Safety early warning system and method for linkage between foundation pit of cross-railway passage and operating line

Abstract

The present application relates to the technical field of safety monitoring and early warning of railway operating line adjacent construction, in particular to a safety early warning system and method for the linkage of a railway crossing foundation pit and an operating line, which generates residual response data of passing trains, discriminates the residual deformation accumulation state of the controlled object of the operating line, attributes sensitive construction procedures, and implements dynamic regulation and control of safety stop points to form transition control instructions or stop point locking control instructions. The present application discriminates residual deformation step evolution and accumulation levels by constructing residual response data of passing trains, determines sensitive construction procedures in association with construction states, and implements dynamic regulation and control of safety stop points to realize the linkage of early warning results and construction regulation and control, and improve the identification and disposal pertinence of safety risks of the operating line.

Description

Technical Field

[0001] This invention relates to the field of safety monitoring and early warning technology for construction near railway operating lines, and more specifically, to a safety early warning system and method that links foundation pits across railway channels with operating lines. Background Technology

[0002] Construction of excavation pits across railway crossings is typically carried out in close proximity to existing operational railway lines. Some projects involve complex construction scenarios such as underpasses, adjacent excavation, support conversion, jacking construction, and dewatering control. During construction, the retaining structure of the excavation pit, the stress state of the soil, and the conditions of the track foundations of the operational railway line will change as the construction process progresses. At the same time, the periodic dynamic loads generated by trains operating on the operational railway line will act on the track, subgrade, and adjacent supporting structures, causing dynamic deformation responses in the controlled objects along the operational railway line. After the superposition of the above construction disturbances and train dynamic loads, the deformation state of the controlled objects along the operational railway line often exhibits characteristics of strong temporal continuity, intertwined influencing factors, and a combination of response lag and cumulative effects.

[0003] Existing methods for monitoring safety during railway construction near the site typically involve collecting deformation data using devices such as settlement gauges, displacement gauges, inclinometers, and track geometry monitoring equipment, and then using preset alarm thresholds to alert for risks of exceeding limits. This approach effectively alerts to significant exceedances or sudden anomalies and has a good foundation for application in engineering safety management. However, in scenarios where the foundation pit across a railway crossing is linked to an operating line, relying solely on a single monitoring value, a single peak value, or a fixed alarm threshold is insufficient to fully reveal the gradual, step-like evolution of residual deformation of the controlled object on the operating line after multiple train passes. It also makes it difficult to accurately distinguish between dynamic peak values ​​during train passage, stable residual deformation after train passage, and static deformation changes when no trains are passing.

[0004] Furthermore, the impact of different construction processes during the excavation of railway crossings on the controlled objects along the operational railway line varies. For example, processes such as layered excavation, support installation or replacement, water level adjustment, and jacking attitude correction can all cause varying degrees of disturbance. When these process changes are coupled with train operation events in time, the cumulative trend of residual deformation of the controlled objects along the operational railway line may intensify, continue, or shift in direction. Existing monitoring and early warning methods still have room for improvement in attributing the evolution of residual deformation steps to specific construction processes. Construction managers often need to rely on experience to judge sensitive construction processes, and the connection between early warning results and construction control measures is not precise enough.

[0005] Therefore, this application proposes a safety early warning system and method that links the foundation pit across a railway channel with the operating line. Summary of the Invention

[0006] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a safety early warning system and method that links the foundation pit across the railway channel with the operating line.

[0007] To achieve the above objectives, the present invention provides the following technical solution: A safety early warning system linking the excavation pit across a railway tunnel with the operating railway line includes: The residual response construction module for train passage is used to generate residual response data based on train operation signals of railway operating lines, the boundary of the construction influence zone corresponding to the foundation pit of the railway passage, deformation monitoring data of controlled objects on operating lines, and static deformation data when no trains pass. The residual response data for train passage includes at least a sequence of train passage events, a ladder sequence of residual deformation associated with the sequence of train passage events, and the stability confidence factor, dynamic peak value and static deformation value corresponding to each train passage event in the sequence of train passage events. The residual step evolution discrimination module is used to determine the slope of the residual deformation step corresponding to the controlled object of the business line based on the residual deformation step sequence and stability confidence factor, and to determine the residual deformation cumulative level of the controlled object of the business line based on the residual deformation step slope. The process coupling sensitivity attribution module is used to determine the sensitivity coefficient of construction process based on the construction status data, process completion status, train passing event sequence, residual deformation step slope and residual deformation cumulative level of the foundation pit across the railway channel, and to determine the sensitive construction process from the construction process corresponding to the construction status data according to the construction process sensitivity coefficient. The safety stop point dynamic control module is used to dynamically control the safety stop point of the construction process corresponding to sensitive construction procedures, and generate transition control instructions or stop point locking control instructions.

