A method and device for analyzing construction risks of municipal engineering close to rail transit

Abstract

The application relates to the technical field of engineering risk identification, in particular to a municipal engineering construction risk analysis method and equipment close to rail transit, which comprises the following steps: determining construction parameters and existing subways based on to-be-executed construction engineering information, and determining a construction influence space generated by construction operation; determining an operation influence space generated by subway operation based on existing operation characteristics; determining a comprehensive cross influence space based on the construction influence space and the operation influence space, and performing spatial division on the comprehensive cross influence space; determining construction dynamic change parameters and corresponding dynamic influence values based on the to-be-executed construction engineering information, and performing differential expansion on each cross division space based on the construction dynamic change parameters, the dynamic influence values and the cross positions of each cross division space to obtain a target cross influence space; and generating construction risk feedback information based on the target cross influence space. The application facilitates improving the accuracy of the municipal engineering construction risk analysis result close to rail transit.

Description

Technical Field

[0001] This application relates to the field of engineering risk identification technology, and in particular to a method and equipment for risk analysis in municipal engineering construction adjacent to rail transit. Background Technology

[0002] With the acceleration of urbanization, subways and other rail transit systems have become core infrastructure for alleviating urban traffic pressure due to their efficient and environmentally friendly transportation advantages. The number of construction projects involving the intersection of new subway lines and existing subway networks is increasing, with a continuous rise in projects such as new tunnels passing under or alongside existing operating lines. The construction of subways or municipal projects adjacent to other rail transit systems is inherently a complex systems engineering project, involving multiple stages such as geological surveys, structural construction, and mechanical operations. Issues such as soil disturbance, vibration propagation, and stress redistribution generated during construction can easily impact the surrounding environment and existing facilities, especially projects near existing subway lines, which pose a higher environmental risk.

[0003] Conventional risk analysis techniques for municipal engineering projects located adjacent to rail transit have significant limitations and their accuracy is difficult to guarantee. On the one hand, they often rely on expert surveys, enumerating potential risk factors based on the past engineering experience of experts in geology, construction, and subway operation. This method is highly subjective and easily affected by individual differences in expert perception, and may not be able to fully cover the hidden risks under complex working conditions. On the other hand, basic data such as the geological distribution, soil physical and mechanical parameters, and groundwater level of the construction area are obtained through drilling, geophysical exploration, etc., and used as the core basis for risk analysis. However, such survey data are mostly discrete static data before construction, which may not be able to reflect the dynamic working conditions of the construction process in real time, resulting in deviations between the risk analysis results and the actual project, ultimately leading to low accuracy in risk analysis. Summary of the Invention

[0004] To improve the accuracy of risk analysis results for municipal engineering construction adjacent to rail transit, this application provides a method and equipment for risk analysis of municipal engineering construction adjacent to rail transit.

[0005] Firstly, this application provides a method for risk analysis of municipal engineering construction adjacent to rail transit, employing the following technical solution: A method for risk analysis of municipal engineering construction adjacent to rail transit includes: Obtain information on the construction projects to be executed, and determine construction parameters and existing subway lines based on the information on the construction projects to be executed; The spatial extent of construction impact generated by construction operations is determined based on the construction parameters and the preset construction disturbance propagation attenuation model. Obtain the existing operational characteristics of the existing subway, and determine the operational impact space generated by the subway operation based on the existing operational characteristics and the preset subway operation vibration propagation attenuation model; Based on the construction impact space and the operation impact space, a comprehensive cross-impact space is determined, and the comprehensive cross-impact space is spatially divided based on the comprehensive impact intensity of each comprehensive spatial point in the comprehensive cross-impact space to obtain multiple cross-division spaces; Based on the construction project information to be executed, determine the construction dynamic change parameters and the dynamic impact value corresponding to the construction dynamic change parameters. Based on the construction dynamic change parameters, the dynamic impact value, and the intersection position of each intersection space in the comprehensive intersection impact space, differentiate and expand each intersection space to obtain the target intersection impact space. Based on the target cross-influence space, subway construction risk feedback information is generated.

[0006] By adopting the above technical solutions, the comprehensive cross-influence space of construction and operation is accurately defined through analysis. The comprehensive influence intensity is used as an indicator to achieve a refined division of the cross-region, which facilitates the quantification of the combined effects of construction and operation disturbances on the surrounding environment and existing structures. In addition, by introducing dynamic influence values ​​corresponding to dynamic changes in construction parameters and combining them with the location characteristics of the cross-divided space, differentiated spatial expansion is implemented. This enables the risk analysis model to respond in real time to adjustments in the working conditions during the construction process, realizing the transformation from static assessment to dynamic tracking. This facilitates the improvement of the timeliness and foresight of risk warnings. Finally, based on the expanded target cross-influence space, subway construction risk feedback information is generated, which facilitates accurate feedback on the risks that may be faced during the execution of the construction project, so as to provide targeted decision-making basis for risk prevention and control during the construction process.

[0007] In one possible implementation, based on the construction dynamic change parameters, the dynamic influence value, and the intersection position of the intersection space within the comprehensive intersection influence space, the intersection space is differentially expanded, including: Based on the dynamic change parameters of the construction, the characteristics of the dynamic influence source and the influencing medium are determined, and based on the intersection center point of the intersection division space and the dynamic influence source, the influence change path between the dynamic influence source and the intersection division space is determined. Identify the path intersection partitioning space corresponding to the influence change path from the comprehensive cross-influence space, and identify the influence medium value corresponding to the influence medium characteristic in each path intersection partitioning space; The perturbation coefficient of each path intersection partition space on the dynamic influence source is determined based on the partitioning influence intensity and influence medium value of each path intersection partition space; Based on the disturbance coefficient, the dynamic influence value corresponding to the construction dynamic change parameter is corrected to obtain the actual disturbance influence intensity of the dynamic influence source on the cross-division space, and the cross-division space is expanded based on the actual disturbance influence intensity.

[0008] By adopting the above technical solution, the dynamic influence source and the characteristics of the influencing medium are accurately located based on the dynamic change parameters of construction. The influence change path is clarified by combining the relative position of the intersection center point of the cross-division space with the dynamic influence source. This facilitates a clear depiction of the propagation trajectory and range of dynamic disturbance, avoiding the ambiguity of the influence relationship between the dynamic influence source and the cross-division space. By identifying the path of the influence change path, the cross-division space and the influence medium value of each space are identified. The disturbance coefficient is determined by combining the division influence intensity of the path cross-division space. This allows for the quantification of the amplification or attenuation effect of different propagation paths and different medium environments on the dynamic disturbance, achieving accurate correction of the dynamic influence value. This yields the actual disturbance influence intensity caused by the dynamic influence source on the cross-division space. Finally, the cross-division space is expanded based on this actual disturbance influence intensity. This makes the expanded cross-division space more closely match the actual effect of the dynamic disturbance, effectively avoiding expansion deviations caused by ignoring medium differences and path losses during the disturbance propagation process, and further improving the accuracy of the cross-division space expansion.

