A method for analyzing multi-stage load distribution and stability of a self-propelled drill-and-blast trailer

Abstract

A multi-stage load distribution and stability analysis method of a self-propelled drill-and-blast car relates to the field of tunnel construction technology, including obtaining real-time multi-source load data of the drill-and-blast car and setting boundary conditions, and simultaneously decoupling and quantifying the real-time multi-source load data; the multi-dimensional dynamic stability evaluation index of the drill-and-blast car is calculated in real time by using the decoupled load vector; according to the multi-dimensional dynamic stability evaluation index, the safety operation envelope of the drill-and-blast car is generated; the current operation state coordinates of the drill-and-blast car are monitored in real time, and are compared with the safety operation envelope in real time; if the current operation state coordinates approach or exceed the boundary of the safety operation envelope, the corresponding active safety warning and intervention strategy is triggered; the real-time multi-source load data of the drill-and-blast car is decoupled and analyzed, the operation state of the drill-and-blast car is monitored in real time, the corresponding active safety warning and intervention strategy is triggered when the operation state tends to be abnormal, and the irreversible instability state is avoided.

Description

Technical Field

[0001] This invention relates to the field of tunnel construction technology, specifically to a method for analyzing the multi-level load distribution and stability of a self-propelled drilling and blasting rig. Background Technology

[0002] In drill-and-blast construction of tunnels and underground engineering projects, vehicle-mounted self-propelled drill-and-blast rigs are widely used for high-altitude drilling, explosive loading, and support operations due to their mobility. However, with the increasing complexity of engineering geological conditions, existing self-propelled drill-and-blast rigs have revealed the following significant technical problems in practical applications:

[0003] During operation, the drilling rig simultaneously bears the static self-weight of the chassis and gantry, the quasi-static live load from personnel movement, the dynamic disturbance load from the high-frequency recoil of the rock drill, and the environmental load caused by the tunnel's longitudinal slope. Existing vehicle-mounted self-propelled drilling and blasting rigs lack real-time decoupling and quantification methods for these complex coupled loads, resulting in unclear multi-level force transmission paths from top to bottom of the rig, which easily leads to undetectable stress concentrations and fatigue fractures at critical nodes.

[0004] Furthermore, existing safety management relies excessively on workers' subjective experience or simply sets a single alarm threshold for tilt angle or pressure. This reactive alarm mechanism cannot dynamically calculate the trolley's ultimate overturning boundary based on real-time changing working conditions, and cannot achieve proactive prediction. Often, the trolley is already in an irreversible unstable state when the alarm is triggered. Summary of the Invention

[0005] This invention provides a method for analyzing the multi-level load distribution and stability of a self-propelled drilling and blasting rig. By decoupling and analyzing the real-time multi-source load data of the drilling and blasting rig, the operating status of the rig is monitored in real time. When the operating status tends to be abnormal, corresponding active safety warnings and intervention strategies are triggered to avoid irreversible instability.

[0006] A method for analyzing the multi-stage load distribution and stability of a self-propelled drilling and blasting rig includes the following steps:

[0007] S1. Acquire real-time multi-source load data of the drilling and blasting trolley and set boundary conditions. At the same time, decouple and quantize the real-time multi-source load data to obtain the decoupled load vector. The decoupled load vector includes static load, quasi-static load, dynamic disturbance load and environmental load.

[0008] S2, input the decoupled load vector into the multi-level load transfer matrix to establish a force distribution model from the upper structure of the drilling and blasting trolley to the bottom support structure, and calculate the force distribution results of each key node;

[0009] S3, based on the force distribution results of each key node, calculates the multi-dimensional dynamic stability evaluation index of the drilling and blasting trolley in real time.

[0010] S4. Generate the safe operating envelope of the drilling and blasting trolley based on multi-dimensional dynamic stability evaluation indicators.

[0011] S5 monitors the current operating status coordinates of the drilling and blasting trolley in real time and compares them with the safe operating envelope. If the current operating status coordinates approach or exceed the boundary of the safe operating envelope, corresponding proactive safety warnings and intervention strategies are triggered.