[0008] In one embodiment, the generation of vehicle passage residual response data includes: setting a vehicle passage time window for each vehicle passage event in the vehicle passage event sequence, including a pre-passage time period, a mid-passage time period, and a post-passage time period; determining the pre-passage baseline deformation value and dynamic peak value based on deformation monitoring data in the pre-passage time period and the mid-passage time period, determining the post-passage stable residual deformation value and stability confidence factor when the deformation monitoring data in the post-passage time period meets the preset steady-state conditions, and determining the static deformation value based on the static deformation data; determining the event residual deformation value by the difference between the post-passage stable residual deformation value and the pre-passage baseline deformation value, and forming a residual deformation ladder sequence according to the arrangement order of each vehicle passage event.

[0009] In one embodiment, the method for determining the residual deformation step slope includes: selecting multiple consecutive vehicle passage events from the vehicle passage event sequence, and forming a current step analysis window based on the residual deformation values ​​corresponding to the multiple consecutive vehicle passage events; using the sequence number of the multiple consecutive vehicle passage events as the sorting variable, the corresponding residual deformation value as the response variable, and the corresponding stability confidence factor as the trend fitting weight, performing local weighted trend fitting on the current step analysis window to obtain an initial step trend rate; determining a direction consistency factor and a continuous accumulation factor, and using the direction consistency factor and the continuous accumulation factor to correct the initial step trend rate to obtain the residual deformation step slope.

[0010] In one embodiment, the determination of the direction consistency factor and the continuous accumulation factor includes: determining the direction consistency factor based on the degree of consistency between the incremental direction of the residual deformation value of adjacent events and the direction of the initial step trend rate; and determining the continuous accumulation factor based on the number of vehicle passing events in which the residual deformation value of the event continuously deviates from the benchmark fluctuation range along the direction corresponding to the initial step trend rate.

[0011] In one embodiment, the process of determining the sensitivity coefficient of a construction procedure includes: determining the procedure change nodes and the corresponding construction procedures and procedure disturbances based on the construction parameter change time and procedure completion status in the construction status data; for each procedure change node, determining the pre-node baseline event group and candidate response event group based on multiple consecutive vehicle passing events before and after the procedure change node, and determining the pre-node baseline step slope and post-node response step slope according to the method for determining the residual deformation step slope; determining the number of response initiation events and deviation duration events based on the candidate response event group, the pre-node baseline step slope, the post-node response step slope, and preset deviation conditions; then determining the node-level sensitivity value corresponding to each procedure change node; and summing up multiple node-level sensitivity values ​​corresponding to the same construction procedure to obtain the construction procedure sensitivity coefficient.

[0012] In one embodiment, the process of determining the response initiation event and the number of deviation persistence events includes: moving and constructing response sub-windows within a candidate response event group, and determining the sub-window step slope corresponding to each response sub-window according to the method for determining the residual deformation step slope; when a response sub-window first reaches a preset deviation condition, and subsequent consecutive response sub-windows from that response sub-window maintain the same deviation direction, the first vehicle passing event in the response sub-window that first reaches the preset deviation condition is determined as the response initiation event; the number of vehicle passing events covered by the consecutive response sub-windows that maintain the same deviation direction from the response sub-window that first reaches the preset deviation condition is determined as the number of deviation persistence events.

[0013] In one embodiment, the process of determining the node-level sensitivity value corresponding to each process change node includes: determining the time range between the process change node and the end of the candidate response event group as the response period; determining the node-level sensitivity value based on the time interval between the process change node and the response start event, the degree of change of the response step slope after the node relative to the baseline step slope before the node, the process disturbance amount, the number of deviation persistence events, and the competition of other process change nodes during the response period.

[0014] In one embodiment, the safety stop point dynamic control module is further used to: establish a current construction process state chain, and determine the preset safety stop point corresponding to the sensitive construction process from the current construction process state chain; wherein, the current construction process state chain includes the current execution position of the sensitive construction process, the reachable preset safety stop point, the release status of subsequent processes, and other construction processes that have process conflict with the sensitive construction process.

[0015] In one embodiment, when the sensitive construction process has not yet reached the corresponding preset safety stop point, a transition control instruction is generated. The control intensity is determined according to the residual deformation accumulation level and the sensitivity coefficient of the construction process. The control intensity is used to limit the construction speed, single construction volume or construction parameter variation of the sensitive construction process, and to prohibit other construction processes that have a process conflict with the sensitive construction process from entering the next process state. When a sensitive construction process reaches its corresponding preset safety stop point, a stop point locking control command is generated. The stop point locking control command includes at least one of the following: sensitive construction process locking command, construction intensity downgrade command, prohibition of release of the next process command, and monitoring frequency encryption command.