[0009] In one possible implementation, when the length of the change path corresponding to the affected change path is higher than a preset length threshold, the method further includes: The path of change is divided into multiple local change paths, and the path interval between each local change path and the intersection center point is identified. Based on the path interval and preset influence weight mapping relationship corresponding to each local change path, the path influence weight corresponding to each local change path is determined. The dynamic influence value corresponding to the construction dynamic change parameter is optimized based on the path influence weight of each local change path.

[0010] By adopting the above technical solution, when the length of the influence change path is higher than a preset length threshold, the influence change path is divided into multiple local change paths and the path interval between each local change path and the intersection center point is identified. This facilitates the fine-grained decomposition of the segmented features of long-distance disturbance propagation and avoids the overall and ambiguous evaluation of the disturbance impact due to excessively long paths.

[0011] In one possible implementation, expanding the cross-division space based on the actual disturbance influence intensity includes: Identify the high-intensity adjacent cross-partition spaces corresponding to the cross-partition spaces from the comprehensive cross-influence space, and determine the cross vector based on the first cross-center point of the cross-partition spaces and the second cross-center point of the high-intensity adjacent cross-partition spaces; The dynamic change vector is determined based on the influence change path between the cross-division space and the dynamic influence source; The existing operating vector is determined based on the existing subway operating routes corresponding to the cross-division space. After fitting the cross vector, the dynamic change vector, and the existing operational vector, the cross partition space is expanded based on the fitting result and the actual disturbance influence intensity to obtain the target cross partition space.

[0012] By adopting the above technical solution, the high-intensity adjacent cross-division spaces corresponding to the cross-division spaces are accurately identified from the comprehensive cross-influence space. The cross-vector is determined by combining the cross-center points of the two types of spaces, which makes it easier to clarify the relative positional relationship between high-risk areas and target cross-division spaces. The dynamic change vector is determined based on the influence change path, which makes it easier to capture the propagation direction characteristics of dynamic disturbances. The existing operation vector is determined by combining the existing subway operation route, and the directional attributes of the operation load are further integrated. This makes it easier to achieve full coverage of the directional characteristics of the three key elements: construction dynamic disturbance, high-risk area association, and existing operation load. This makes it easier to accurately match the risk evolution trend under the coupling effect of multiple elements in the expansion direction of the cross-division space.

[0013] In one possible implementation, the step of fitting the cross vector, the dynamically changing vector, and the existing operational vector, and then expanding the cross partition space based on the fitting result and the actual disturbance impact intensity to obtain the target cross partition space includes: The optimal fit vector is obtained by fitting the cross vector, the dynamically changing vector, and the existing operational vector. Calculate the optimal vector magnitude corresponding to the best-fit vector, and determine the quantization dispersion based on the optimal vector magnitude and the cosine of the vector angle between the best-fit vector and the cross vector, the dynamically changing vector, and the existing operating vector. The expansion type is determined based on the quantization discreteness and the optimal vector magnitude, and the expansion type includes sector expansion, multi-directional expansion and directional expansion. Based on the expansion type and the actual disturbance influence intensity, the expansion boundary parameters are determined, and the expansion space range corresponding to the expansion boundary parameters is superimposed with the intersection partition space to obtain the expanded target intersection partition space.

[0014] By adopting the above technical solution, the optimal fitting vector is obtained by fitting the cross vector, the dynamically changing vector, and the existing operational vector. This integrates the directional information of three core elements: high-risk area association, dynamic disturbance propagation, and existing operational load, forming a unified reference benchmark for expansion direction. At the same time, the quantitative dispersion is determined based on the angle between the optimal fitting vector and each original vector, which facilitates the accurate characterization of the differences in the directions of the three elements. The magnitude of the optimal vector clarifies the scale of the core influence, which helps to improve the accuracy of determining the expansion type. Finally, the expansion boundary parameters are determined by combining the expansion type and the actual disturbance influence intensity. The corresponding expansion space range is superimposed with the original cross division space to obtain the target cross division space. This ensures that the expansion range fully covers the risk area under multi-element coupling, and also helps to improve the accuracy and rationality of the target cross division space.

[0015] One possible implementation also includes: The virtual structural change parameters corresponding to the comprehensive cross-influence space are acquired in real time, and the change amplitude and associated structural points corresponding to the structural parameter change points are identified from the virtual structural change parameters. The range of change is determined based on the points of change of the structural parameters and the corresponding magnitude of change. The trend parameter of the range of change is determined based on the range of change and the associated structural points. The trend parameter of the range of change includes the target direction of change and the target rate of change. When the change range trend parameter meets the preset upgrade conditions, the intensity optimization value is determined based on the change range region parameter, and the comprehensive influence intensity of each comprehensive spatial point in the comprehensive cross-influence space is optimized based on the intensity optimization value.

[0016] By adopting the above technical solution, and through real-time analysis of the virtual structural change parameters corresponding to the comprehensive cross-influence space, the change amplitude of structural parameter change points and related structural points can be accurately identified. This facilitates dynamic monitoring of the structural change state within the cross-influence area and accurate capture of key change information. Based on the structural parameter change points and change amplitudes, the change range is determined. Combined with related structural points, deformation range trend parameters containing change direction and change rate are extracted. This facilitates the quantitative characterization of the evolution law and diffusion trend of structural changes. When the change range trend parameters meet the preset upgrade conditions, the comprehensive influence intensity of each comprehensive spatial point within the comprehensive cross-influence space is optimized by determining the intensity optimization value. This ensures that the comprehensive influence intensity can match the dynamic evolution state of the virtual structural deformation in real time, avoiding the risk assessment lag or deviation caused by the solidification of the comprehensive influence intensity.

[0017] Secondly, this application provides an electronic device that adopts the following technical solution: An electronic device comprising: At least one processor; Memory; At least one application, wherein the at least one application is stored in memory and configured to be executed by at least one processor, the at least one application being configured to: execute the above-described method for risk analysis of municipal engineering construction adjacent to rail transit.

[0018] Thirdly, this application provides a computer-readable storage medium, which adopts the following technical solution: A computer-readable storage medium includes: a computer program that can be loaded by a processor and executed the aforementioned risk analysis method for municipal engineering construction adjacent to rail transit.

[0019] Fourthly, this application provides a computer program product, which adopts the following technical solution: A computer program product includes a computer program that, when executed by a processor, implements the aforementioned method for risk analysis of municipal engineering construction adjacent to rail transit.

