Three-dimensional design method for urban elevated roads considering the impact of low ambient sunlight
By optimizing the design of urban viaducts using 3D reality models and BIM technology, the problem of environmental inconsistency in 2D design was solved, achieving harmony between the viaduct and its surrounding environment and improving safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CHINA MCC20 GRP CORP LTD
- Filing Date
- 2022-12-31
- Publication Date
- 2026-07-17
AI Technical Summary
Existing urban viaduct designs are mainly based on two-dimensional CAD plans, which make it difficult to reflect the rapid changes in urban buildings. This results in designs that are not in harmony with the surrounding environment and do not take into account the impact of viaducts on the sunlight and wind environment of surrounding buildings, affecting residents' lives and traffic safety.
A 3D reality model was created using drones equipped with multi-view cameras. Combined with BIM technology and building sunlight analysis software, the height, width, and spacing of urban elevated roads were optimized by simulating cubic models of urban elevated roads and wind barriers to meet safety, economic, and applicability requirements.
It achieves harmony between the design of urban elevated bridges and the surrounding environment, reduces the impact on sunlight and wind conditions, improves design accuracy and efficiency, and ensures driving safety and economy.
Smart Images
Figure CN116127568B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of municipal engineering, specifically a three-dimensional design method for urban elevated roads that takes into account the impact of low ambient sunlight in the surrounding environment. Background Technology
[0002] Urban elevated highways are an inevitable product of modern cities in solving congestion within limited road space. While bringing smoother traffic flow, they also generate negative impacts on the environment, economy, and landscape, and create certain undesirable spaces. Current urban elevated highway designs, both domestically and internationally, are primarily two-dimensional designs based on CAD plan data, which has certain limitations. For example, CAD topographic maps obtained from local traffic management departments are often outdated, some even several years old. Designing elevated highways on existing plan maps is problematic because urban construction and renovation change rapidly, and temporary changes in the surrounding architectural environment are difficult to reflect on new CAD base maps. This often results in conflicts and inconsistencies between the designed urban elevated highways and surrounding buildings. Furthermore, the measurement accuracy of existing two-dimensional CAD topographic maps is relatively low. Therefore, it is necessary to conduct rapid and accurate three-dimensional topographic measurements to accurately reflect the surrounding environment before the design of urban elevated highways. Designing urban roads on a three-dimensional reality model will result in better harmony with the surrounding environment. Furthermore, the height of urban elevated roads affects the sunlight exposure of surrounding buildings, particularly causing inconvenience to residents in nearby urban areas. These factors are largely ignored in existing two-dimensional elevated road designs. Current urban elevated road designs only involve simple environmental assessments before design, and current bridge designs cannot utilize building sunlight analysis to provide quantitative distances and design heights from urban roads to reduce the impact of elevated road designs on the sunlight exposure of surrounding residents. Dense urban buildings create localized circulation—building winds—between high-rise buildings, resulting in high wind speeds that can affect road safety. Since the average wind speed at low altitudes increases with altitude, and the increase is more pronounced closer to the ground (the increase is equivalent to that at 100-300 meters above ground for winds between 10-100 meters), this can negatively impact road safety. Furthermore, the spaces between streets and buildings in a city are like wind gaps in a mountain valley. Due to the "tunnel effect," the wind speed between downwind streets or buildings will significantly increase (if a building has a wind duct at its ground floor, the wind speed at its exit can be three times greater than the background wind speed; a gale of force 5 or 6, passing through a tall building and the narrow street in between, may instantly reach force 10). Therefore, the design of elevated roads in cities must consider the design of "wind barriers" to reduce the impact of wind on the safety of driving on elevated roads. The height of "wind barriers" is generally more than 3 meters to protect the safe passage of taller vehicles. While the installation of "wind barriers" protects driving safety from the wind, it also affects the sunlight exposure of nearby high-density residential areas, impacting the normal lives of nearby residents. Summary of the Invention
[0003] The purpose of this invention is to overcome the above-mentioned defects and propose a design method for urban elevated roads that can be based on real-time three-dimensional models and take into account the impact of low solar radiation on the surrounding environment. This method can comprehensively consider parameters such as the height of urban elevated roads, roads, and "wind barriers" for coordinated design, thereby meeting the requirements of safety, economy, and applicability.
[0004] To achieve the above objectives, the present invention is implemented as follows:
[0005] A three-dimensional design method for urban elevated roads that considers the impact of low ambient sunlight, including
[0006] Step 1: Collect relevant technical data on the viaduct and its surrounding area;
[0007] Step 2: Using a drone equipped with a multi-view camera, establish a 3D reality model of the urban elevated road design area using oblique photography.
[0008] Step 3: Based on the bridge and road design specifications, establish a BIM 3D model of the urban elevated road in the 3D reality model, including the elevated road, road and "wind barrier" components, to meet the urban road plan selection, determine the plan requirements, and conduct longitudinal and cross-sectional design analysis.
[0009] Step 4: Select densely built-up areas around urban elevated roads to analyze the environmental impact of low sunlight on urban elevated roads;
[0010] Step 4.1: Simulate the urban elevated road BIM 3D model of this section into a cubic building volume; that is, simulate the T-shaped bridge as a cube, with the cube height H = bridge height H1 + wind barrier height H2, and the cube width being the bridge width.