[0016] In one embodiment, a safety early warning method linking a cross-railway tunnel excavation pit with an operational railway line includes: S1: Generate residual response data for passing trains based on train operation signals of railway operating lines, boundaries of construction impact zones, deformation monitoring data, and static deformation data. S2: Determine the slope of the residual deformation step based on the residual deformation step sequence and stability confidence factor, and determine the residual deformation accumulation level; S3: Determine the sensitivity coefficient of the construction process based on construction status data, process completion status, vehicle passage event sequence, residual deformation step slope and residual deformation cumulative level; S4: Determine the sensitive construction procedures from the construction procedures corresponding to the construction status data based on the construction procedure sensitivity coefficient; S5: Establish the current construction process state chain, and determine the preset safety stop point corresponding to the sensitive construction process from the current construction process state chain; S6: Generate transition control instructions or stop point locking control instructions based on whether the sensitive construction process has reached the corresponding preset safety stop point.

[0017] Compared with the prior art, the present invention has the following beneficial effects: This invention generates residual response data for train passage based on train operation signals of railway operating lines, the boundary of the construction influence zone corresponding to the foundation pit of the railway crossing, deformation monitoring data of controlled objects on operating lines, and static deformation data when no trains are passing. This data includes a train passage event sequence, a residual deformation step sequence, a stability confidence factor, dynamic peak value, and static deformation value. It enables correlation analysis of dynamic deformation during train passage, residual deformation after train passage, and static deformation when no trains are passing, which is beneficial for fully reflecting the deformation response process of controlled objects on operating lines under continuous train passage. The slope of the residual deformation step sequence is determined based on the residual deformation step sequence and the stability confidence factor. The cumulative level of residual deformation is determined based on the slope of the residual deformation step sequence, which can identify the evolution state of the residual deformation of the controlled object on the operating line as it accumulates with passing events. On this basis, the sensitivity coefficient of the construction process is determined by combining the construction status data, process completion status and passing event sequence of the foundation pit of the railway passage. Then, sensitive construction processes are identified from multiple construction processes to improve the correlation between the cumulative state of residual deformation and specific construction processes. Dynamic control of safety stop points is implemented for construction processes corresponding to sensitive construction procedures. Based on the current execution status of sensitive construction procedures and preset safety stop points, transition control instructions or stop point locking control instructions are generated. This enables the early warning results to be further implemented in the control of construction speed, single construction volume, changes in construction parameters, procedure release status, or construction stop point locking, thereby enhancing the linkage control capability between the construction process of the foundation pit across the railway channel and the deformation status of the railway operating line. Attached Figure Description

[0018] Figure 1 This is a structural block diagram of the safety early warning system linking the foundation pit across the railway channel with the operating line in an embodiment of the present invention; Figure 2 This is a flowchart of a safety early warning method for linking a cross-railway tunnel foundation pit with an operating line, as described in an embodiment of the present invention. Figure 3 This is a flowchart illustrating the dynamic control process for the safety stop point in an embodiment of the present invention. Detailed Implementation

[0019] Example 1, refer to Figure 1 A safety early warning system linking the foundation pit across a railway tunnel with the operating line includes: In this embodiment, deformation monitoring data includes at least one of track settlement, track horizontal displacement, roadbed settlement, support structure displacement, and support structure tilt; construction status data includes at least one of excavation depth, support system construction status, support axial force, dewatering level, jacking stroke, and jacking attitude adjustment. Preset parameters include the pre-crossing reference time. Recovery time after approval , protection interval Number of steady-state discrimination sampling points Number of vehicle passage events in the current staircase analysis window Benchmark fluctuation coefficient Number of valid sampling reference points The number of vehicle-related incidents is used as a reference for determining the level. Continuous deviation from reference quantity Minimum stability confidence threshold Maximum allowable missing percentage Number of consecutive deviation windows Reference value for the number of persistent events Response time scale Sensitive thresholds for construction procedures Safety stop point reaches allowable distance , prevent zero constant , Adjustment weight and Sensitive attribution weights and and construction speed reduction coefficient Single construction volume reduction coefficient Construction parameter variation reduction coefficient Monitoring frequency encryption coefficient .

[0020] The aforementioned preset parameters are derived from the special monitoring plan for construction adjacent to railway operating lines, the construction organization design, the sampling frequency of monitoring equipment, and the deformation monitoring control values ​​of the controlled objects on the operating lines. Train operation signals, deformation monitoring data, and construction status data share a unified time reference; when sampling times are inconsistent, they are based on the sampling cycle. Take the most recent valid sample value. Valid sampling points are those with missing unlabeled data, equipment malfunctions, or non-target disturbances. Monitoring points The deformation monitoring control value is recorded as The sampling period is denoted as The standard deviation of a static section with no train passing and no sudden changes in construction parameters is denoted as . The permissible variation in engineering processes involved in process disturbances. Planned control duration Construction parameter weights Work process completion ratio weight Weight of process duration Data is taken from construction organization design, special construction plans, and construction status data. and All values ​​are positive. Not less than 0; , , , and All values ​​are positive; parameters involving weights are non-negative and normalized to a weight sum of 1. , , , , , , , .

