A railway tunnel longitudinal force evaluation method, device, equipment and storage medium

Abstract

The application discloses a railway tunnel longitudinal stress evaluation method, device, equipment and storage medium, and the method comprises the steps of: firstly, converting three-dimensional re-measured displacement of an existing CPIII measuring point into a displacement vector in a tunnel axis coordinate system, and mapping the displacement vector to a longitudinal beam-spring model node to obtain displacement boundary data; taking a displacement difference value measured in two periods as a model boundary input quantity, and calculating deformation and internal force generated by six-degree-of-freedom joint springs between beam elements, stratum springs and lining segments; and finally, outputting comprehensive evaluation results of tunnel longitudinal internal force, stratum reaction force and joint stress. The method reuses existing re-measured data, does not need to add a special monitoring network, and greatly reduces the cost and maintenance difficulty.

Description

Technical Field

[0001] This application belongs to the field of tunnel stress assessment, and particularly relates to a method, apparatus, equipment and storage medium for assessing longitudinal stress in railway tunnels. Background Technology

[0002] Perceiving the longitudinal stress and deformation behavior and assessing the structural performance of railway tunnels are crucial for ensuring safe tunnel operation. Existing technologies mainly employ two methods: one is to use traditional total stations and hydrostatic levels for displacement measurement, and vibrating wire sensors for strain measurement, which is then converted into structural stress through calculation; the other is to use distributed fiber optic technology, which involves setting up distributed fiber optic monitoring lines along the entire length of the tunnel to obtain continuous deformation and strain field data.

[0003] Traditional measurement methods rely on specially deployed sensor networks and periodically collect responses from each measuring point manually or automatically. The stress state of the structure is then calculated from the displacement and strain data. Distributed fiber optic technology, on the other hand, achieves continuous monitoring of the entire tunnel by deploying monitoring lines along its entire length, obtaining continuous deformation and strain field data.

[0004] However, all of the aforementioned existing technologies have significant drawbacks. Traditional measurement methods relying on displacement and strain are costly in terms of labor and time, requiring maintenance departments to organize dedicated personnel for on-site measurements. This also leads to poor coordination with other engineering operations during maintenance windows, or consumes excessive maintenance time. While distributed fiber optic technology can meet the needs of continuous monitoring throughout the tunnel, it requires a dedicated, long-term fiber optic network to be installed during the construction phase. This is technically complex and has high construction and maintenance costs. Furthermore, the pre-embedded measurement network is difficult to repair if damaged. Therefore, existing technologies all require the pre-installation of dedicated deformation and stress monitoring networks within the tunnel, resulting in high costs, difficult maintenance, and conflicts with existing operational processes. Summary of the Invention

[0005] The purpose of this application is to overcome the deficiencies in the prior art and provide a method, apparatus, equipment and storage medium for assessing the longitudinal stress of railway tunnels.

[0006] This application provides a method for assessing the longitudinal stress of railway tunnels, including: Obtain the three-dimensional coordinate remeasurement data of CPIII measuring points inside the tunnel; The three-dimensional coordinate remeasurement data of the CPIII measuring points are converted into CPIII coordinate vectors in the tunnel coordinate system with the tunnel axis as the X-axis; A longitudinal beam-spring model of the tunnel is established, and the CPIII coordinate vector is mapped to the beam node positions of the beam-spring model through linear interpolation to generate displacement data of the beam node positions. Calculate the displacement difference vector based on the displacement data of the beam nodes in the current cycle and the displacement data of the beam nodes in the previous cycle. The displacement difference vector is set as a forced displacement boundary condition and applied to the corresponding beam nodes in the beam-spring model, so that the beam element in the beam-spring model is deformed and the reaction force of the stratum spring is generated. The deformation of the beam unit is transmitted to the six-degree-of-freedom joint springs disposed between the lining segments; wherein, the six-degree-of-freedom joint springs include translational springs in the x, y, and z directions and rotational springs about the x, y, and z directions, and the six-degree-of-freedom joint springs generate a local force response at the joint according to the deformation of the beam unit; Based on the deformation of the beam unit, the reaction force of the stratum spring, and the local stress response of the six-degree-of-freedom joint spring, the longitudinal displacement-stress behavior evaluation results of the tunnel are determined.