[0020] In summary, this application includes at least one of the following beneficial technical effects: By analyzing the construction impact space and the operation impact space, the comprehensive cross-impact space of the two is accurately defined, and the comprehensive impact intensity is used as an indicator to achieve a refined division of the cross-region. This facilitates the quantification of the combined effects of construction and operation disturbances on the surrounding environment and existing structures. In addition, by introducing the dynamic impact values ​​corresponding to the dynamic changes in construction parameters and combining them with the location characteristics of the cross-divided space, differentiated spatial expansion is implemented. This enables the risk analysis model to respond in real time to the adjustment of working conditions during the construction process, realizing the transformation from static assessment to dynamic tracking. This facilitates the improvement of the timeliness and foresight of risk warnings. Finally, based on the expanded target cross-impact space, subway construction risk feedback information is generated to accurately reflect the risks that may be faced during the execution of the construction project, so as to provide targeted decision-making basis for risk prevention and control during the construction process.

[0021] By accurately identifying high-intensity adjacent cross-division spaces corresponding to cross-division spaces from the comprehensive cross-influence space, and determining the cross-vector by combining the cross-center points of the two types of spaces, it is easy to clarify the relative positional relationship between high-risk areas and target cross-division spaces. Based on the influence change path, the dynamic change vector is determined, which is easy to capture the propagation direction characteristics of dynamic disturbances. Combined with the existing subway operation route, the existing operation vector is determined, and the directional attributes of the operation load are further integrated, which is easy to achieve full coverage of the directional characteristics of the three key elements: construction dynamic disturbance, high-risk area association, and existing operation load. This makes it easier to accurately match the risk evolution trend under the coupling effect of multiple elements in the expansion direction of the cross-division space. Attached Figure Description

[0022] Figure 1This is a flowchart illustrating a method for risk analysis of municipal engineering construction adjacent to rail transit in an embodiment of this application. Figure 2 This is a schematic diagram of an extended process for dividing a target intersection space according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0023] The following is in conjunction with the appendix Figures 1 to 3 This application will be described in further detail.

[0024] After reading this specification, those skilled in the art may make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they fall within the scope of the claims of this application.

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] It should be noted that, in the optional embodiments of this application, the data related to object information, when applied to specific products or technologies, requires the permission or consent of the object. Furthermore, the collection, use, and processing of this data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. In other words, if the embodiments of this application involve data related to an object, it must be obtained with the object's authorization and consent, the authorization and consent of relevant departments, and in accordance with the relevant laws, regulations, and standards of the country and region. If the embodiments involve personal information, the acquisition of all personal information requires the individual's consent. If sensitive information is involved, the separate consent of the information subject is required. The embodiments also need to be implemented with the object's authorization and consent.

[0027] Specifically, this application provides a method for risk analysis of municipal engineering construction adjacent to rail transit, executed by an electronic device. This electronic device can be a server or a terminal device. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device can be a smartphone, tablet, laptop, desktop computer, etc., but is not limited to these. The terminal device and the server can be directly or indirectly connected via wired or wireless communication, and this application does not impose any limitations on this.

[0028] refer to Figure 1 , Figure 1 This is a flowchart illustrating a construction risk analysis method for municipal engineering projects adjacent to rail transit, as described in this application. The method includes steps S110-S160, wherein: Step S110: Obtain the information of the construction project to be executed, and determine the construction parameters and the existing subway based on the information of the construction project to be executed.

[0029] Specifically, the information on the construction project to be executed includes the construction project itself and its basic parameters. The construction project to be executed can be a subway line extension, station expansion, tunnel lining repair, or foundation pit filling, etc. The information includes, but is not limited to, the project name, number, start and end mileage, and planned construction period. Specific details are not limited in this embodiment and can be determined by relevant personnel based on the actual construction situation and uploaded to electronic devices. Construction parameters for the corresponding construction project can be retrieved from a pre-set construction parameter database based on the project name and number in the construction project information. This pre-set construction parameter database stores the construction parameters for each construction project to be executed. It can be pre-constructed by relevant engineering technicians based on industry technical specifications, experience from similar projects, geological and hydrological condition analysis reports, and existing facility safety constraints. It is dynamically updated and iteratively optimized based on construction data and monitoring feedback from new project cases. Specific details are not limited in this embodiment; different construction projects correspond to different construction parameters. For example, when the construction project to be executed is a subway line extension, the construction parameters can be specific quantitative control indicators such as tunneling speed, soil chamber pressure, cutterhead parameters, grouting timing, and grouting pressure. The existing metro lines corresponding to the construction projects to be carried out can be determined based on the starting and ending mileage and planned construction period of the construction projects to be carried out, the urban rail transit network planning map, and the existing line filing information of the relevant metro operating companies. The existing metro lines corresponding to the construction projects to be carried out refer to urban rail transit lines and ancillary facilities that have been built and put into operation and are directly related to the spatial scope of the construction projects to be carried out (such as underpasses, parallel lines, and adjacent stations), and whose structural safety and operational stability may be affected by the construction activities.

[0030] Step S120: Determine the spatial impact of construction operations based on construction parameters and a preset construction disturbance propagation attenuation model.

[0031] Specifically, the pre-defined construction disturbance propagation attenuation model can be a multi-physics coupling model. This model can be constructed based on elastoplastic mechanics, wave theory, and stratum settlement trough theory. It can simultaneously characterize the propagation attenuation characteristics of three types of disturbances: stratum deformation, vibration acceleration, and stress field changes. The specific construction process of the pre-defined construction disturbance propagation attenuation model is not specifically limited in this embodiment. Construction parameters are used as model inputs to drive the pre-defined construction disturbance propagation attenuation model to simulate the influence boundaries of stratum deformation, vibration acceleration, and stress field changes generated under the construction parameters. The maximum outer envelope range of the three types of disturbance boundaries is taken, and the construction influence space generated by the construction operation is determined in the form of a three-dimensional spatial coordinate set. Simultaneously, the construction influence intensity corresponding to each construction point within the construction influence space can also be obtained. The construction influence intensity of each construction point is a quantitative data of the stratum deformation, vibration acceleration, and stress field changes at the location of each construction point.

[0032] Step S130: Obtain the existing operational characteristics of the existing subway, and determine the operational impact space generated by the subway operation based on the existing operational characteristics and the preset subway operation vibration propagation attenuation model.