[0012] Furthermore, the drilling and blasting trolley includes a truck chassis and a steel frame mounted on the truck chassis. The steel frame is welded from multiple I-beams, and a working platform is provided on the steel frame. Four independent hydraulic outriggers are provided around the truck chassis.

[0013] Further, in step S1, real-time multi-source load data is acquired through a monitoring system. The monitoring system includes: load cells installed on four independent hydraulic outriggers; strain gauges installed on the I-beams of the steel frame; a first tilt sensor installed on the vehicle chassis; and a second tilt sensor installed on the top working platform of the steel frame; and a control unit that is communicatively connected to the load cells, strain gauges, first tilt sensor, and second tilt sensor; the control unit is also connected to a feedback unit for executing active safety warning and intervention strategies.

[0014] Further, in step S1, the decoupling quantization process specifically involves decoupling the real-time multi-source load data into: static loads, including the self-weight of the vehicle chassis and the self-weight of the steel frame structure; quasi-static loads, including weight and center of gravity displacement changes caused by workers and construction equipment; dynamic disturbance loads, including horizontal recoil thrust and vibration loads generated by rock drilling; and environmental loads, including the gravity component caused by the longitudinal slope and the friction reduction caused by road conditions.

[0015] Furthermore, the multi-dimensional dynamic stability evaluation indicators in step S3 include: anti-slip stability assessment indicators, anti-overturning stability assessment indicators, and structural strength and fatigue assessment indicators.

[0016] Furthermore, the condition for determining anti-slip stability is that the sum of the gravity component vector downward along the slope and the horizontal thrust vector of the borehole is less than the maximum combined static friction force provided by the drill and blast trolley support.

[0017] Furthermore, the condition for determining the anti-overturning stability is: real-time calculation of the overall three-dimensional center of gravity coordinates of the drilling and blasting trolley to ensure that the overturning moment caused by the dynamic disturbance load is always less than the anti-overturning moment constructed by the overall self-weight of the drilling and blasting trolley and the support span.

[0018] Furthermore, in step S4, the safe operating envelope is a three-dimensional spatial force boundary model generated in real time based on the tilt angle of the vehicle chassis and the support span of the hydraulic outriggers; when the real-time calculated center of gravity coordinates and external force vector projections both fall within the three-dimensional spatial force boundary model, it is determined that the drilling and blasting trolley is within the safe range.

[0019] Furthermore, the proactive safety warning in step S5 includes: when the real-time status data approaches the boundary of the safe operation envelope and reaches the warning threshold, the feedback unit provides a prompt.

[0020] Furthermore, the intervention strategy in step S5 includes: when the real-time status data exceeds the boundary of the safe operation envelope, or when the load detected by a single hydraulic outrigger is lower than the limit threshold, the feedback unit controls the solenoid valves connected in series in the air and water supply pipelines of the drilling and blasting trolley to close, so as to cut off the air and water power and stop the drilling operation.

[0021] The beneficial effects of the above-described technical solutions provided in the embodiments of the present invention include at least the following:

[0022] 1. By decoupling the multi-source load data of the drilling and blasting rig into static, quasi-static, dynamic, and environmental loads, and constructing a multi-level load transfer matrix, the stress on the drilling and blasting rig can be monitored, eliminating the risk of structural fracture or local instability caused by blind eccentric loading.

[0023] 2. Based on multi-dimensional dynamic stability evaluation indicators, a safe operating envelope for the drilling and blasting rig is generated. At the same time, the overall three-dimensional center of gravity coordinates of the drilling and blasting rig are monitored based on the safe operating envelope during the operation to determine whether the drilling and blasting rig is within a safe range and to analyze the stability of the drilling and blasting rig.

[0024] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings.

[0025] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0026] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0027] Figure 1 This is a flowchart of the multi-level load distribution and stability analysis method for a self-propelled drilling and blasting rig disclosed in an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram of the structure of the self-propelled drilling and blasting trolley disclosed in an embodiment of the present invention;

[0029] Figure 3 This is a communication block diagram of the monitoring system disclosed in an embodiment of the present invention.

