or a necessary main roadway. These roadway sections need to both relieve pressure and allow pedestrian traffic, which can easily lead to traffic conflicts in a short period of time, causing blockages, poor drainage, or even stampedes. Therefore, it is necessary to identify which routes have shared roadway sections, assess whether these shared sections will cause mutual interference in pressure relief when multiple people pass through simultaneously, and label the affected routes as having reduced traffic capacity, providing a basis for the next step of route selection.

[0107] Specifically, for the initial cooperative path cluster Each path in Extract the set of all road segments it traverses from the starting point to the exit, that is, for the path Extracting all the tunnel segments it traverses from the starting point to the exit, each path can be understood as a series of connected tunnel segments, denoted as:

[0108] ;

[0109] For any two paths Perform the intersection operation on the sets to find if they share a common road segment, represented as: ;like Then it is believed that and If there are shared pressure relief roadways, that is, if the intersection is not empty, it is considered that these two paths are competing for the same pressure relief resource, and their degree of conflict must be assessed.

[0110] For each shared lane section According to its cross-sectional dimensions Current hydraulic conditions and the total number of passengers expected to pass through The attenuation degree of pressure relief mutual interference was obtained by evaluating the blocking effect it produces when people pass through simultaneously. ;in, Representing a path The pressure relief interference attenuation rate represents the percentage decrease in its traffic capacity. A preset function is used to calculate the capacity reduction, which quantifies the intensity of traffic conflicts caused by multiple paths on a shared roadway segment, and finally outputs a [0,1] value. , indicating path The capacity attenuation ratio; for each path Shared lane section Enter the following core factors:

[0111] 1. Tunnel cross-sectional dimensions The smaller the cross-section, the more prone it is to blockage;

[0112] 2. Hydraulic conditions : The current water depth is [not specified]; the deeper the water, the slower the passage. The current water flow speed is the maximum; the faster it is, the more dangerous it becomes.

[0113] 3. Estimated number of passengers The total number of people when people from multiple routes converge;

[0114] 4. Tunnel length The longer the section, the higher the risk of accumulated congestion;

[0115] 5. Flow limit This refers to the maximum number of people who can pass through this section of the tunnel simultaneously under the current hydraulic conditions.

[0116] The preset function calculates as follows:

[0117] The maximum per capita pedestrian flow in this lane section can be calculated using an empirical formula:

[0118] ;in This represents the speed-to-throughput correction function (too fast a water flow will reduce passage efficiency); ; The coefficient for adjusting speed sensitivity has a range of values. The larger the value, the faster the decrease. This represents the relative traffic efficiency coefficient.

[0119] Calculate the actual congestion risk coefficient: ; This is the estimated time it will take for this group to traverse this section; if This indicates overload, and congestion and interference are beginning to occur.

[0120] Will Mapped to attenuation A piecewise linear function can be used to map the interval [0,1]:

[0121] ;

[0122] If the path shares multiple segments, the maximum value or a weighted average can be used:

[0123] .

[0124] S32, Attenuation Path Elimination: In S31, we calculated a pressure relief mutual interference attenuation degree for each candidate evacuation path. This value reflects whether the path's traffic capacity is reduced due to sharing certain key tunnel sections with other paths. For example, if three paths all pass through a narrow, heavily flooded main tunnel section, then when everyone evacuates almost simultaneously and rushes into this tunnel, congestion, water pressure backflow, slowed movement, and even trampling will occur. These issues will significantly reduce the actual traffic capacity of the theoretically accessible path, failing to meet the requirements of rapid and safe emergency evacuation. Therefore, a pressure relief mutual interference attenuation degree threshold is set. Think of it as a warning line; if the attenuation of a certain path... Exceeding this line indicates excessive interference and high risk; this path will be eliminated as it does not meet the requirements for coordinated safety. If the attenuation of a path is still within an acceptable range, it will be retained and participate in the next step of comprehensive safety ranking. This is because in actual emergency evacuation, more paths do not necessarily mean better safety. If all paths are congested in one or two sections of alleyway, even if it appears to be three paths, it is still a bottleneck. This not only slows down the evacuation speed but may also cause critical nodes to fail, affecting the overall coordinated evacuation effect.