[0007] Optionally, the beam element includes: Each lining segment is simulated by at least two continuous beam elements, such that there is an in-beam node at the midpoint of each lining segment.

[0008] Optionally, the formation spring includes: The distal end of the formation spring is fixed at a stationary point.

[0009] Optionally, the six-degree-of-freedom joint spring disposed between lining segments includes: The six-degree-of-freedom joint spring is connected between a pair of lining nodes, which are located at the ends of two adjacent lining segments.

[0010] Optionally, setting the displacement difference vector as a forced displacement boundary condition and applying it to the corresponding beam nodes in the beam-spring model to generate deformation of the beam elements and reaction force of the stratum spring in the beam-spring model includes: The forced displacement boundary condition is applied to the nodes within the beam, which include nodes located at the middle of each lining segment.

[0011] Optionally, the step of mapping the CPIII coordinate vector to the beam node positions of the beam-spring model through linear interpolation to generate displacement data of the beam node positions includes: The displacement data of the beam node position is generated by linear interpolation based on the mileage ratio between the beam node and the adjacent CPIII measuring point.

[0012] Optionally, calculating the displacement difference vector based on the displacement data of the beam nodes in the current cycle and the displacement data of the beam nodes in the previous cycle includes: The displacement difference vector is obtained by subtracting the displacement data of the beam node position in the current cycle from the displacement data of the same beam node position in the previous cycle.

[0013] This application also provides a railway tunnel longitudinal stress assessment device, comprising: The acquisition module acquires the three-dimensional coordinate remeasurement data of CPIII measuring points inside the tunnel; The conversion module converts the three-dimensional coordinate remeasurement data of the CPIII measuring points into CPIII coordinate vectors in the tunnel coordinate system with the tunnel axis as the X-axis; The displacement module establishes a longitudinal beam-spring model of the tunnel, and maps the CPIII coordinate vector to the beam node positions of the beam-spring model through linear interpolation to generate displacement data of the beam node positions. The differential module calculates the displacement difference vector based on the displacement data of the beam nodes in the current cycle and the displacement data of the beam nodes in the previous cycle. The condition module sets the displacement difference vector as a forced displacement boundary condition and applies it to the corresponding beam nodes in the beam-spring model, causing deformation of the beam elements and reaction force of the stratum spring in the beam-spring model. The module is configured to transmit the deformation of the beam unit to a six-degree-of-freedom joint spring disposed between the lining segments; wherein, the six-degree-of-freedom joint spring includes translational springs in the x, y, and z directions and rotational springs about the x, y, and z directions, and the six-degree-of-freedom joint spring generates a local force response at the joint according to the deformation of the beam unit; The results module determines the longitudinal displacement-stress behavior assessment results of the tunnel based on the deformation of the beam unit, the reaction force of the stratum spring, and the joint local force response of the six-degree-of-freedom joint spring.

[0014] This application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor, when executing the computer program, controls the execution of the method as described above.

[0015] This application also provides a computer-readable storage medium storing a computer program that, when executed in a computer, causes the computer to control the execution of the above-described method.