[0030] Figure label:

[0031] 1. Automobile chassis; 2. Steel structure frame; 3. Hydraulic outriggers; 4. Load sensing component; 41. Weighing sensor; 42. Strain gauge; 5. Attitude sensing component; 51. First tilt sensor; 52. Second tilt sensor; 6. Control unit; 7. Feedback unit. Detailed Implementation

[0032] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0033] Existing drilling and blasting trolleys include towed trolleys that use external traction equipment for movement, often referred to in the industry as non-powered trolleys. Because they rely on external traction equipment such as winches and excavators for movement, a single movement takes more than 30 minutes, resulting in a construction efficiency loss rate of over 25%. Towed trolleys are prone to getting stuck in areas with a longitudinal slope greater than 1.5% or abrupt changes in cross-section, forcing manual assistance in moving the equipment. At the same time, the external power supply / air compressor system increases the energy consumption of traditional towed trolleys.

[0034] Based on this, another type of self-propelled drilling and blasting trolley based on a self-moving chassis has emerged, such as the tunnel-walking charging trolley disclosed in Chinese Patent CN202210231306.2. This drilling and blasting trolley, which uses a truck chassis 1 as its self-powered propulsion, can achieve self-propelled operation, improving the relocation efficiency by 100% and realizing "on-demand operation," significantly shortening the interval between processes. However, during tunnel construction, especially in situations of dynamic changes in the tunnel environment, such as excessive changes in longitudinal slope, loose surrounding rock and localized water seepage in foundation engineering projects, as well as quasi-static live loads from personnel movement and dynamic disturbance load changes from high-frequency backlash of rock drills, the failure to detect and warn of these changes in a timely manner when using a drilling and blasting trolley with a truck chassis 1 as its self-powered propulsion can lead to instability and safety risks during drilling and blasting operations.

[0035] Figure 2The structure of the self-propelled drilling and blasting trolley disclosed in the embodiment of the present invention is shown. It uses a car chassis 1 as a load-bearing component. A steel structure frame 2 is provided on the car chassis 1. The steel structure frame 2 is welded from multiple I-beams. A working platform is provided on the steel structure frame 2. Four independent hydraulic outriggers 3 are provided on the periphery of the car chassis 1.

[0036] The work platform is used by construction workers for tunnel construction. The work platform installed on the aforementioned steel structure frame 2 includes upper and lower levels, such as... Figure 2 As shown, construction workers can move between the upper and lower working platforms to carry out construction work via the stairs set on the steel structure frame 2.

[0037] Multi-source load data includes force data from different directions and causes. This includes ground reaction forces, worker gravity, eccentric forces caused by tunnel slope, and impact forces generated during drilling. To obtain real-time multi-source load data from the drilling rig, a monitoring system is also in place, such as... Figure 3 As shown, the system includes load cells 41 mounted on four independent hydraulic outriggers 3; strain gauges 42 mounted on the I-beams of the steel frame 2; a first tilt sensor 51 mounted on the vehicle chassis 1; and a second tilt sensor 52 mounted on the top working platform of the steel frame 2; and a control unit 6 that is communicatively connected to the load cells 41, strain gauges 42, the first tilt sensor 51, and the second tilt sensor 52; the control unit 6 is also connected to a feedback unit 7 for executing active safety warning and intervention strategies.

[0038] Based on the data collected by the aforementioned monitoring system, this embodiment of the invention proposes a method for analyzing the multi-stage load distribution and stability of a self-propelled drilling and blasting rig, comprising the following steps:

[0039] S1: Acquire real-time multi-source load data of the drilling and blasting trolley and set boundary conditions. At the same time, decouple and quantize the real-time multi-source load data to obtain the decoupled load vector. The decoupled load vector includes static load, quasi-static load, dynamic disturbance load and environmental load.

[0040] The above boundary conditions are the limit constraints of the environment in which the drilling and blasting rig is located and its own physical design. Examples include the maximum allowable longitudinal slope of 5%, the maximum load capacity of the vehicle chassis 1 of 2.3 tons, and the limit static friction coefficient of tires on wet and slippery rock surfaces. The boundary conditions are determined based on the actual measured data, and a certain degree of redundancy can be reserved according to safety requirements.