[0125] Specifically, for each path If the following conditions are met: If the path is deemed infeasible due to traffic conflicts in actual collaborative risk avoidance, it will be removed from the path cluster. A typical emergency drill environment. Values ​​range from 0.5 to 0.6, allowing for moderate congestion and emphasizing accessibility; suitable for extreme flooding / high-pressure water inrush scenarios. Values ​​range from 0.3 to 0.4, emphasizing smooth flow and rapid evacuation, with low tolerance; suitable for areas requiring rapid response and high-density personnel operations. The value should be between 0.2 and 0.3. The escape route must be highly independent to avoid bottlenecks.

[0126] S33, Comprehensive Safety Calculation and Ranking: After eliminating paths in S32 that lacked the conditions for coordinated disaster avoidance due to severe mutual interference during pressure relief, we are left with several paths that meet the minimum safety requirements. However, these paths still vary in quality. For example, some exits are inherently reliable, while others, although not severely affected by mutual interference, may fail at their exits at any time. Therefore, we need to assign a comprehensive score to each remaining path to determine which path is most worthy of priority use. To fairly evaluate the reliability of each path, two scoring dimensions are introduced: the exit sustainability index and the independent passage capability coefficient.

[0127] Therefore, for each path retained in S32 Its target exports have a sustainability index calculated in S1. The path itself has a pressure relief mutual interference attenuation degree. Then the overall security level of this path Defined as: ;in, , where is the preset weighting coefficient. If greater emphasis is placed on the stability and reliability of exports, it should be increased. If the focus is more on whether the path itself is smooth and uncongested, then the speed should be improved. , The export sustainability index represents the stability and availability of exports under extreme conditions. The independent capacity coefficient represents the path's independent capacity, while the remaining capacity coefficient represents the path's efficiency after interference. This indicates the overall safety level of the path; a higher value indicates greater safety and reliability.

[0128] S34, All paths in the middle are ranked by overall security. Sort the paths in descending order to obtain an ordered set of paths: Ultimately, the path with the highest overall safety was selected. As the only optimal collaborative risk avoidance path, it is used for the actual issuance and on-site execution of risk avoidance instructions.

[0129] This invention encompasses any substitutions, modifications, equivalent methods, and solutions made within the spirit and scope of this invention. To provide the public with a thorough understanding of this invention, specific details are described in detail in the following preferred embodiments; however, those skilled in the art will fully understand the invention even without these details. Furthermore, to avoid unnecessary misunderstanding of the essence of this invention, well-known methods, processes, procedures, components, and circuits are not described in detail.

[0130] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions, characterized in that, Includes the following steps: S1. Obtain water condition monitoring data and roadway network topology data of the mining area, couple the two into a dual-network water condition-roadway coupled network model under the same coordinate system, calculate the sustainability index of each physical outlet in the water condition-roadway coupled network model during extreme flooding, and sort them from high to low according to the sustainability index to generate an outlet sustainability sequence table. S2, taking the exit sustainability sequence list as input, superimpose dynamic constraints including hydraulic obstruction and personnel passage in the roadway network, and search in parallel multiple paths to find several roadway chains that simultaneously satisfy hydraulic obstruction passability and personnel physical tolerance, forming an initial cooperative path cluster; S3. Using the initial cooperative path cluster as input, determine whether any two or more paths in the cluster share the same pressure relief roadway and perform pressure relief roadway mutual interference. Eliminate paths whose actual traffic capacity is reduced due to pressure relief mutual interference. Sort the remaining paths according to the comprehensive safety level obtained by weighted sum of the exit maintainability index and the pressure relief mutual interference attenuation degree. Output the path with the highest comprehensive safety level as the only optimal cooperative risk avoidance path under extreme flooding conditions.

2. The method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions according to claim 1, characterized in that, S1 collects water level, flow velocity and water inrush point image data in real time through water level gauges, flow velocity gauges and video monitoring devices deployed in the mining area, as water condition monitoring data; It also acquires tunnel structure information, including node coordinates, cross-sectional dimensions, slope, and connection relationships, as tunnel network topology data.