[0021] The residual response construction module for train passage is used to generate residual response data based on train operation signals of railway operating lines, the boundary of the construction influence zone corresponding to the foundation pit of the railway passage, deformation monitoring data of controlled objects on operating lines, and static deformation data when no trains pass. The residual response data for train passage includes at least a sequence of train passage events, a ladder sequence of residual deformation associated with the sequence of train passage events, and the stability confidence factor, dynamic peak value and static deformation value corresponding to each train passage event in the sequence of train passage events. Based on the train operation signals of railway operating lines, the boundary of the construction impact zone corresponding to the foundation pit of the railway crossing, the deformation monitoring data of the controlled objects of the operating line, and the static deformation data when no trains are passing, a correspondence between the train passing process and the deformation response of the controlled objects of the operating line is established. Taking the construction of a foundation pit of a railway crossing under an existing operating line as an example, the boundary of the construction impact zone is defined according to the excavation outline of the foundation pit, the outer edge of the support structure and the relative position of the operating line track. The controlled objects of the operating line are the track, the roadbed and the adjacent support structure. When the train operation signal shows that the train is approaching, entering or leaving the boundary of the construction impact zone, the corresponding time is recorded as a train passing event, and a train passing event sequence is formed in chronological order. Regarding the first A car passing incident The time when the train enters the boundary of the construction impact area is recorded as follows: The time when the train leaves the boundary of the construction impact area is recorded as Monitoring points At sampling time The deformation monitoring value is recorded as In this module, the summation, maximum, and minimum values ​​of sampled values ​​are only applied to valid sampled points; candidate sample segments... Depend on It consists of 1,000 consecutive valid sampling points. A car passing incident Passing through the previous period and the time period after passing Determine using the following formula: In the formula, The moment when the next vehicle incident enters the boundary of the construction impact zone; the When a vehicle passage event is the last vehicle passage event within the monitored data... The monitoring data acquisition ends at the specified time. The intermediate time period is the time between the train entering the boundary of the construction impact zone and leaving the boundary of the construction impact zone. The baseline deformation value is used before this process. Determine using the following formula: In the formula, for Number of valid sampling points within the area. The dynamic peak value is the maximum absolute deviation of the deformation monitoring value during the passing time period from the baseline deformation value before passing; the static deformation value is the median of the deformation monitoring values ​​in adjacent static sections without train passage.

[0022] After the period of time Candidate sampling segment selected within , Number the candidate sampling segment. Candidate sampling segment The amount of deformation amplitude fluctuation within Sampling segment mean and linear rate of change Determine using the following formula: In the formula, for Inside The average value at each sampling time point. The preset steady-state condition is... and ,in: In the formula, The steady-state amplitude threshold, This is the steady-state slope threshold. When multiple candidate sampling segments satisfy the preset steady-state conditions exist, the threshold is chosen. Minimum candidate sampling segment and will Determined as the stable residual deformation value after passing through If no candidate sampling segment meets the preset steady-state conditions, the vehicle passage event is marked as a non-steady-state event. (Event residual deformation value) Determine using the following formula: Non-steady-state events do not have their residual deformation values ​​calculated, and the events are marked as valid. Pick Only event records, dynamic peak values, and static deformation values ​​are retained. This is because there were no valid sampling points in the preceding time period, or insufficient valid sampling points in the following time period. When there are no stable residual deformation values ​​after the passage, the stability confidence factor is... Set to 0. In the above situation, the pre-pass reference deformation value, post-pass stable residual deformation value, and event residual deformation value are not calculated, and the event is marked as valid. Take 0.

[0023] Stability confidence factor The range of values ​​is For candidate sampling segments that meet the preset steady-state conditions Calculate the stability confidence factor using the following formula. : In the formula, for Number of valid sampling points within the area For reference sampling point number, For the complete item of the event and When the vehicle passage time window is complete and there are no non-target disturbance records, Take 1; if there is missing data, the next train arrives early, monitoring equipment malfunctions, or non-target disturbance records, Values ​​are taken from 0 to 1 based on the missing percentage or disturbance level.

[0024] when Not less than Data missing ratio Not greater than And the incident of passing a car When it is a steady-state event, the event is effectively marked. Take 1; otherwise, Take 0. For the first A vehicle incident at the monitoring point The percentage of missing data. The residual deformation value of the event is 1. The residual deformation ladder sequence is composed of events following the order of the vehicle passage. The residual response data after a vehicle passage includes the vehicle passage event sequence, the residual deformation ladder sequence, the stability confidence factor, the dynamic peak value, the static deformation value, and the event validity markers.

[0025] The residual step evolution discrimination module is used to determine the slope of the residual deformation step corresponding to the controlled object of the business line based on the residual deformation step sequence and stability confidence factor, and to determine the residual deformation cumulative level of the controlled object of the business line based on the residual deformation step slope. The current ladder analysis window is from the first The first to the second It consists of a series of valid vehicle passage events, and the number of vehicle passage events within a window is denoted as . ,satisfy: and If the number of valid vehicle passage events is less than If the current window contains the first [number] instance, then that window is marked as invalid. There are 10 passing events, and the sorting variable is denoted as . Trend fitting weights Determine using the following formula: In the formula, The initial step trend rate, The weighted average is the mean. This is the weighted mean of the residual deformation. If or If the current step analysis window is marked as invalid, the monitoring point... residual deformation step slope Set to 0, residual deformation cumulative level Take 0.