[0041] In step S1, the decoupling quantization process specifically involves decoupling the real-time multi-source load data into:

[0042] Static loads include the self-weight of the vehicle chassis 1 and the structural self-weight of the steel frame 2.

[0043] Quasi-static loads include changes in weight and center of gravity displacement caused by workers and construction equipment.

[0044] Dynamic disturbance loads include horizontal recoil thrust and vibration loads generated during rock drilling.

[0045] Environmental loads include the component of gravity caused by longitudinal slope and the reduction of friction caused by road conditions.

[0046] The decoupling quantization process uses existing decoupling algorithms, such as high-pass and low-pass filtering algorithms, to separate forces of different natures. For example, high-pass and low-pass filtering algorithms can be used to identify and separate constant static loads and dynamic excitation loads with high-frequency vibrations, such as drilling thrust.

[0047] For example, the control unit 6 synchronously reads the data captured by the weighing sensor 41, strain gauge 42, and first tilt sensor 51 at a fixed frequency. The control unit 6 uses a low-pass filter to extract the low-frequency components and combines them with the preset equipment self-weight data to decouple the static load and quasi-static load. It applies a high-pass filter to extract the high-frequency fluctuation components and decouples the dynamic recoil thrust of the rock drill. It reads the tilt sensor data, substitutes the boundary conditions, and calculates the environmental load.

[0048] S2, input the decoupled load vector into the multi-level load transfer matrix to establish a force distribution model from the upper structure of the drilling and blasting trolley to the bottom support structure, and calculate the force distribution results of each key node.

[0049] In this embodiment, the control unit 6, based on the geometry of the drilling and blasting trolley, transforms the trolley into a top-down multi-level topology network, divided into four main levels: the operation layer. gantry layer chassis layer , local grassroots The working layer is the area where construction workers stand and work, the gantry layer is a frame coupled to the vehicle chassis 1, the steel structure frame 2 consists of the gantry layer and the working layer set on the gantry layer, the chassis layer is the vehicle chassis 1, and the base layer is the ground that bears the load.

[0050] Multi-level load transfer matrix Composed of multiple local transfer matrices Cascading configuration, such as from the working level to the gantry level. gantry level to chassis level Setting the first The decoupling load vector of the layer is From the first Layer to the first The general recursive formula for layer propagation is as follows: In the formula, To pass to the first The equivalent composite load vector generated at the key nodes of the layer; For from the first Layer to the first Local load transfer matrix of the layer; For the first Decoupling input load vector of the layer; For the first The static self-weight vector generated by the layer's own structure.

[0051] Among them, the transfer matrix The internal block structure is expanded as follows:

[0052]

[0053] In the formula, It is a 3×3 identity matrix, representing the direct transmission of force or torque; It is a 3×3 zero matrix, which indicates that pure torque will not generate direct concentrated forces in the lower layer; It is the inverse symmetric matrix of the spatial position vectors between two layers of nodes, used to calculate the additional overturning moment caused by the spatial elevation difference.

[0054] In this embodiment, a chain-like force distribution model is established using the aforementioned matrix:

[0055] L1 to L2 layer model: The working layer is subjected to random point loads from multiple construction workers and drilling rigs. According to the torque distribution principle, the decoupling vector is equivalently distributed to the nearest I-beam node to form the initial input vector at the top of the L2 layer.

[0056] L2 to L3 layer model: When the top of the gantry layer is subjected to horizontal recoil thrust, the transfer matrix converts the horizontal thrust into overturning moment at the bottom node, and transmits the force to the vehicle chassis 1.

[0057] L3 to L4 layer model: Establish the force model of the automobile chassis 1 to the four hydraulic outriggers 3.

[0058] In this embodiment, the calculation process for the force distribution result of the key node includes:

[0059] Based on the established model, the equivalent total vertical force acting on the geometric center of the vehicle chassis 1 is first obtained by using the transfer matrix. Total lateral deflection moment about the longitudinal axis and the total tilting moment about the horizontal axis .