[0033] Specifically, based on the existing metro numbers, core characteristic parameters directly related to operational vibration can be extracted from the existing line filing documents and real-time operational monitoring data of the relevant metro operating companies. These operational characteristics include, but are not limited to, basic train parameters (train axle load, total train weight, number of carriages) and operating status parameters (operating hours, peak / off-peak departure intervals, and section operating speed). The extracted operational characteristics are then screened, supplemented, and standardized to form an input parameter set adapted to a preset metro operational vibration propagation attenuation model. This preset model uses a Rayleigh wave attenuation model based on empirical formulas and corrected by on-site measured data. Its core function is to characterize the horizontal and vertical propagation attenuation characteristics of train vibration waves. Substituting the preprocessed input parameter set into the model yields the vibration attenuation law during peak hours. During peak hours, the vibration impact of adjacent trains needs to be superimposed. The impact boundary under peak conditions is taken as the final boundary (the vibration impact range is largest during peak hours and has the greatest safety control significance). The specific method for determining the operational impact space is not specifically limited in this embodiment, as long as the impact range of operational vibration on the surrounding area can be quantified in the form of a three-dimensional coordinate set. Similarly, the operational impact intensity corresponding to each operational point within the operational impact space can also be obtained; the specific determination process will not be elaborated here.

[0034] Step S140: Determine the comprehensive cross-influence space based on the construction influence space and the operation influence space, and divide the comprehensive cross-influence space into multiple cross-division spaces based on the comprehensive influence intensity of each comprehensive space point in the comprehensive cross-influence space.

[0035] Specifically, the comprehensive cross-influence space is the spatial intersection area of ​​the two types of influences: construction disturbance and operational vibration. First, it is necessary to unify the spatial coordinate systems of the construction influence space and the operational influence space. Then, through spatial intersection calculation, the space that simultaneously belongs to the construction influence space and the operational influence space is determined, namely, the comprehensive cross-influence space. The comprehensive cross-influence space contains multiple comprehensive spatial points. The comprehensive spatial point is the point where the construction spatial point coincides with the corresponding operational spatial point. The comprehensive influence intensity of the comprehensive spatial point is the sum of the construction influence intensity of the corresponding construction spatial point and the operational influence intensity of the operational spatial point.

[0036] The comprehensive cross-influence space is spatially divided based on the comprehensive influence intensity of each comprehensive spatial point within the comprehensive cross-influence space, resulting in multiple cross-division spaces. The intensity difference between the comprehensive influence intensities of any two comprehensive spatial points within each cross-division space does not exceed a preset difference threshold. The specific preset difference threshold is not limited in this embodiment. Spatial division facilitates differentiated management of regions with different comprehensive influence intensities. The spatial influence intensity can be determined based on the comprehensive influence intensity of all comprehensive spatial points within each cross-division space. Then, based on a preset spatial type mapping relationship, the cross type corresponding to each cross-division space is determined. Cross types include core cross areas, secondary cross areas, and edge cross areas. The preset spatial type mapping relationship is the correspondence between spatial influence intensity and cross type. The spatial influence intensity can be the average of the comprehensive influence intensities of all comprehensive spatial points within the cross-division space.

[0037] Step S150: Determine the dynamic change parameters of construction based on the construction project information to be executed, and determine the dynamic influence value corresponding to the dynamic change parameters of construction. Based on the dynamic change parameters of construction, the dynamic influence value, and the intersection position of each intersection space in the comprehensive intersection influence space, differentiate and expand each intersection space to obtain the target intersection influence space.

[0038] Specifically, the dynamic change parameters corresponding to the construction project information to be executed represent the dynamic impacts that may occur on the surrounding construction environment during the execution of the construction project information. These dynamic change parameters and the construction impact space can be generated based on the same construction disturbance propagation and attenuation model. The construction impact space is the disturbance impact range output by the model, and the dynamic change parameters can be considered as specific response values ​​within the disturbance impact range output by the model. The simulation processes of both can be performed synchronously without the need for additional model building. The dynamic change parameters may include pore water pressure, ground vibration acceleration, and groundwater level depth, while the dynamic impact value is the quantified result of the dynamic change parameters. During construction, dynamic parameters such as pore water pressure and vibration acceleration may fluctuate in real time with the construction progress (e.g., shield tunneling advancement, grouting pressure adjustment). For example, when the shield tunnels through sand layers, a sudden increase in pore water pressure may lead to an expansion of the disturbance range. If the original static cross-division space is still used for control, newly added risk areas may be missed. Therefore, it is necessary to expand each cross-division space based on the dynamic change parameters, dynamic impact values, and the intersection position of each cross-division space in the comprehensive cross-impact space. Since different cross-division spaces have different intersection positions in the comprehensive cross-influence space, the disturbance propagation path of the same construction dynamic change parameter is different relative to each cross-division space. The degree of enhancement or attenuation of the construction dynamic change parameter by different cross-division spaces is also different. That is, the impact on different cross-division spaces may be different. Therefore, it is necessary to differentiate the expansion of each cross-division space based on the construction dynamic change parameter, dynamic influence value and the intersection position of each cross-division space in the comprehensive cross-influence space, to avoid a one-size-fits-all expansion across the entire domain.

[0039] Furthermore, to improve the accuracy of the expansion of the intersection division space, the method provided in this application, when differentially expanding the intersection division space based on construction dynamic change parameters, dynamic influence values, and the intersection position of the intersection division space in the comprehensive intersection influence space, may specifically include: Based on the dynamic change parameters of construction, the characteristics of the dynamic influence source and the influencing medium are determined. Based on the intersection center point of the intersection division space and the dynamic influence source, the influence change path between the dynamic influence source and the intersection division space is determined. From the comprehensive intersection influence space, the path intersection division space corresponding to the influence change path is identified, and the influence medium value corresponding to the influence medium characteristics in each path intersection division space is identified. Based on the division influence intensity and influence medium value of each path intersection division space, the disturbance coefficient generated by each path intersection division space on the dynamic influence source is determined. Based on the disturbance coefficient, the dynamic influence value corresponding to the dynamic change parameters of construction is corrected to obtain the actual disturbance influence intensity caused by the dynamic influence source on the intersection division space. Based on the actual disturbance influence intensity, the intersection division space is expanded.

[0040] Specifically, different dynamic change parameters in construction correspond to different dynamic impact sources. These parameters represent the dynamic response of construction activities to the surrounding environment, while the dynamic impact source is the direct construction activity that triggers this response. For example, when the dynamic change parameter is pore water pressure, the corresponding dynamic impact source could be dewatering operations in the foundation pit (dewatering operations in the foundation pit - extraction of groundwater - decrease / distribution imbalance of pore water pressure in the formation - corresponding dynamic parameter is pore water pressure in the formation); when the dynamic change parameter is ground vibration acceleration, the corresponding dynamic impact source could be blasting excavation operations in the foundation pit (blasting excavation operations - explosive detonation generates shock waves - ground particle vibration - corresponding dynamic parameter is ground vibration acceleration); when the dynamic change parameter is groundwater level depth, the corresponding dynamic impact source could be shield tunneling penetrating the aquifer (shield tunneling penetrating the aquifer - groundwater from the aquifer flowing into the tunnel - decrease in the regional groundwater level - corresponding dynamic parameter is groundwater level depth). The characteristics of the influencing medium refer to the properties of the formation medium itself. These properties may enhance or reduce the intensity of dynamic changes in construction parameters by changing the transmission efficiency of disturbances and the energy dissipation rate. For example, the characteristics of the influencing medium may be soil density, soil stiffness, groundwater occurrence state, aquifer permeability coefficient, etc. The specific content is not specifically limited in the embodiments of this application.