[0016] The beneficial effects of this application are: This application provides a method for assessing the longitudinal stress of a railway tunnel, comprising: acquiring three-dimensional coordinate remeasurement data of CPIII measuring points within the tunnel; converting the three-dimensional coordinate remeasurement data of the CPIII measuring points into CPIII coordinate vectors in a tunnel coordinate system with the tunnel axis as the X-axis; mapping the CPIII coordinate vectors to the beam node positions of a beam-spring model through linear interpolation to generate displacement data of the beam node positions; calculating a displacement difference vector based on the displacement data of the beam node positions in the current period and the displacement data of the beam node positions in the previous period; and setting the displacement difference vector as a forced displacement boundary condition and applying it to the... The beam-spring model is described above. The beam nodes within the model generate deformation of the beam elements and reaction forces from the ground springs. The deformation of the beam elements is transmitted to six-degree-of-freedom joint springs located between the lining segments. These six-degree-of-freedom joint springs include translational springs in the x, y, and z directions and rotational springs about the x, y, and z directions. The six-degree-of-freedom joint springs generate local joint stress responses based on the deformation of the beam elements. Based on the deformation of the beam elements, the reaction forces from the ground springs, and the local joint stress responses of the six-degree-of-freedom joint springs, the longitudinal displacement-stress behavior assessment results of the tunnel are determined. This application utilizes conventional re-measurement data from existing CPIII measuring points within the tunnel to replace a dedicated deformation and stress monitoring network. This achieves a longitudinal displacement-stress behavior assessment of the entire tunnel without increasing construction and maintenance costs, overcoming the high cost and maintenance difficulties associated with pre-deploying dedicated monitoring networks in existing technologies. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the longitudinal stress assessment process for railway tunnels in this application; Figure 2 This is a schematic diagram of the overall stress assessment in this application; Figure 3 This is a schematic diagram of the overall beam-spring model in this application; Figure 4 This is a schematic diagram of the lining spring node in this application; Figure 5 This is a schematic diagram of the beam internal nodes and ground springs in this application. Detailed Implementation

[0018] 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, the 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.

[0019] This application provides a method for assessing the longitudinal stress of railway tunnels, applicable to the field of perception of longitudinal stress and deformation and structural performance evaluation of railway tunnels. This application addresses the problems of current methods for perceiving and evaluating the longitudinal stress and deformation of tunnels and assessing their structural performance, which rely on dedicated sensor networks, resulting in high labor and time costs, or require the establishment of a dedicated, long-term distributed fiber optic network, which is technically complex and has high construction and maintenance costs.

[0020] Please refer to Figure 1 , Figure 2 As shown, the longitudinal stress assessment of a railway tunnel provided in this application includes: S101. Obtain the three-dimensional coordinate remeasurement data of CPIII measuring points inside the tunnel.

[0021] The daily measurement data of the plane and elevation of all CPIII measuring points along the entire length of the tunnel are obtained through the operation and maintenance department. CPIII measuring points are track control network measuring points laid out in railway tunnels according to current specifications, and their daily re-measurement data are the basic input for this application.

[0022] The CPIII measuring point three-dimensional coordinate remeasurement data here refers to the coordinate information of CPIII measuring points in three-dimensional space obtained during operation according to the routine remeasurement system, including plane coordinates and elevation coordinates. For example, the operation and maintenance department will regularly organize measurements of all CPIII measuring points in the tunnel to obtain the three-dimensional coordinate data of each measuring point. This data was originally used for the benchmark control of track maintenance, but in this application it is reused as a source of information on structural response.

[0023] This application transforms the CPIII track control network measuring points in tunnels, which are required by current specifications, from measurement benchmarks to structural response sensors. It utilizes the three-dimensional coordinate data from routine re-measurements during the operation period to deduce a new method for assessing the longitudinal deformation and stress behavior of tunnels.

[0024] S102. Convert the three-dimensional coordinate remeasurement data of the CPIII measuring point into a CPIII coordinate vector in the tunnel coordinate system with the tunnel axis as the X-axis.

[0025] First, a three-dimensional tunnel coordinate system is defined, with the tunnel axis as the x-axis, the horizontal direction of the cross-section as the y-axis, and the vertical direction of the cross-section as the z-axis. Then, the acquired daily measurement data of the CPIII measuring points' plane and elevation are converted into vectors in these three directions within the tunnel coordinate system, represented as follows:

[0026] in, , , Let represent the coordinate components of the i-th CPIII measuring point along the x-axis, y-axis, and z-axis in the tunnel coordinate system, respectively, and m represent the total number of CPIII measuring points in the tunnel.