[0060] Equivalent vertical total force at the geometric center of the car chassis 1 Total lateral deflection moment about the longitudinal axis and the total tilting moment about the horizontal axis The equivalent load vector of the chassis layer The components are calculated as follows:

[0061] Work layer Decoupling loads Multiply by the transfer matrix And the weight of the gantry layer is added. The load is transmitted to the bottom of the gantry layer. ,Will Multiply again by the transfer matrix And the weight of the car chassis 1 is added. Finally, the equivalent comprehensive load vector acting on the chassis layer is obtained. ; for the equivalent composite load vector Extraction is performed. :Pick The vertical force component in the equation. It includes the static weight of the entire vehicle, the quasi-static gravity of personnel and equipment, and the projection of dynamic impact force in the vertical direction; : The components of lateral unbalanced force, lateral slope, and center of gravity offset The torques calculated using an inverse symmetry matrix are superimposed. It consists of the longitudinal slope force, the horizontal recoil thrust of the rock drill, and the bending moment caused by the uneven distribution of front and rear loads.

[0062] Subsequently, by combining the spatial static equilibrium equations and the deformation compatibility equations, the left front of the three key nodes of the four hydraulic outriggers was calculated in real time. , right front Left rear Right rear Specific pressure values:

[0063]

[0064] In the formula, The actual pressure values ​​that the left front, right front, left rear, and right rear hydraulic outriggers 3 bear vertically to the ground are respectively. The equivalent vertical total load of the vehicle, including static self-weight and dynamic loads of personnel and equipment, is obtained through the transfer matrix; The total lateral deflection moment about the 1X axis of the vehicle chassis, caused by lateral thrust and lateral slope; The total tilting moment around the chassis Y-axis caused by longitudinal slope and front and rear eccentric loads; The lateral span of the support between the hydraulic outriggers 3 on both sides of the drilling and blasting trolley; Calculate the coordinate origin, i.e. the longitudinal length of the center of gravity projection point, for the distance between the front hydraulic outrigger 3 and the rear hydraulic outrigger 3 and the vehicle chassis 1.

[0065] S3, based on the force distribution results of each key node, calculates the multi-dimensional dynamic stability evaluation index of the drilling and blasting trolley in real time. The multi-dimensional dynamic stability evaluation index includes: anti-slip stability judgment index, anti-overturning stability judgment index, and structural strength and fatigue judgment index.

[0066] The formula for calculating the anti-slip stability index is: In the formula, The value is used as an indicator for judging anti-slip stability; when it is less than 1.0, it is judged that slippage has occurred. The result obtained in step S2 is the first Real-time pressure distribution results of hydraulic outrigger 3; This is the combined static friction coefficient under the current geological and road surface conditions; The total weight of the drilling and blasting trolley, including personnel, equipment, and chassis; The real-time longitudinal slope angle measured by the first tilt sensor 51 of the vehicle chassis 1; To decouple the horizontal dynamic thrust vector in the downhill direction, the condition for determining anti-slip stability is: the sum of the gravity component vector down the slope and the borehole horizontal thrust vector is less than the maximum combined static friction force provided by the drill-blast trolley support.

[0067] The formula for calculating the overturning stability index is as follows: In the formula, As an indicator of anti-overturning stability, the closer this value is to 1, the closer it is to the rollover threshold. The anti-overturning moment is formed by the overall weight of the trolley and the support span; The overturning moment is caused by dynamic disturbance loads and longitudinal slope eccentricity; The vertical span distance from the projection point of the overall three-dimensional center of gravity on the horizontal plane to the potential overturning axis, such as the vertical span distance of the line connecting the two hydraulic outriggers on one side. For the first The horizontal recoil thrust generated at each work point; For the first The vertical lever arm height of each work point from the overturning reference axis; The vertical height of the overall three-dimensional center of gravity from the chassis ground is the condition for determining the overturning stability. The condition is to calculate the overall three-dimensional center of gravity coordinates of the drilling and blasting trolley in real time to ensure that the overturning moment caused by the dynamic disturbance load is always less than the overturning moment constructed by the overall self-weight of the drilling and blasting trolley and the support span.