[0041] For any cross-division space, the construction operation location of the dynamic influence source can be determined. Based on the construction operation location and the spatial intersection center point of the cross-division space, the influence change path between the two can be determined. That is, the construction dynamic change parameters will be transmitted through this influence change path as the core channel, interfering with the cross-division space through the conduction and diffusion of the formation medium. The path cross-division space refers to other cross-division spaces that intersect with the influence change path in the comprehensive cross-influence space. The number of path cross-division spaces can be one or more, and the specific number is not specifically limited in this embodiment. Known influence medium characteristics can enhance or attenuate the intensity of the construction dynamic change parameters when the dynamic change parameters pass through each path cross-division space. The influence medium value is the quantitative result of the influence medium characteristics in the path cross-division space. When the influence medium value is greater than the critical value, the larger the influence medium value, the stronger the enhancement effect on the intensity of the construction dynamic change parameters; when the influence medium value is less than the critical value, the smaller the influence medium value, the stronger the attenuation effect on the intensity of the construction dynamic change parameters; when the influence medium value is equal to the critical value, it indicates that the intensity of the dynamic change parameters will not be enhanced or attenuated in that path cross-division space.

[0042] For ease of understanding, the spatial influence intensity corresponding to the path intersection partitioning space can be defined as the partitioning influence intensity of the path intersection partitioning space. Different partitioning influence intensities correspond to different spatial weights. Based on a preset spatial weight mapping relationship, the spatial weight corresponding to each path intersection partitioning space can be determined. The greater the partitioning influence intensity, the higher the corresponding spatial weight. The preset spatial weight mapping relationship is the correspondence between partitioning influence intensity and spatial weight. The specific content is not specifically limited in this embodiment of the application and can be determined by relevant personnel based on historical experimental data and uploaded to electronic devices. Then, by calculating the spatial weight corresponding to each path intersection partitioning space and the influence medium value, a weighted sum is performed to determine the disturbance coefficient corresponding to each path intersection partitioning space. The disturbance coefficient is used to characterize the actual degree to which the path intersection partitioning space may interfere with the intensity of dynamic changes in construction parameters caused by the dynamic influence source. Finally, the dynamic influence value of the dynamic changes in construction parameters is corrected based on the disturbance coefficient to obtain the actual disturbance influence intensity caused by the dynamic influence source to the intersection partitioning space. When expanding the intersection partitioning space based on the actual disturbance influence intensity, the expanded intersection partitioning space can better fit the actual effect of dynamic disturbance, effectively avoiding expansion deviations caused by ignoring medium differences and path losses during disturbance propagation. Based on the above method, each intersecting space can be expanded in a differentiated manner.

[0043] Step S160: Generate subway construction risk feedback information based on the target cross-influence space.

[0044] Based on each expanded intersection, the target intersection influence space can be obtained. Based on the spatial distribution characteristics of the target intersection influence space, the comprehensive influence intensity level of each region, and the dynamic expansion coefficient, subway construction risk feedback information including risk level zoning map, construction parameter adjustment threshold, and subway operation speed limit suggestions can be generated.

[0045] In this embodiment of the application, the comprehensive cross-influence space of construction and operation is accurately defined by analyzing the construction impact space and the operation impact space. The comprehensive impact intensity is used as an indicator to achieve a fine division of the cross-region, which facilitates the quantification of the degree of impact of the superposition of construction and operation disturbances on the surrounding environment and existing structures. In addition, by introducing the dynamic impact value corresponding to the dynamic change parameters of construction, and combining the location characteristics of the cross-divided space to implement differentiated spatial expansion, the risk analysis model can respond to the adjustment of working conditions in the construction process in real time, realizing the transformation from static assessment to dynamic tracking. This facilitates the improvement of the timeliness and foresight of risk warning. Finally, the subway construction risk feedback information is generated based on the expanded target cross-influence space, which facilitates the accurate feedback of the risks that may be faced in the execution of the construction project, so as to provide targeted decision-making basis for risk prevention and control in the construction process.

[0046] Furthermore, when the length of the change path corresponding to the affected change path exceeds a preset length threshold, it also includes: The impact change path is divided into multiple local change paths, and the path interval between each local change path and the intersection center point is identified; based on the path interval corresponding to each local change path and the preset impact weight mapping relationship, the path impact weight corresponding to each local change path is determined; the dynamic impact value corresponding to the construction dynamic change parameter is optimized based on the path impact weight of each local change path.

[0047] Specifically, when the length of the change path affecting the change path is not higher than a preset length threshold, the perturbation coefficient corresponding to each path intersection space is determined by weighted summation using only the spatial weight and the value of the influencing medium for each path intersection space. However, when the length of the change path affecting the change path is higher than the preset length threshold, the change path needs to be divided into paths, and the path influence weight corresponding to each local change path is determined based on the path distance between the intersection center point of each local change path and the intersection space. The specific preset length threshold is not specifically limited in this embodiment. The local change paths corresponding to each path intersection space are identified, and the perturbation coefficient corresponding to each path intersection space is updated by weighted summation based on the path influence weight, spatial weight, and the value of the influencing medium for each local change path. Finally, the dynamic influence value is corrected based on the updated perturbation coefficient.

[0048] When the length of the affected change path exceeds a preset length threshold, the affected change path is divided into multiple local change paths and the path interval between each local change path and the intersection center point is identified. This facilitates a finer breakdown of the segmented characteristics of long-distance disturbance propagation and avoids the overall and ambiguous assessment of the disturbance impact due to excessively long paths.

[0049] Furthermore, to ensure that the expansion direction of the cross-division space accurately matches the risk evolution trend under the coupling effect of multiple factors, when expanding the cross-division space based on the actual disturbance influence intensity, steps S210-S240 may be included, such as... Figure 2 As shown, where: Step S210: Identify the high-intensity adjacent cross partition space corresponding to the cross partition space from the comprehensive cross influence space, and determine the cross vector based on the first cross center point of the cross partition space and the second cross center point of the high-intensity adjacent cross partition space.