3. The method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions according to claim 1, characterized in that, The locations of monitoring points in the hydrological monitoring data and the locations of nodes in the roadway network topology are spatially registered and mapped using a unified mine geographic coordinate system, so that each hydrological monitoring data point is associated with its corresponding roadway node or roadway segment, forming a hydrological-roadway coupled network model that integrates real-time hydraulic attributes and roadway topology.

4. The method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions according to claim 3, characterized in that, For each physical outlet in the hydrological-tunnel coupled network model, a sustainability index is calculated based on its real-time data. All physical outlets in the hydrological-tunnel coupled network model are sorted in descending order according to their sustainability index values ​​to generate the outlet sustainability sequence list.

5. The method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions according to claim 1, characterized in that, The setting of the dynamic constraints includes superimposing real-time water condition monitoring data and tunnel attributes on the tunnel network; The criteria for determining whether a roadway is passable due to hydraulic obstruction are based on the following: the water depth in the roadway is below the safe chest height of a person, and the water flow velocity is below the critical velocity at which a person can stand stably and move against the current. The criteria for determining whether a tunnel chain can be safely traversed by personnel are as follows: the estimated physical exertion accumulated along the entire path from the starting point to the exit is lower than the physical limit of the personnel, and the total traversal time is lower than the safe time window for evacuation.

6. The method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions according to claim 5, characterized in that, The parallel multi-path search includes taking the initial gathering point or work location of personnel as the starting point of the path, and taking the top-ranked exits in the exit sustainability sequence list as the priority target endpoints, and simultaneously initiating a multi-target path search in the water condition-tunnel coupled network model; during the search process, the hydraulic obstruction passability criterion and the personnel physical tolerance criterion are called in real time to perform dual filtering on each expanded tunnel node and link, retaining only tunnel segments that simultaneously satisfy both types of constraints.

7. The method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions according to claim 6, characterized in that, When the parallel multi-path search finds at least one continuous path chain from the starting point to the target exit for each target exit that satisfies all dynamic constraints throughout, it is included in the path set; the final set of multiple feasible paths leading to different exits is the initial cooperative path cluster.

8. The method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions according to claim 1, characterized in that, The determination of mutual interference in the pressure relief roadways specifically includes: for each path in the initial cooperative path cluster, extracting all roadway segments it passes through from the starting point to the exit to form a set; using a set comparison method, determining whether there is an intersection between any two or more sets of roadway segments; if there is an intersection, marking the roadway segments in the intersection as shared pressure relief roadways, and based on the cross-sectional dimensions of the shared roadways, the current hydraulic conditions, and the expected number of people passing through, assessing the mutual obstruction effect caused by multiple flow of people passing through simultaneously, and calculating the pressure relief mutual interference attenuation degree, which represents the percentage decrease in the actual traffic capacity of the path caused by sharing.

9. A method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions according to claim 8, characterized in that, S3 further includes setting a pressure relief mutual interference attenuation threshold, comparing the pressure relief mutual interference attenuation with the pressure relief mutual interference attenuation threshold, and if a path's attenuation exceeds the pressure relief mutual interference attenuation threshold due to sharing a pressure relief roadway with one or more other paths in the cluster, then the path is determined to be a path that does not meet the cooperative safety requirements and is removed from the initial cooperative path cluster.

10. A method for generating multi-exit collaborative risk avoidance paths under extreme flooding conditions according to claim 9, characterized in that, For each path remaining after the elimination process, obtain the sustainability index of its target exit and the attenuation degree of its potential pressure relief interference; calculate the comprehensive safety of the path by weighted summation of the sustainability index and the pressure relief interference attenuation degree according to predefined weight coefficients; sort all remaining paths in descending order according to their comprehensive safety value. The path ranked first, i.e. the one with the highest overall safety, is selected as the final recommended and unique optimal collaborative risk avoidance path, and is output for risk avoidance command and execution.

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