[0027] This transformation unifies the original measurement data into a coordinate system based on the tunnel axis, facilitating subsequent matching with the tunnel's longitudinal mechanical model. For example, for a CPIII measuring point, its planar and elevation coordinates in the original measurement data are transformed to obtain its three coordinate components in the tunnel coordinate system, thus forming a three-dimensional coordinate vector.

[0028] S103. Establish a longitudinal beam-spring model of the tunnel, and map the CPIII coordinate vector to the beam node positions of the beam-spring model through linear interpolation to generate displacement data of the beam node positions.

[0029] Since the locations of the CPIII measuring points do not typically correspond to the locations of the beam nodes in the beam-spring model established in this application, it is necessary to use the plane and elevation data of the CPIII measuring points obtained in the previous step:

[0030] Linear interpolation is performed based on the location of the nodes within the beam.

[0031] The beam-spring model here is a beam-spring analysis model based on the entire length of the tunnel. In this model, railway tunnels, especially extra-long tunnels, are mechanically simplified as beam elements in three-dimensional space, and the total length of the longitudinal model is equal to the total length of the tunnel.

[0032] An intrabeam node refers to a node located in the middle of each lining segment. Each lining segment is simulated by several continuous beam elements, and each segment contains at least two continuous beam elements to ensure that there is at least one intrabeam node in the middle of each lining segment. Therefore, there are n lining segments in the entire length of the tunnel.

[0033] Linear interpolation is a method of generating displacement data corresponding to the location of a beam node by performing linear interpolation based on the mileage ratio between the beam node and adjacent CPIII measuring points. For example, if a beam node is located between two CPIII measuring points, the displacement data of the beam node is calculated by linear interpolation based on the coordinate data of these two CPIII measuring points and their mileage distance ratio to the beam node.

[0034] S104. Calculate the displacement difference vector based on the displacement data of the beam nodes in the current cycle and the displacement data of the beam nodes in the previous cycle.

[0035] The displacement data of the generated beam nodes are subtracted from the previous measurement data to obtain the displacement difference vector corresponding to the number and location of the beam nodes, which is represented as:

[0036] in, This represents the displacement difference of the i-th node in the beam in the x, y, and z directions between the current period and the previous period, and n represents the total number of nodes in the beam.

[0037] This displacement difference vector reflects the amount of deformation of the tunnel at different points in time. For example, for a node within the same beam, the displacement data measured in the current cycle is subtracted from the displacement data measured in the previous cycle to obtain the displacement change of that node during this period. The displacement changes of all nodes constitute the displacement difference vector.

[0038] S105. Set the displacement difference vector as a forced displacement boundary condition and apply it to the corresponding beam node in the beam-spring model to generate the deformation of the beam element and the reaction force of the stratum spring in the beam-spring model.

[0039] This displacement difference vector is applied to the nodes within the beam as a forced displacement, including the nodes located in the middle of each lining segment.

[0040] In the beam-spring model, the beam elements simulate the tunnel lining segments. Each lining segment is simulated by several continuous beam elements, and each segment contains at least two continuous beam elements to ensure that there is at least one beam node in the middle of each lining segment. Therefore, there are n lining segments in the entire length of the tunnel.

[0041] The ground springs are ground springs established in three directions along the x, y, and z coordinates at the midpoint nodes (internal nodes) of the beam element. The ground springs are translational springs in the x, y, and z directions, and their stiffnesses are denoted as:

[0042] in, , , Let represent the ground spring stiffness along the x-axis, y-axis, and z-axis at the i-th node within the beam, respectively, and n represent the total number of nodes within the beam. The distal end of the ground spring (i.e., the end not connected to any node within the beam) is fixedly constrained.