[0068] The formulas for calculating structural strength and fatigue assessment indices are as follows: In the formula, As an indicator for structural strength and fatigue assessment, it must always be greater than the structural safety factor (e.g., 1.5). The allowable safety stress after reduction of the steel structure materials and welding rods of the drilling and blasting trolley; The maximum equivalent principal stress at the critical node; The axial tensile and compressive force is allocated to this node in step S2; Assign the local bending moment to this node in step S2; The cross-sectional area and bending section modulus of the steel section at the critical nodes; Shear stress borne by critical nodes.

[0069] S4 generates the safe operating envelope of the drilling and blasting trolley based on multi-dimensional dynamic stability evaluation indicators.

[0070] The safe operating envelope is a three-dimensional spatial force boundary model generated in real time based on the tilt angle of the vehicle chassis 1 and the support span of the hydraulic outriggers 3. This envelope dynamically contracts or expands according to working conditions, such as changes in slope and drilling thrust.

[0071] Control unit 6 first retrieves the physical dimension parameters used when establishing the force distribution model in step S2, including the lateral span of the support between the hydraulic outriggers 3 on the left and right sides of the drilling and blasting trolley. And the longitudinal lengths of the front hydraulic outrigger 3 and the rear hydraulic outrigger 3 from the origin of the vehicle chassis 1. Based on the projection of the four hydraulic outrigger contact points onto the horizontal plane of the three-dimensional coordinate system, an initial geometric support base is constructed. The multi-dimensional dynamic stability evaluation index calculated in step S3 is set at the safety critical value. The maximum external force state that the trolley can withstand or the limit coordinate range of the center of gravity offset that can be deduced in reverse. Specifically: Generate the anti-slip limiting surface: The anti-slip judgment index in step S3 is used to... Set the critical value to 1.0, and directly call the real-time pressure values ​​of the four hydraulic outriggers 3 output in step S2. The maximum horizontal resultant external force boundary that the current total static friction can resist is calculated in reverse; the anti-overturning constraint surface is generated: the anti-overturning judgment index in step S3 is used. Set the critical value to 1.0, and combine it with the real-time longitudinal slope angle measured by the first tilt sensor 51. The overturning moment boundary surface under the combined action of dynamic excitation load and center of gravity displacement is derived in reverse. When the longitudinal slope angle is... When the center of gravity is increased or the eccentricity is aggravated, the limiting surface will shrink significantly in the direction of the downslope component of gravity; Generate structural strength limiting surface: Combine the structural strength and fatigue judgment index in step S3. Setting a safety factor lower limit, such as 1.5, the maximum local bending moment and upper limit of axial tension and compression allowed by the multi-level load transfer matrix in step S2 are solved to prevent hidden node fractures. The control unit 6 calculates the irregular three-dimensional polyhedron formed by the common intersection of the three limiting surfaces in three-dimensional space using Boolean intersection, which is the current safe operating envelope. When the real-time calculated centroid coordinates and external force vector projections both fall within the three-dimensional force boundary model, the drilling and blasting rig is determined to be within the safe range.

[0072] S5 monitors the current operating status coordinates of the drilling and blasting trolley in real time and compares them with the safe operating envelope. If the current operating status coordinates approach or exceed the boundary of the safe operating envelope, corresponding proactive safety warnings and intervention strategies are triggered.

[0073] The proactive safety warning in step S5 includes: when the real-time status data approaches the boundary of the safe operation envelope and reaches the warning threshold, the feedback unit 7 provides a prompt; the intervention strategy in step S5 includes: when the real-time status data exceeds the boundary of the safe operation envelope, or when the load detected by the hydraulic outrigger 3 on one side is lower than the limit threshold, the feedback unit 7 controls the solenoid valves connected in series on the air and water supply pipelines of the drilling and blasting trolley to close, so as to cut off the air and water power and stop the drilling operation.