[0050] Specifically, for any given cross-partition space, firstly, adjacent cross-partition spaces with the same edge features as the current cross-partition space are identified from the comprehensive cross-influence space. Then, the partitioning influence intensity of each adjacent cross-partition space is compared with the partitioning influence intensity of the current cross-partition space. High-intensity adjacent cross-partition spaces are determined from all adjacent cross-partition spaces, where the partitioning influence intensity is higher than that of the current cross-partition space. The center point coordinates of the first cross-center point of the cross-partition space and the center point coordinates of the second cross-center point of the high-intensity adjacent cross-partition space are identified to determine the cross vector between them. If multiple high-intensity adjacent cross-partition spaces exist, the cross vector corresponding to the second cross-center point of each high-intensity adjacent cross-partition space needs to be determined. Finally, the multiple cross vectors are fitted to determine the final cross vector.

[0051] Step S220: Determine the dynamic change vector based on the influence change path between the cross-division space and the dynamic influence source.

[0052] Specifically, the vector magnitude of the dynamic change vector can be determined based on the path of influence change, and the vector direction of the dynamic change vector can be determined based on the direction of movement of the construction dynamic change parameters corresponding to the dynamic influence source in the path of influence change.

[0053] Step S230: Determine the existing operating vector based on the existing subway operating routes corresponding to the cross-division space.

[0054] Specifically, based on the geometric characteristics of the impact path and the medium transmission velocity, the predicted time period for the disturbance to travel from the dynamic impact source to the intersection space can be calculated. Then, the existing subway line segments and subway operating directions that cross the impact range of the intersection space within the predicted time period can be determined from the operating timetables and line operation diagrams of the relevant subway operating companies. The magnitude of the existing operating vector can be determined using the existing subway line segments, and the vector direction can be determined using the subway operating direction. Since the transmission / spread of construction dynamic change parameters (such as pore water pressure fluctuations and vibration acceleration) to the intersection space along the impact path has a clear time lag (determined by the transmission efficiency of the stratum medium), while the operating direction and time period of the existing subway are deterministic information that can be obtained in advance, by predicting the predicted time period for the construction disturbance to reach the intersection space and then matching it with the actual operating status (line segment, operating direction) of the existing subway within that time period, it is convenient to accurately determine the direction and magnitude of the existing operating vector, avoiding the coarseness of a uniform analysis across the entire time period.

[0055] Step S240: After fitting the cross vector, the dynamically changing vector, and the existing operational vector, the cross partition space is expanded based on the fitting results and the actual disturbance influence intensity to obtain the target cross partition space.

[0056] Specifically, after fitting the cross vector, the dynamically changing vector, and the existing operational vector, the quantization dispersion and the optimal vector magnitude corresponding to the fitting result are determined. Then, based on the quantization dispersion and the optimal vector magnitude, a specific expansion strategy for the cross partition space is determined. Furthermore, to improve the accuracy and rationality of the target cross partition space, after fitting the cross vector, the dynamically changing vector, and the existing operational vector, the cross partition space is expanded based on the fitting result and the actual disturbance influence intensity to obtain the target cross partition space. Specifically, this may include: The cross vector, the dynamically changing vector, and the existing operational vector are fitted to obtain the optimal fitted vector. The optimal vector magnitude corresponding to the optimal fitted vector is calculated. Based on the optimal vector magnitude and the cosine of the vector angle between the optimal fitted vector and the cross vector, the dynamically changing vector, and the existing operational vector, the quantization dispersion is determined. Based on the quantization dispersion and the optimal vector magnitude, the expansion type is determined. The expansion types include sector expansion, multi-directional expansion, and directional expansion. Based on the expansion type and the actual disturbance influence intensity, the expansion boundary parameters are determined. The expansion space range corresponding to the expansion boundary parameters is superimposed with the cross partition space to obtain the expanded target cross partition space.

[0057] Specifically, based on the type of dynamic influence source, the geological environment parameters of the construction area, and the physical characteristics of the construction disturbance, the direction of construction interference of the dynamic change parameters can be determined. This direction of construction interference is the physical evolution direction of the dynamic change parameters themselves (such as the opposite direction of the hydraulic gradient of pore water pressure), not the geometric path direction of the dynamic change parameters spreading from the dynamic influence source to a certain intersectional division space. The vector directions of the intersection vector, the dynamic change vector, and the existing operation vector are compared with the direction of construction interference to determine the directional fit degree corresponding to each of the intersection vector, the dynamic change vector, and the existing operation vector (the smaller the vector angle between the vector direction and the direction of construction interference, the higher the directional fit degree). Based on the preset vector weight mapping relationship, the vector weight corresponding to each directional fit degree is determined, that is, the vector weight corresponding to each of the intersection vector, the dynamic change vector, and the existing operation vector is determined. The preset vector weight mapping relationship is the correspondence between the directional fit degree and the vector weight. The specific content is not specifically limited in the embodiments of this application.

[0058] The optimal fitting vector is obtained by weighted least squares fitting algorithm, which combines the three original vectors (cross vector, dynamic change vector, and existing operation vector) and their corresponding vector weights. For example, the optimal fitting vector is calculated as (0.95, 0, 0.095, vector weight = 0.95); the optimal fitting vector is (0, 0.9, 0.09, vector weight = 0.9); and the optimal fitting vector is (0.707, 0.707, 0.1, vector weight = 1.0) with the following values: (0.55, 0.62, 0.09).

[0059] The optimal vector magnitude is the spatial length of the optimal vector, reflecting the superposition of risk intensity of cross vectors, dynamically changing vectors, and existing operational vectors corresponding to the comprehensive expansion direction. It can be directly calculated using the three-dimensional vector magnitude formula, which will not be elaborated here. It should be noted that the optimal vector magnitude ranges from [0,1], with values ​​closer to 1.0 indicating higher risk intensity in the comprehensive expansion direction.

[0060] Quantized dispersion reflects the degree of directional dispersion of the three original vectors relative to the optimal fitted vector. It is quantified by calculating the deviation between the original vectors and the optimal vector. First, the cosine of the angle between each original vector and the optimal fitted vector needs to be calculated. The cosine value ranges from -1 to 1; the closer it is to 1, the more consistent the directions of the original vectors and the optimal fitted vector. Second, the average similarity needs to be calculated to reflect the overall fit between all original vectors and the optimal fitted vector. Finally, the average similarity is converted into quantized dispersion using the formula D = 1 - X, where D is the quantized dispersion and X is the average similarity. The quantized dispersion ranges from 1 to 1; the closer it is to 0, the more concentrated the directions.