[0026] Benchmark fluctuation range Based on the set of historical stable events prior to the current ladder analysis window Confirmed. Set of historical stable events. It consists of the residual deformation values ​​of events whose valid flags are set to 1 before the current step analysis window. Historical benchmark center. Historical robust volatility and benchmark fluctuation range Determine using the following formula: In the formula, The benchmark volatility coefficient; The number of internal samples is less than At that time, Take 0, Pick .

[0027] Directional consistency factor and residual deformation step slope Determine using the following formula: In the formula, This is an indicator function; it takes the value 1 if the condition inside the parentheses is true, and 0 if it is false. The inner edge of the current ladder analysis window Direction continuously falls The maximum number of vehicle passing events on the outer side, For continuous deviation from the reference quantity; when hour, Take 0.

[0028] The cumulative level of residual deformation is denoted as , Four levels are used: 0, 1, 2, and 3. Based on monitoring points... Deformation monitoring control value Based on the slope threshold Determine using the following formula: End deviation Determine using the following formula: In the formula, This represents the residual deformation value corresponding to the last valid vehicle passage event within the current step analysis window. Residual deformation cumulative level. Determined according to the following rules: When ,or ,or hour, When not satisfied The determination conditions are met, and the conditions are satisfied. If any one of the three is true, then... When not satisfied and The determination conditions are met, and the conditions are satisfied. If any one of the three is true, then... In other cases, .

[0029] When the controlled objects of the operating line include multiple monitoring points or multiple deformed indicators, the calculations for each monitoring point are performed separately. corresponding and ,by As a normalized step change quantity. Control monitoring points. Pick The highest monitoring point; two or more monitoring points When they are the same, take Larger monitoring points. The slope of the residual deformation step corresponding to the controlled object on the operating line is taken as... The cumulative residual deformation level is taken as .

[0030] The process coupling sensitivity attribution module is used to determine the sensitivity coefficient of construction process based on the construction status data, process completion status, train passing event sequence, residual deformation step slope and residual deformation cumulative level of the foundation pit across the railway channel, and to determine the sensitive construction process from the construction process corresponding to the construction status data according to the construction process sensitivity coefficient. Based on the construction status data and process completion status of the foundation pit across the railway passage, the time of change of construction parameters is sequentially organized, and the time of change of construction parameters is matched with the corresponding construction process to form process change nodes. Process change nodes are denoted as... The time of occurrence is recorded as The construction process to which it belongs is recorded as The construction parameter type is denoted as... Construction parameters exist The change at point is denoted as The allowable variation in the project or the variation in the construction plan is recorded as follows: The change in the percentage of completion of a process is recorded as follows: The duration of the process is recorded as Construction procedures The planned control duration is recorded as Process disturbance Determine using the following formula: In the formula, For the number of construction parameter types, Construction parameters The corresponding weights Assigning weights to the percentage of each process completed. Assigning a weight to the process duration, satisfying: and If no corresponding parameter is recorded, this construction parameter... It does not participate in the summation, and its weight is normalized according to the weight ratio of the remaining parameters.

[0031] For each process change node Select from the sequence of passing events Previous consecutive valid vehicle passage events serve as the baseline event group before the node. Select Subsequent consecutive valid vehicle passage events will be used as candidate response event groups. The reference step slope in front of the node is obtained according to the method for determining the residual deformation step slope. The number of valid vehicle passage events within the baseline event group or candidate response event group before the node is less than [a certain number]. At that time, the monitoring point Corresponding node-level sensitivity value Set to 0. In the candidate response event group Move inside to build responsive child windows Response child window The slope of the child window step is denoted as Each response child window Depend on Composed of a series of valid vehicle passage events; pre-node baseline event group Moving child windows within the same window length Build. Pre-node baseline event group The fluctuation of the baseline slope within is denoted as , Pick The standard deviation of the step slope of each moving sub-window; when fewer than two moving sub-windows can be formed. Set to 0. Preset deviation threshold. Determine using the following formula: Change in slope for and The difference. The preset deviation condition is that the absolute value of the slope change is not less than Furthermore, the slope change direction is consistent with the current residual deformation step slope direction; when the current residual deformation step slope is 0, the deviation direction at the end of the current step analysis window is taken as the risk direction. The deviation direction at the end of the current step analysis window is determined by... The sign is determined; when When the slope changes in the same direction, the requirement that the slope changes in the same direction is considered unsatisfactory. If the first... The response sub-window is The first responding child window that meets the preset deviation conditions, and from... Start continuous If all response sub-windows meet the requirement that the slope change direction is consistent, then The first vehicle passage event was determined as the response initiation event, deviating from the number of continuous events. Take continuous The number of non-repeating vehicle events covered by each response sub-window, and the slope of the response step after the node. Pick The corresponding step slope of the sub-window. Candidate response event group. If no response sub-window meets the above conditions, Take 0.