[0043] When a forced displacement boundary condition is applied to a node within a beam, the beam element will deform, and the ground spring will also generate a reaction force due to the displacement of the node. For example, for a specific node within a beam, if the displacement value in its displacement difference vector is forcibly applied to the node as a known displacement, the beam element will undergo bending or tensile deformation, and the ground spring connected to the node will generate an elastic reaction force due to the movement of the node.

[0044] S106. The deformation of the beam unit is transmitted to the six-degree-of-freedom joint springs disposed between the lining segments; wherein, the six-degree-of-freedom joint springs include translational springs in the x, y, and z directions and rotational springs about the x, y, and z directions, and the six-degree-of-freedom joint springs generate a local force response at the joint according to the deformation of the beam unit.

[0045] At construction joints and expansion joints between lining segments, use lining spring nodes as a reference. To simulate the mechanical behavior of the joint, there are n-1 pairs of lining spring nodes. Each pair of lining spring nodes is equipped with translational springs in the x, y, and z directions and rotational springs about the x, y, and z directions. Its stiffness is expressed as:

[0046] in, and These represent the nodes at the ends of the i-th lining segment and the (i+1)-th lining segment, respectively. This pair of nodes together constitutes a lining spring node pair. , , These represent the translational spring stiffness of the i-th lining spring node pair along the x-axis, y-axis, and z-axis, respectively. , , These represent the rotational spring stiffness of the i-th lining spring node pair about the x-axis, y-axis, and z-axis, respectively; n represents the total number of lining segments, so there are a total of n-1 lining spring node pairs.

[0047] When a beam element deforms under forced displacement, the relative motion between adjacent lining segments causes a response in the six-degree-of-freedom joint springs. This response manifests as discontinuous displacement or rotation, thus generating local stress information at the joint. For example, when a tunnel undergoes longitudinal bending, relative translation and rotation occur at the joint between two adjacent lining segments. The translational and rotational springs of the six-degree-of-freedom joint springs will generate corresponding spring forces according to their respective stiffnesses; these spring forces constitute the local stress information at the joint.

[0048] Furthermore, by setting translational springs in the x, y, and z directions and rotational springs around the x, y, and z directions for the lining spring nodes, the omnidirectional mechanical behavior of the lining segment under tension, compression, bending, shear, and torsion was simulated.

[0049] S107. Based on the deformation of the beam unit, the reaction force of the stratum spring, and the joint local force response of the six-degree-of-freedom joint spring, determine the longitudinal displacement-stress behavior evaluation results of the tunnel.

[0050] Based on the calculated longitudinal internal forces of the lining segments and the forces at the spring nodes, a displacement-stress behavior assessment is performed along the entire longitudinal length of the tunnel. The calculation results of the beam elements provide the distribution of longitudinal internal forces within the lining segments, the calculation results of the ground springs provide the distribution of the reaction forces of the surrounding rock on the structure, and the calculation results of the six-degree-of-freedom joint springs provide the local stress conditions at the joints.

[0051] By combining these three types of calculation results, the longitudinal deformation and stress distribution along the entire length of the tunnel can be obtained, enabling a quantitative assessment of the deformation-stress behavior of extra-long tunnels. For example, the internal force calculation results of beam elements can reveal the magnitude of bending moment and axial force borne by each lining segment; the reaction force of the stratum springs can provide insight into the supporting effect of the surrounding rock on the tunnel; and the stress of the joint springs can determine the safety status at construction joints or expansion joints. Integrating this information forms a complete assessment result of the tunnel's longitudinal displacement-stress behavior.

[0052] The complete technical route proposed in this application, from obtaining CPIII three-dimensional coordinates to tunnel local coordinate system transformation, linear interpolation of stratum spring positions, application of forced displacement boundary conditions, solution of beam-spring model, and finally structural performance evaluation results, constitutes a standardized analysis process.