[0074] This invention discloses a multi-level load distribution and stability analysis method for a self-propelled drilling and blasting rig. First, it acquires real-time multi-source load data during rig operation through a monitoring system, and precisely decouples and quantifies these chaotic coupled signals into static structural self-weight, quasi-static live loads from personnel and equipment movement, high-frequency dynamic disturbance loads from drilling backlash, and environmental loads such as ramp friction reduction. Second, using a multi-level load transfer matrix, a chain-like force distribution model is established from the upper working platform of the rig to the bottom chassis 1 support structure. The complex decoupled loads at the top are extrapolated downwards layer by layer, accurately calculating the actual load distribution results for the four hydraulic outriggers 3 and the core load-bearing nodes. Next, multi-dimensional dynamic stability evaluation indicators for the rig are calculated in real time, specifically covering three key judgments: whether the rig will slip, whether it will overturn, and whether the core steel structure faces fatigue fracture. Finally, based on the above evaluation indicators, an intuitive three-dimensional spatial safety operation envelope is dynamically generated for the entire vehicle. Finally, throughout the entire construction process, the trolley's operating status is monitored in real time. Once the current status data approaches the envelope boundary, the feedback unit 7 triggers a feedback warning. If extremely dangerous conditions occur, such as the center of gravity exceeding the boundary or the pressure on one of the outriggers suddenly dropping to the limit threshold, the feedback unit 7 directly controls the solenoid valve to cut off the air and water power to forcibly stop the drilling operation, thereby achieving true proactive safety prevention.

[0075] It should be understood that the specific order or hierarchy of steps in the disclosed process is an example of an exemplary method. Based on design preferences, it should be understood that the specific order or hierarchy of steps in the process may be rearranged without departing from the scope of this disclosure. The appended method claims provide elements of various steps in an exemplary order and are not intended to limit the scope to the specific order or hierarchy described.

[0076] In the detailed description above, various features are combined together in a single embodiment to simplify this disclosure. This approach to disclosure should not be construed as reflecting an intention that embodiments of the claimed subject matter require more features than are explicitly stated in each claim. Rather, as reflected in the appended claims, the invention is presented with fewer features than all of the features in a single disclosed embodiment. Therefore, the appended claims are hereby explicitly incorporated into the detailed description, with each claim representing a separate preferred embodiment of the invention.

[0077] Those skilled in the art will also understand that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments herein can be implemented as electronic hardware, computer software, or a combination thereof. To clearly illustrate the interchangeability between hardware and software, the various illustrative components, blocks, modules, circuits, and steps described above are generally described in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. Those skilled in the art can implement the described functionality in alternative ways for each specific application; however, such implementation decisions should not be construed as departing from the scope of this disclosure.

[0078] The steps of the methods or algorithms described in conjunction with the embodiments herein can be directly embodied in hardware, software modules executed by a processor, or a combination thereof. The software modules can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium well known in the art. An exemplary storage medium is connected to the processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and storage medium can reside in an ASIC. The ASIC can reside in a user terminal. Alternatively, the processor and storage medium can exist as discrete components in the user terminal.

[0079] For software implementation, the techniques described in this application can be implemented using modules (e.g., procedures, functions, etc.) that perform the functions described in this application. This software code can be stored in memory units and executed by a processor. The memory units can be implemented within the processor or outside the processor; in the latter case, they are communicatively coupled to the processor via various means, as is well known in the art.

[0080] The foregoing description includes examples of one or more embodiments. It is certainly impossible to describe all possible combinations of components or methods in order to describe the above embodiments, but those skilled in the art will recognize that the various embodiments can be further combined and arranged. Therefore, the embodiments described herein are intended to cover all such changes, modifications, and variations that fall within the scope of the appended claims. Furthermore, the term "comprising" as used in the specification or claims is interpreted in a manner similar to the term "including," as interpreted when used as a conjunction in the claims. Additionally, the use of any term "or" in the specification of the claims is intended to mean "non-exclusive or."