[0032] Process change nodes The time interval between the start event and the response is denoted as . The competitive weighting factor for other process change nodes during the response period is denoted as... The range of values ​​is When there are no competing processes, Pick When there is spatial overlap, temporal overlap, pre- or post-dependent dependency, or overlap of scope, The monitoring points are determined by normalization based on the disturbance amount of competing processes and the overlap ratio of response windows. Corresponding node-level sensitivity value Determine using the following formula: In the formula, This is a deviation from the reference value for the number of persistent events. In response to time scales, For non-negative weights, satisfying: Process change nodes Node-level sensitivity values Take each monitoring point The maximum value. The monitoring points are recorded as Two or more monitoring points correspond to the same hour, Retrieve candidate response event groups Monitoring points with higher average internal stability confidence factors. (Same construction process) The corresponding set of process change nodes is denoted as Sensitivity coefficient of construction process Determine using the following formula: In the formula, Candidate response event group Internal monitoring point The average stability confidence factor To prevent positive numbers with a denominator of zero, when no candidate response event group has been formed, or when there is no effective stability confidence factor within the candidate response event group, Take 0. Construction procedures When there is no corresponding process change node, Take 0; when At that time, the construction process will be... The construction process was identified as sensitive; when none of the construction processes met the requirements... And when the cumulative residual deformation level is not less than 2, take The largest construction procedure is considered a sensitive construction procedure.

[0033] Reference Figure 3 The safety stop point dynamic control module is used to dynamically control the safety stop point of the construction process corresponding to sensitive construction procedures, and generate transition control instructions or stop point locking control instructions.

[0034] The current construction process status chain includes the construction process name, current execution location, process completion percentage, release status, hold status, and status transition relationship. Sensitive construction processes are denoted as... The current execution position is recorded as The corresponding preset safety stop point is denoted as The preset safety stop point includes at least one of the following: the support closure completion position, the end point of layered excavation, the jacking segment control position, the dewatering stabilization control position, and the suspension control position within the boundary of the construction impact zone. The preset safety stop point is determined by the construction organization design, the specialized construction plan, and the specialized safety plan for railway operating lines. (State distance) Determine using the following formula: When the state distance is greater than At that time, determine the sensitive construction procedures. The corresponding preset safety stop point has not yet been reached; when the state distance is not greater than At that time, determine the sensitive construction procedures. Reach the corresponding preset safety stop point. For non-mileage-based processes, and It is represented by the percentage of process completion or the process status number.

[0035] With sensitive construction procedures The set of other construction processes that have conflicting relationships is denoted as The conflict relationships between work processes are determined based on the construction organization design, the special safety plan for railway operating lines, and construction status data. When there is spatial overlap, temporal overlap, pre- or post-requirement dependency, or overlap of the area of ​​action, the other construction process is recorded as... The next process in the transitional control instruction that prohibits release is... Construction procedures within the facility.

[0036] Sensitive construction procedures The intensity of regulation is denoted as , The cumulative residual deformation level of the controlled object on the operating line is denoted as... ,and Construction procedures The sensitivity coefficient of the construction process is denoted as Regulation intensity Determine using the following formula: In the formula, For the cumulative weight of residual deformation, The sensitivity coefficient weight for construction procedures shall satisfy: Sensitive construction procedures The planned construction speed is denoted as The planned single construction volume is recorded as The variation range of the planned construction parameters is recorded as Monitoring points The basic monitoring frequency is denoted as Under transitional control conditions, the construction speed control value Single construction volume control value Control values ​​for the variation range of construction parameters and monitoring frequency control value Determine using the following formula: In the formula, Each satisfies , When a sensitive construction process has not yet reached its corresponding preset safety stop point, a transition control instruction is generated; the transition control instruction includes control intensity, construction intensity control, conflict process release control, and monitoring frequency control. When a sensitive construction process reaches its corresponding preset safety stop point, a stop point lock control instruction is generated; the stop point lock control instruction includes at least one of the following: sensitive construction process lock instruction, construction intensity downgrade instruction, next process prohibition release instruction, and monitoring frequency encryption instruction.

[0037] Example 2, refer to Figure 2 Safety early warning methods linking railway tunnel foundation pits with operating lines include: S1: Based on the train operation signals of the railway operating line, the boundary of the construction influence zone, deformation monitoring data, and static deformation data, generate residual response data for train passage; focusing on the train passage process of the railway operating line and the impact range of the foundation pit construction across the railway passage, integrate the train operation signals, the boundary of the construction influence zone corresponding to the foundation pit across the railway passage, the deformation monitoring data of the controlled objects on the operating line, and the static deformation data when no trains are passing, distinguish and process the dynamic changes caused by train passage from the static state when no trains are passing, and form residual response data for train passage that includes the train passage event sequence, residual deformation step sequence, stability confidence factor, dynamic peak value, and static deformation value.