[0053] This application can also realize the auxiliary decision-making for flexible segment design. Using this method, the peak longitudinal internal force response of the tunnel under different flexible segment design schemes can be calculated during the design stage, and the stress optimization effect of the flexible segment can be quantitatively evaluated, providing a scientific basis for the optimization design of lining segments and deformation joints between segments.

[0054] This application is fully compatible with the current CPIII control network re-measurement system and technical standards for high-speed railways. It does not require modification of the existing measurement system or additional application for track maintenance windows, and has good engineering applicability and promotional value.

[0055] Based on the CPIII remeasurement data, InSAR satellite remote sensing data, UAV oblique photogrammetry data, and automated total station monitoring data in the tunnel can be further integrated to form cross-validation and complementarity of multi-source heterogeneous data, thereby improving the accuracy and reliability of deformation inversion results.

[0056] Machine learning algorithms, such as support vector machines, random forests, or deep neural networks, can be combined to establish an intelligent mapping relationship between CPIII time-series displacement data and tunnel damage patterns, thereby upgrading from manual interpretation of inversion results to automated damage identification and level determination.

[0057] This application is not only applicable to extra-long railway tunnels, but its core ideas and technical framework can also be extended to the deformation-stress behavior assessment of different types of underground caverns such as subway tunnels, highway tunnels, and water conservancy tunnels, and has good versatility and portability.

[0058] This application can be integrated into a dedicated tunnel health assessment software module or platform to achieve an integrated process of CPIII data import, automatic model building, displacement inversion, internal force calculation, damage visualization, and automatic report generation, thereby reducing the usage threshold for engineering technicians.

[0059] Please refer to Figure 3 As shown, in the beam-spring model, each lining segment is simulated by at least two continuous beam elements, such that there is an in-beam node at the midpoint of each lining segment.

[0060] The tunnel is divided into different lining segments based on construction joints, expansion joints, etc. Each lining segment is simulated using several continuous beam elements, with each segment containing at least two continuous beam elements to ensure that each lining segment has at least one beam-internal node in the middle. Therefore, there are n lining segments along the entire length of the tunnel. The purpose of this setup is that the beam-internal nodes are the locations where forced displacement boundary conditions are applied and where ground springs are connected. Ensuring that each lining segment has a beam-internal node in the middle allows displacement data to be uniformly transmitted throughout the model, guaranteeing the accuracy of the calculations.

[0061] Please refer to Figure 5 As shown, in the beam-spring model, the distal end of the stratum spring is fixed at a stationary point.

[0062] The distal end of the ground spring (i.e., the end not connected to the internal node of the beam) is fixedly constrained, meaning that the distal end of the ground spring is considered a fixed reference point. When the proximal end of the ground spring (the end connected to the internal node of the beam) displaces with the internal node of the beam, the ground spring generates an elastic reaction force. The magnitude of this reaction force is equal to the spring stiffness multiplied by the displacement of the proximal end, and this reaction force represents the constraint effect of the surrounding rock on the tunnel structure.

[0063] Please refer to Figure 4 As shown, the six-degree-of-freedom joint spring is connected between a pair of lining nodes, which are located at the ends of two adjacent lining segments.

[0064] At construction joints and expansion joints between lining segments, use lining spring nodes as a reference. To simulate the mechanical behavior of the joint, among which Located at the end of the i-th lining segment, Located at the end of the (i+1)th lining segment, this pair of nodes together constitutes a lining spring node pair. Each lining spring node pair is equipped with translational springs in the x, y, and z directions and rotational springs around the x, y, and z directions, thereby realizing the simulation of the omnidirectional mechanical behavior of tension-compression-bending-shear-torsion between lining segments.

[0065] When the displacement difference vector is applied as a forced displacement boundary condition to the corresponding beam node in the beam-spring model, the forced displacement boundary condition is applied to the beam node, which includes the node located in the middle of each lining segment.