Claims

1. A method for analyzing the multi-stage load distribution and stability of a self-propelled drilling and blasting rig, characterized in that, Includes the following steps: S1. Acquire real-time multi-source load data of the drilling and blasting trolley and set boundary conditions. At the same time, decouple and quantize the real-time multi-source load data to obtain the decoupled load vector. The decoupled load vector includes static load, quasi-static load, dynamic disturbance load and environmental load. S2, input the decoupled load vector into the multi-level load transfer matrix to establish a force distribution model from the upper structure of the drilling and blasting trolley to the bottom support structure, and calculate the force distribution results of each key node; S3, based on the force distribution results of each key node, calculates the multi-dimensional dynamic stability evaluation index of the drilling and blasting trolley in real time. S4. Generate the safe operating envelope of the drilling and blasting trolley based on multi-dimensional dynamic stability evaluation indicators. S5 monitors the current operating status coordinates of the drilling and blasting trolley in real time and compares them with the safe operating envelope. If the current operating status coordinates approach or exceed the boundary of the safe operating envelope, corresponding proactive safety warnings and intervention strategies are triggered.

2. The method as described in claim 1, characterized in that, The drilling and blasting trolley includes a truck chassis and a steel frame mounted on the truck chassis. The steel frame is welded from multiple I-beams and has a working platform. Four independent hydraulic outriggers are located around the truck chassis.

3. The method as described in claim 2, characterized in that, In step S1, real-time multi-source load data is acquired through a monitoring system. The monitoring system includes: load cells installed on four independent hydraulic outriggers; strain gauges installed on the I-beams of the steel frame; a first tilt sensor installed on the vehicle chassis; and a second tilt sensor installed on the top working platform of the steel frame; and a control unit that is communicatively connected to the load cells, strain gauges, first tilt sensor, and second tilt sensor; the control unit is also connected to a feedback unit for executing active safety warning and intervention strategies.

4. The method as described in claim 1, characterized in that, In step S1, the decoupling quantization process specifically involves decoupling the real-time multi-source load data into: static loads, including the self-weight of the vehicle chassis and the self-weight of the steel frame structure; quasi-static loads, including weight and center of gravity displacement changes caused by workers and construction equipment; dynamic disturbance loads, including horizontal recoil thrust and vibration loads generated by rock drilling; and environmental loads, including the gravity component caused by the longitudinal slope and the friction reduction caused by road conditions.

5. The method as described in claim 4, characterized in that, The multi-dimensional dynamic stability evaluation indicators in step S3 include: anti-slip stability assessment indicators, anti-overturning stability assessment indicators, and structural strength and fatigue assessment indicators.

6. The method as described in claim 5, characterized in that, The condition for determining anti-slip stability is that the sum of the downward gravity component vector along the slope and the horizontal thrust vector of the borehole is less than the maximum combined static friction force provided by the drill and blast trolley support.

7. The method as described in claim 5, characterized in that, The conditions for determining the anti-overturning stability are: real-time calculation of the overall three-dimensional center of gravity coordinates of the drilling and blasting trolley to ensure that the overturning moment caused by the dynamic disturbance load is always less than the anti-overturning moment constructed by the overall self-weight of the drilling and blasting trolley and the support span.

8. The method as described in claim 5, characterized in that, In step S4, the safe operating envelope is a three-dimensional spatial force boundary model generated in real time based on the tilt angle of the vehicle chassis and the support span of the hydraulic outriggers. When the real-time calculated center of gravity coordinates and external force vector projections both fall within the three-dimensional spatial force boundary model, the drilling and blasting trolley is determined to be within the safe range.

9. The method as described in claim 3, characterized in that, The proactive safety warning in step S5 includes: when the real-time status data approaches the boundary of the safe operation envelope and reaches the warning threshold, the feedback unit provides a prompt.

10. The method as described in claim 3, characterized in that, The intervention strategy in step S5 includes: when the real-time status data exceeds the boundary of the safe operation envelope, or when the load detected by a single hydraulic outrigger is lower than the limit threshold, the feedback unit controls the solenoid valves connected in series in the air and water supply pipelines of the drilling and blasting trolley to close, so as to cut off the air and water power and stop the drilling operation.

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