[0038] S2: Determine the slope of the residual deformation ladder based on the residual deformation ladder sequence and the stability confidence factor, and determine the residual deformation accumulation level; For the residual deformation ladder sequence in the vehicle passage residual response data, combine the stability confidence factor to distinguish the credibility of different vehicle passage events, calculate the slope of the residual deformation ladder corresponding to the controlled object of the operating line, and determine the residual deformation accumulation level of the controlled object of the operating line based on the accumulation trend reflected by the residual deformation ladder slope.

[0039] S3: Based on construction status data, process completion status, train passage event sequence, residual deformation step slope, and residual deformation cumulative level, determine the construction process sensitivity coefficient; map the construction status data and process completion status of the cross-railway passage pit with the train passage event sequence, and analyze the correlation between the changes in construction process and the changes in residual deformation of the controlled object on the operating line, focusing on the residual deformation step slope and residual deformation cumulative level, to obtain the construction process sensitivity coefficient.

[0040] S4: Determine sensitive construction procedures from the construction procedures corresponding to the construction status data based on the construction procedure sensitivity coefficient; based on the construction procedure sensitivity coefficient, screen the construction procedures corresponding to the construction status data, and determine the construction procedures that are highly correlated with the cumulative changes in residual deformation as sensitive construction procedures, which will be the construction process objects corresponding to the dynamic control of the safety stop point.

[0041] S5: Establish the current construction process state chain, and determine the preset safety stop point corresponding to the sensitive construction process from the current construction process state chain; establish the current construction process state chain around the current execution position of the sensitive construction process, the reachable preset safety stop point, the release status of subsequent processes, and other construction processes that have process conflicts with the sensitive construction process, and determine the preset safety stop point corresponding to the sensitive construction process within the current construction process state chain.

[0042] S6: Generate transition control instructions or stop point locking control instructions based on whether the sensitive construction process has reached the corresponding preset safety stop point. The control method is selected based on the arrival status of the sensitive construction process relative to the preset safety stop point; if the sensitive construction process has not yet reached the corresponding preset safety stop point, a transition control instruction is generated; if the sensitive construction process has reached the corresponding preset safety stop point, a stop point locking control instruction is generated, ensuring that construction speed, single-time construction volume, changes in construction parameters, release of the next process, and monitoring frequency are under control.

[0043] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A safety early warning system linking a railway tunnel foundation pit with an operating railway line, characterized in that: include: The residual response construction module for train passage is used to generate residual response data based on train operation signals of railway operating lines, the boundary of the construction influence zone corresponding to the foundation pit of the railway passage, deformation monitoring data of controlled objects on operating lines, and static deformation data when no trains pass. The residual response data for train passage includes at least a sequence of train passage events, a ladder sequence of residual deformation associated with the sequence of train passage events, and the stability confidence factor, dynamic peak value and static deformation value corresponding to each train passage event in the sequence of train passage events. The residual step evolution discrimination module is used to determine the slope of the residual deformation step corresponding to the controlled object of the business line based on the residual deformation step sequence and stability confidence factor, and to determine the residual deformation cumulative level of the controlled object of the business line based on the residual deformation step slope. The process coupling sensitivity attribution module is used to determine the sensitivity coefficient of construction process based on the construction status data, process completion status, train passing event sequence, residual deformation step slope and residual deformation cumulative level of the foundation pit across the railway channel, and to determine the sensitive construction process from the construction process corresponding to the construction status data according to the construction process sensitivity coefficient. The safety stop point dynamic control module is used to dynamically control the safety stop point of the construction process corresponding to sensitive construction procedures, and generate transition control instructions or stop point locking control instructions.

2. The safety early warning system linking the foundation pit across a railway corridor with the operating line as described in claim 1, characterized in that, The generation of residual response data after vehicle passage includes: setting a vehicle passage time window for each vehicle passage event in the vehicle passage event sequence, including a pre-passage time period, a mid-passage time period, and a post-passage time period; determining the pre-passage baseline deformation value and dynamic peak value based on the deformation monitoring data in the pre-passage time period and the mid-passage time period, respectively; determining the post-passage stable residual deformation value and stability confidence factor when the deformation monitoring data in the post-passage time period meets the preset steady-state conditions, and determining the static deformation value based on the static deformation data; determining the event residual deformation value by the difference between the post-passage stable residual deformation value and the pre-passage baseline deformation value, and forming a residual deformation ladder sequence according to the arrangement order of each vehicle passage event.

3. The safety early warning system linking the foundation pit and operating line across a railway corridor as described in claim 2, characterized in that, The method for determining the slope of the residual deformation step includes: selecting multiple consecutive passing events from the sequence of passing events, and forming the current step analysis window based on the residual deformation values ​​corresponding to the multiple consecutive passing events; using the sequence number of the multiple consecutive passing events as the sorting variable, the corresponding residual deformation value as the response variable, and the corresponding stability confidence factor as the trend fitting weight, performing local weighted trend fitting on the current step analysis window to obtain the initial step trend rate; determining the direction consistency factor and the continuous accumulation factor, and using the direction consistency factor and the continuous accumulation factor to correct the initial step trend rate to obtain the slope of the residual deformation step.