[0066] Displacement difference vector Each displacement value corresponds to a node within the beam, which is located at the midpoint of each lining segment. The application of forced displacement boundary conditions causes these nodes within the beam to produce specified displacements, thereby driving the entire beam-spring model to deform and generate reactions.

[0067] When mapping the CPIII coordinate vector to the beam node position of the beam-spring model through linear interpolation, linear interpolation is performed based on the mileage ratio between the beam node and the adjacent CPIII measuring point to generate displacement data of the beam node position.

[0068] Since the locations of CPIII measuring points and beam nodes typically do not coincide, it is necessary to perform linear interpolation on the coordinate data of CPIII measuring points based on the mileage distance ratio between beam nodes and adjacent CPIII measuring points to obtain the displacement data at the beam node location. For example, if a beam node is located between two CPIII measuring points A and B, with mileage k1 for A, mileage k2 for B, and mileage k for the beam node, then according to the linear interpolation formula, the displacement at the beam node is equal to the displacement at point A plus (k-k1) / (k2-k1) multiplied by (displacement at point B minus displacement at point A).

[0069] When calculating the displacement difference vector, the displacement difference vector is obtained by subtracting the displacement data of the beam node position in the current cycle from the displacement data of the same beam node position in the previous cycle.

[0070] For each node within the beam, the displacement data of that node position obtained by linear interpolation in the current cycle is subtracted from the displacement data of the same node position in the previous cycle. The difference obtained is the displacement change of that node between the two cycles.

[0071] The displacement changes of all nodes together constitute the displacement difference vector. This vector reflects the deformation of the tunnel between two different points in time.

[0072] This application also provides a railway tunnel longitudinal stress assessment device, comprising: The acquisition module acquires the three-dimensional coordinate remeasurement data of CPIII measuring points inside the tunnel; The conversion module converts the three-dimensional coordinate remeasurement data of the CPIII measuring points into CPIII coordinate vectors in the tunnel coordinate system with the tunnel axis as the X-axis; The displacement module maps the CPIII coordinate vector to the beam node positions of the beam-spring model through linear interpolation, generating displacement data for the beam node positions. The differential module calculates the displacement difference vector based on the displacement data of the beam nodes in the current cycle and the displacement data of the beam nodes in the previous cycle. The condition module sets the displacement difference vector as a forced displacement boundary condition and applies it to the corresponding beam nodes in the beam-spring model, causing deformation of the beam elements and reaction force of the stratum spring in the beam-spring model. The module is configured to transmit the deformation of the beam unit to a six-degree-of-freedom joint spring disposed between the lining segments; wherein, the six-degree-of-freedom joint spring includes translational springs in the x, y, and z directions and rotational springs about the x, y, and z directions, and the six-degree-of-freedom joint spring generates a local force response at the joint according to the deformation of the beam unit; The results module determines the longitudinal displacement-stress behavior assessment results of the tunnel based on the deformation of the beam unit, the reaction force of the stratum spring, and the joint local force response of the six-degree-of-freedom joint spring.

[0073] This application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor, when executing the computer program, controls the execution of the method as described above.

[0074] This application also provides a computer-readable storage medium storing a computer program that, when executed in a computer, causes the computer to control the execution of the above-described method.

Claims

1. A method for evaluating the longitudinal stress of a railway tunnel, characterized in that, include: Obtain the three-dimensional coordinate remeasurement data of CPIII measuring points inside the tunnel; The three-dimensional coordinate remeasurement data of the CPIII measuring points are converted into CPIII coordinate vectors in the tunnel coordinate system with the tunnel axis as the X-axis; A longitudinal beam-spring model of the tunnel is established, and the CPIII coordinate vector is mapped to the beam node positions of the beam-spring model through linear interpolation to generate displacement data of the beam node positions. Calculate the displacement difference vector based on the displacement data of the beam nodes in the current cycle and the displacement data of the beam nodes in the previous cycle. The displacement difference vector is set as a forced displacement boundary condition and applied to the corresponding beam nodes in the beam-spring model, so that the beam element in the beam-spring model is deformed and the reaction force of the stratum spring is generated. The deformation of the beam unit is transmitted to the six-degree-of-freedom joint springs disposed between the lining segments; wherein, the six-degree-of-freedom joint springs include translational springs in the x, y, and z directions and rotational springs about the x, y, and z directions, and the six-degree-of-freedom joint springs generate a local force response at the joint according to the deformation of the beam unit; Based on the deformation of the beam unit, the reaction force of the stratum spring, and the local stress response of the six-degree-of-freedom joint spring, the longitudinal displacement-stress behavior evaluation results of the tunnel are determined.