[0061] Different quantization dispersion and optimal vector magnitude correspond to different expansion types. The expansion type can be determined based on a preset expansion type mapping relationship. This preset mapping relationship is the correspondence between the parameter combination of quantization dispersion and optimal vector magnitude and the expansion type. Expansion types include sector expansion, multi-directional expansion, and directional expansion. The specific content of the preset expansion type mapping relationship is not specifically limited in this embodiment. When determining the expansion boundary parameters, the expansion area corresponding to the actual disturbance influence intensity can be determined based on a preset expansion area mapping relationship. Then, the expansion boundary parameters are determined jointly based on the expansion type and expansion area. The preset expansion area mapping relationship is the correspondence between the actual disturbance influence intensity and the expansion area; the greater the actual disturbance influence intensity, the larger the corresponding expansion area. The specific content of the preset expansion area mapping relationship is not specifically limited in this embodiment.

[0062] Finally, the target cross-division space is obtained by superimposing the extended space range corresponding to the cross-division space with the original cross-division space. This ensures that the extended range fully covers the risk area under the coupling of multiple factors, and also helps to improve the accuracy and rationality of the target cross-division space. Based on the above method, each cross-division space can be extended to obtain the corresponding target cross-division space.

[0063] By accurately identifying high-intensity adjacent cross-division spaces corresponding to cross-division spaces from the comprehensive cross-influence space, and determining the cross-vector by combining the cross-center points of the two types of spaces, it is easy to clarify the relative positional relationship between high-risk areas and target cross-division spaces. Based on the influence change path, the dynamic change vector is determined, which is easy to capture the propagation direction characteristics of dynamic disturbances. Combined with the existing subway operation route, the existing operation vector is determined, and the directional attributes of the operation load are further integrated, which is easy to achieve full coverage of the directional characteristics of the three key elements: construction dynamic disturbance, high-risk area association, and existing operation load. This makes it easier to accurately match the risk evolution trend under the coupling effect of multiple elements in the expansion direction of the cross-division space.

[0064] Furthermore, to avoid delays or biases in risk assessment caused by the combined effects of strength curing, the method provided in this application embodiment further includes: The system acquires virtual structural change parameters corresponding to the comprehensive cross-influence space in real time, and identifies the change amplitude and associated structural points corresponding to the structural parameter change points from the virtual structural change parameters. Based on the structural parameter change points and their corresponding change amplitudes, the system determines the change range, and based on the change range and associated structural points, it determines the change range trend parameters, which include the target change direction and the target change rate. When the change range trend parameters meet the preset upgrade conditions, the system determines the intensity optimization value based on the change range region parameters, and optimizes the comprehensive influence intensity of each comprehensive spatial point in the comprehensive cross-influence space based on the intensity optimization value.

[0065] Specifically, the virtual structure change parameters refer to the virtual structure that undergoes virtual deformation within the space under the comprehensive cross-influence of construction engineering information. These parameters originate from the simulation and deduction of the deformation of the physical structure by the mechanical model. The virtual deformation amount and virtual deformation rate of the virtual structure are essentially a digital representation of the change state of the physical structure. The virtual structure mainly includes virtual subway structures related to the existing subway, such as virtual subway tunnel segments, virtual sleepers, virtual track beds, virtual rails, and virtual segment joints. The specific content is not specifically limited in the embodiments of this application and can be set by relevant technical personnel according to the actual needs of the important monitoring objects.

[0066] The virtual structural change parameters include the structural parameter change points, the corresponding change amplitudes, and associated structural points. The change area corresponding to the change amplitude can be determined first based on the mapping relationship between the change amplitude and the preset change area; the larger the change amplitude, the larger the corresponding change area. The corresponding change range is determined based on the structural parameter change points and the change area. The change record of this change range within a preset analysis time period is obtained, and based on this change record, the first change direction and the first change rate corresponding to this change range within the preset analysis time period are determined. The change record of the change range within the preset analysis time period is a sequence of virtual deformations within the preset analysis time period, centered on the structural parameter change points and bounded by the change area.

[0067] The associated range is determined based on each associated structural point. The change record of this associated range within a preset analysis time period is used to determine the second change direction and the second change rate corresponding to the associated range within the preset analysis time period. The preset analysis time period is a period after the current moment, and the analysis duration corresponding to the preset analysis time period is not specifically limited in this embodiment. The change record of the associated range within the preset analysis time period is a time-by-time virtual deformation sequence of the virtual structural units covered by the associated structural points within the preset analysis time period. The first change direction and the second change direction are fitted to determine the target change direction. The average of the first change rate and the second change rate is calculated to determine the target change rate.

[0068] When the target change direction and target change rate meet the preset upgrade conditions, the intensity optimization value can be determined based on the target change direction and target change rate that meet the preset upgrade conditions. This value is used to upgrade the comprehensive influence intensity of each comprehensive spatial point in the comprehensive cross-influence space. The preset upgrade conditions are that the directional fit between the target change direction and the fitted optimal vector is not lower than the preset fit threshold, and the target change rate is not lower than the preset change rate threshold. The specific preset fit threshold and preset change rate threshold are not specifically limited in this application embodiment, but can be set by relevant personnel according to actual needs.

[0069] When determining the intensity optimization value based on the target change direction and target change rate that meet preset upgrade conditions, the intensity optimization value corresponding to the target change direction and target change rate can be determined based on the preset optimization value mapping relationship. This intensity optimization value can be superimposed on the comprehensive influence intensity of each comprehensive spatial point. Furthermore, differential optimization can be performed based on the vector distance between each comprehensive spatial point and the fitted optimal vector. For example, first, the optimization weight corresponding to each comprehensive spatial point can be determined based on the vector distance between each comprehensive spatial point and the fitted optimal vector. Finally, the original comprehensive influence intensity is superimposed and optimized based on the optimization weight and the intensity optimization value. By determining the intensity optimization value to optimize the comprehensive influence intensity of each comprehensive spatial point within the comprehensive cross-influence space, the comprehensive influence intensity can be matched in real time with the dynamic evolution state of the structure's virtual deformation.

[0070] This application provides an electronic device, such as... Figure 3 As shown, Figure 3 The illustrated electronic device 300 includes a processor 301 and a memory 303. The processor 301 and the memory 303 are connected, for example, via a bus 302. Optionally, the electronic device 300 may also include a transceiver 304. It should be noted that in practical applications, the transceiver 304 is not limited to one type, and the structure of this electronic device 300 does not constitute a limitation on the embodiments of this application.

[0071] Processor 301 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 301 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0072] Bus 302 may include a pathway for transmitting information between the aforementioned components. Bus 302 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 302 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 3 The symbol is represented by only one line, but this does not mean that there is only one bus or one type of bus.

[0073] The memory 303 may be a ROM (Read Only Memory) or other type of static storage device capable of storing static information and instructions, RAM (Random Access Memory) or other type of dynamic storage device capable of storing information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), CD-ROM (Compact Disc Read Only Memory) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but not limited thereto.