4. The safety early warning system linking the foundation pit and operating line across a railway corridor as described in claim 3, characterized in that, The determination methods for the direction consistency factor and the continuous accumulation factor include: determining the direction consistency factor based on the degree of consistency between the incremental direction of the residual deformation value of adjacent events and the direction of the initial step trend rate; and determining the continuous accumulation factor based on the number of vehicle passing events in which the residual deformation value of the event continuously deviates from the benchmark fluctuation range along the direction corresponding to the initial step trend rate.

5. The safety early warning system linking the foundation pit across a railway corridor with the operating line as described in claim 1, characterized in that, The process of determining the sensitivity coefficient of construction procedures includes: determining the procedure change nodes and the corresponding construction procedures and procedure disturbances based on the change time and completion status of construction parameters in the construction status data; for each procedure change node, determining the pre-node baseline event group and candidate response event group based on multiple consecutive vehicle passage events before and after the procedure change node, and determining the pre-node baseline step slope and post-node response step slope according to the method for determining the residual deformation step slope; determining the number of response initiation events and deviation duration events based on the candidate response event group, the pre-node baseline step slope, the post-node response step slope, and preset deviation conditions; then determining the node-level sensitivity value corresponding to each procedure change node; and summing up multiple node-level sensitivity values ​​corresponding to the same construction procedure to obtain the construction procedure sensitivity coefficient.

6. The safety early warning system linking the foundation pit and operating line across a railway corridor as described in claim 5, characterized in that, The process of determining the response initiation event and the number of deviation persistence events includes: moving and constructing response sub-windows within the candidate response event group, and determining the sub-window step slope corresponding to each response sub-window according to the method for determining the residual deformation step slope; when a response sub-window first reaches the preset deviation condition, and multiple subsequent consecutive response sub-windows from that response sub-window maintain the same deviation direction, the first vehicle passing event in the response sub-window that first reaches the preset deviation condition is determined as the response initiation event; the number of vehicle passing events covered by multiple consecutive response sub-windows that maintain the same deviation direction from the response sub-window that first reaches the preset deviation condition is determined as the number of deviation persistence events.

7. The safety early warning system linking the foundation pit and operating line across a railway corridor as described in claim 6, characterized in that, The process of determining the node-level sensitivity value corresponding to each process change node includes: determining the time range between the process change node and the end of the candidate response event group as the response period; determining the node-level sensitivity value based on the time interval between the process change node and the response start event, the degree of change of the response step slope after the node relative to the baseline step slope before the node, the process disturbance amount, the number of deviation persistence events, and the competition of other process change nodes during the response period.

8. The safety early warning system linking the foundation pit and operating line across a railway corridor as described in claim 7, characterized in that, The dynamic control module for safety stop points is further used to: establish the current construction process state chain, and determine the preset safety stop point corresponding to the sensitive construction process from the current construction process state chain; wherein, the current construction process state chain includes the current execution position of the sensitive construction process, the reachable preset safety stop point, the release status of subsequent processes, and other construction processes that have process conflicts with the sensitive construction process.

9. The safety early warning system linking the foundation pit and operating line across a railway corridor as described in claim 8, characterized in that, When a sensitive construction process has not yet reached the corresponding preset safety stop point, a transition control instruction is generated. The control intensity is determined based on the residual deformation accumulation level and the sensitivity coefficient of the construction process. Based on the control intensity, the construction speed, single construction volume or construction parameter variation range of the sensitive construction process is restricted, and other construction processes that have a process conflict relationship with the sensitive construction process are prohibited from entering the next process state. When a sensitive construction process reaches its corresponding preset safety stop point, a stop point locking control command is generated. The stop point locking control command includes at least one of the following: sensitive construction process locking command, construction intensity downgrade command, prohibition of release of the next process command, and monitoring frequency encryption command.

10. A safety early warning method linking a cross-railway excavation pit with an operating railway line, applied to the safety early warning system linking a cross-railway excavation pit with an operating railway line as described in any one of claims 1-9, characterized in that, include: S1: Generate residual response data for passing trains based on train operation signals of railway operating lines, boundaries of construction impact zones, deformation monitoring data, and static deformation data. S2: Determine the slope of the residual deformation step based on the residual deformation step sequence and stability confidence factor, and determine the residual deformation accumulation level; S3: Determine the sensitivity coefficient of the construction process based on construction status data, process completion status, vehicle passage event sequence, residual deformation step slope and residual deformation cumulative level; S4: Determine the sensitive construction procedures from the construction procedures corresponding to the construction status data based on the construction procedure sensitivity coefficient; S5: Establish the current construction process state chain, and determine the preset safety stop point corresponding to the sensitive construction process from the current construction process state chain; S6: Generate transition control instructions or stop point locking control instructions based on whether the sensitive construction process has reached the corresponding preset safety stop point.

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