2. The method according to claim 1, characterized in that, The beam element includes: Each lining segment is simulated by at least two continuous beam elements, such that there is an in-beam node at the midpoint of each lining segment.

3. The method according to claim 1, characterized in that, The formation spring includes: The distal end of the formation spring is fixed at a stationary point.

4. The method according to claim 1, characterized in that, The six-degree-of-freedom joint spring disposed between lining segments includes: The six-degree-of-freedom joint spring is connected between a pair of lining nodes, which are located at the ends of two adjacent lining segments. The six-degree-of-freedom joint spring is generated by attaching to the pair of lining nodes.

5. The method according to claim 1, characterized in that, The step of setting the displacement difference vector as a forced displacement boundary condition and applying it to the corresponding beam nodes in the beam-spring model to generate deformation of the beam elements and reaction force of the stratum spring in the beam-spring model includes: The forced displacement boundary condition is applied to the nodes within the beam, which include nodes located at the middle of each lining segment.

6. The method according to claim 1, characterized in that, The step of mapping the CPIII coordinate vector to the beam node positions of the beam-spring model through linear interpolation to generate displacement data for the beam node positions includes: The displacement data of the beam node position is generated by linear interpolation based on the mileage ratio between the beam node and the adjacent CPIII measuring point.

7. The method according to claim 1, characterized in that, The step of calculating the displacement difference vector based on the displacement data of the beam nodes in the current cycle and the displacement data of the beam nodes in the previous cycle includes: The displacement difference vector is obtained by subtracting the displacement data of the beam node position in the current cycle from the displacement data of the same beam node position in the previous cycle.

8. A device for assessing the longitudinal stress of a railway tunnel, characterized in that, include: The acquisition module acquires the three-dimensional coordinate remeasurement data of CPIII measuring points inside the tunnel; The conversion module converts the three-dimensional coordinate remeasurement data of the CPIII measuring points into CPIII coordinate vectors in the tunnel coordinate system with the tunnel axis as the X-axis; The displacement module establishes a longitudinal beam-spring model of the tunnel, and maps the CPIII coordinate vector to the beam node positions of the beam-spring model through linear interpolation to generate displacement data of the beam node positions. The differential module calculates the displacement difference vector based on the displacement data of the beam nodes in the current cycle and the displacement data of the beam nodes in the previous cycle. The condition module sets the displacement difference vector as a forced displacement boundary condition and applies it to the corresponding beam nodes in the beam-spring model, causing deformation of the beam elements and reaction force of the stratum spring in the beam-spring model. The module is configured to transmit the deformation of the beam unit to a six-degree-of-freedom joint spring disposed between the lining segments; wherein, the six-degree-of-freedom joint spring includes translational springs in the x, y, and z directions and rotational springs about the x, y, and z directions, and the six-degree-of-freedom joint spring generates a local force response at the joint according to the deformation of the beam unit; The results module determines the longitudinal displacement-stress behavior assessment results of the tunnel based on the deformation of the beam unit, the reaction force of the stratum spring, and the joint local force response of the six-degree-of-freedom joint spring.

9. An electronic device, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program, and the processor, when executing the computer program, controls the execution of the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed in a computer, causes the computer to control the execution of the method according to any one of claims 1-7.

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