[0074] The memory 303 is used to store application code that executes the solution of this application, and its execution is controlled by the processor 301. The processor 301 is used to execute the application code stored in the memory 303 to implement the content shown in the foregoing method embodiments.

[0075] Electronic devices include, but are not limited to: mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), and in-vehicle terminals (such as in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Servers can also be included. Figure 3 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0076] This application provides a computer-readable storage medium storing a computer program that, when run on a computer, enables the computer to execute the corresponding content in the aforementioned method embodiments.

[0077] This application provides a computer program product including a computer program that, when executed by a processor, implements the methods described in any of the above embodiments.

[0078] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0079] The above description is only a partial embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for risk analysis of municipal engineering construction adjacent to rail transit, characterized in that, include: Obtain information on the construction projects to be executed, and determine construction parameters and existing subway lines based on the information on the construction projects to be executed; The spatial extent of construction impact generated by construction operations is determined based on the construction parameters and the preset construction disturbance propagation attenuation model. Obtain the existing operational characteristics of the existing subway, and determine the operational impact space generated by the subway operation based on the existing operational characteristics and the preset subway operation vibration propagation attenuation model; Based on the construction impact space and the operation impact space, a comprehensive cross-impact space is determined, and the comprehensive cross-impact space is spatially divided based on the comprehensive impact intensity of each comprehensive spatial point in the comprehensive cross-impact space to obtain multiple cross-division spaces; Based on the construction project information to be executed, determine the construction dynamic change parameters and the dynamic impact value corresponding to the construction dynamic change parameters. Based on the construction dynamic change parameters, the dynamic impact value, and the intersection position of each intersection space in the comprehensive intersection impact space, differentiate and expand each intersection space to obtain the target intersection impact space. Based on the target cross-influence space, subway construction risk feedback information is generated.

2. The method for risk analysis of municipal engineering construction adjacent to rail transit as described in claim 1, characterized in that, Based on the aforementioned construction dynamic change parameters, the aforementioned dynamic influence values, and the intersection position of the intersection division space within the comprehensive intersection influence space, the intersection division space is differentially expanded, including: Based on the dynamic change parameters of the construction, the characteristics of the dynamic influence source and the influencing medium are determined, and based on the intersection center point of the intersection division space and the dynamic influence source, the influence change path between the dynamic influence source and the intersection division space is determined. Identify the path intersection partitioning space corresponding to the influence change path from the comprehensive cross-influence space, and identify the influence medium value corresponding to the influence medium characteristic in each path intersection partitioning space; The perturbation coefficient of each path intersection partition space on the dynamic influence source is determined based on the partitioning influence intensity and influence medium value of each path intersection partition space; Based on the disturbance coefficient, the dynamic influence value corresponding to the construction dynamic change parameter is corrected to obtain the actual disturbance influence intensity of the dynamic influence source on the cross-division space, and the cross-division space is expanded based on the actual disturbance influence intensity.

3. The method for risk analysis of municipal engineering construction adjacent to rail transit as described in claim 2, characterized in that, When the length of the change path corresponding to the affected change path is higher than a preset length threshold, the method further includes: The path of change is divided into multiple local change paths, and the path interval between each local change path and the intersection center point is identified. Based on the path interval and preset influence weight mapping relationship corresponding to each local change path, the path influence weight corresponding to each local change path is determined. The dynamic influence value corresponding to the construction dynamic change parameter is optimized based on the path influence weight of each local change path.

4. The method for risk analysis of municipal engineering construction adjacent to rail transit as described in claim 2, characterized in that, The expansion of the cross-division space based on the actual disturbance influence intensity includes: Identify the high-intensity adjacent cross-partition spaces corresponding to the cross-partition spaces from the comprehensive cross-influence space, and determine the cross vector based on the first cross-center point of the cross-partition spaces and the second cross-center point of the high-intensity adjacent cross-partition spaces; The dynamic change vector is determined based on the influence change path between the cross-division space and the dynamic influence source; The existing operating vector is determined based on the existing subway operating routes corresponding to the cross-division space. After fitting the cross vector, the dynamic change vector, and the existing operational vector, the cross partition space is expanded based on the fitting result and the actual disturbance influence intensity to obtain the target cross partition space.

5. The method for risk analysis of municipal engineering construction adjacent to rail transit as described in claim 4, characterized in that, The step of fitting the cross vector, the dynamically changing vector, and the existing operational vector, and then expanding the cross partition space based on the fitting result and the actual disturbance influence intensity to obtain the target cross partition space includes: The optimal fit vector is obtained by fitting the cross vector, the dynamically changing vector, and the existing operational vector. Calculate the optimal vector magnitude corresponding to the best-fit vector, and determine the quantization dispersion based on the optimal vector magnitude and the cosine of the vector angle between the best-fit vector and the cross vector, the dynamically changing vector, and the existing operating vector. The expansion type is determined based on the quantization discreteness and the optimal vector magnitude, and the expansion type includes sector expansion, multi-directional expansion and directional expansion. Based on the expansion type and the actual disturbance influence intensity, the expansion boundary parameters are determined, and the expansion space range corresponding to the expansion boundary parameters is superimposed with the intersection partition space to obtain the expanded target intersection partition space.

6. The method for risk analysis of municipal engineering construction adjacent to rail transit as described in claim 5, characterized in that, Also includes: The virtual structural change parameters corresponding to the comprehensive cross-influence space are acquired in real time, and the change amplitude and associated structural points corresponding to the structural parameter change points are identified from the virtual structural change parameters. The range of change is determined based on the points of change of the structural parameters and the corresponding magnitude of change. The trend parameter of the range of change is determined based on the range of change and the associated structural points. The trend parameter of the range of change includes the target direction of change and the target rate of change. When the change range trend parameter meets the preset upgrade conditions, the intensity optimization value is determined based on the change range region parameter, and the comprehensive influence intensity of each comprehensive spatial point in the comprehensive cross-influence space is optimized based on the intensity optimization value.

7. An electronic device, characterized in that, The electronic device includes: At least one processor; Memory; At least one application, wherein the at least one application is stored in memory and configured to be executed by at least one processor, the at least one application being configured to: perform a method for risk analysis of municipal engineering construction adjacent to rail transit as described in any one of claims 1-6.

8. A computer-readable storage medium, characterized in that, include: The computer program contains a method for risk analysis of municipal engineering construction adjacent to rail transit that can be loaded by a processor and executed as described in any one of claims 1-6.

9. A computer program product, characterized in that, The system includes a computer program that, when executed by a processor, implements the steps of any one of the methods for risk analysis of municipal engineering construction adjacent to rail transit as described in claims 1-6.

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