[0011] Step 4.2: Extract the size and distance information of surrounding buildings from the 3D real scene model, and simulate the surrounding buildings in this section as cubic building volumes;
[0012] Step 4.3: Input the location of the design area, and the system will automatically calculate the latitude and longitude and sunshine duration parameters of the location;
[0013] Step 4.4: Perform sunlight analysis using building sunlight analysis software. According to the "Urban Residential Area Planning and Design Code", determine whether the height and spacing of the urban elevated building volume model have an impact on the volume of surrounding buildings and whether they meet the requirements of various indicators.
[0014] In step 4.5, during the analysis of sunlight results, if the "Sunlight Conditions" line does not obstruct any building, it means that the design meets the sunlight requirements.
[0015] Step 4.6: If the "Sunlight Conditions" line is obstructed, the design requirements are not met. Readjust the height H, width B, and distance D from surrounding buildings of the urban elevated building mass model; repeat the sunlight analysis until the requirements are met.
[0016] Step 4.7: Define the "elevated spatial scale coefficient" k as the ratio of the horizontal distance D between the surrounding buildings and the elevated projection to the height H of the elevated bridge volume. Through simulation using sunlight simulation software in steps 4.5 and 4.6, perform statistical calculations. For each sunlight simulation result, measure the actual height H of the elevated model volume and the horizontal distance D from the buildings in the oblique photogrammetry 3D real-world model to calculate the "elevated spatial scale coefficient" D / H value k. Obtain a reasonable coefficient range without obstructing surrounding buildings, providing data support for the design of other densely populated sections of elevated roads in the city and improving design efficiency.
[0017] Step 5: Within the reasonable unobstructed range of the "elevated space scale coefficient" D / H, adjust the specific values of D and H according to the inverse relationship between horizontal distance D and height H, so that the D / H value is within a reasonable coefficient range, and specifically design the height of urban elevated roads, including the height and width of wind barriers:
[0018] Step 5.1: Coordinate the design parameters of the main bridge structure, including its design height H1, width, and angle, with the urban elevated road design parameters of different sections before and after this dense area to meet the safety requirements of urban elevated road design.
[0019] Step 5.2: On the basis of ensuring safety, further determine the design parameters of the elevated structure, including height, width, and angle.
[0020] Step 5.3: Calculate the appropriate height H2 of the "wind barrier" based on the height of the urban elevated road and its distance from the building;
[0021] Step 5.4: Obtain the H value through H1+H2 and determine whether the elevated space scale coefficient is within the reasonable range of Step 5. If it is not within this range, repeat the calculation of item 1) of this step until it is satisfied. When repeating the calculation of the urban elevated road scheme for this section, the economic comparison should be considered, and the scheme with the best cost performance should be selected to meet the requirements of economic and applicable urban elevated road design.
[0022] Step 6: Based on the new bridge and road design scheme for this densely built-up area, adjust the longitudinal and transverse cross-sections again.
[0023] Step 7: After the horizontal, vertical, and cross-sectional designs are completed, the designs for bridges, culverts, retaining walls, roadbed structures, and drainage systems will be carried out simultaneously.
[0024] Step 8: Export the plan view, longitudinal section view, and roadbed cross section view from the 3D design model, and calculate and export the earthwork quantity table, drainage table, and design specification from the system to complete the design of the urban elevated road.
[0025] Compared with traditional two-dimensional urban road design methods, this technology has the following advantages:
[0026] 1. This technology is based on a 3D real-world model of oblique photogrammetry, which can be used to design urban elevated roads in the existing real 3D environment. It avoids the design errors caused by the lack of clear description and low accuracy of the surrounding building environment when designing on 2D CAD topographic maps for a long time.
[0027] 2. This technology innovatively applies building sunlight analysis methods to the design of urban elevated roads, which can effectively solve the impact of urban elevated road design on the sunlight environment of surrounding buildings, especially residents. Urban elevated roads designed using this method are more in harmony with the surrounding environment.
[0028] 3. This technology simulates the 3D urban elevated road model in densely populated urban areas as a cubic building volume, simultaneously considering the elevated road height H1 and the wind barrier height H2. Once the building volume's height H, width B, and distance D from surrounding buildings meet the requirements, detailed design of the urban elevated road (including specific analysis of various parameters such as design height, width, and angle) is carried out, making it more applicable from large-scale to small-scale. Furthermore, although the final scheme selection involves various combinations of height and width, iterative analysis fully considers the impact of the elevated road height H1 and the wind barrier height H2 on the overall design height. In addition, coordination and safety with other non-dense areas are considered, as well as the design's economic efficiency. Urban elevated roads designed using this method are safer and more economical.
[0029] 4. This technology is the first to propose the "elevated space scale coefficient" k as the ratio of the horizontal distance (D) between the surrounding buildings and the elevated projection to the height (H) of the elevated bridge. Through multiple solar radiation analyses, a reasonable range of k that meets the solar radiation analysis requirements is determined, providing data support for the design of other densely populated sections of elevated roads in the city, improving design efficiency, and also providing a reference for the design of other similar urban roads in the area. Attached Figure Description
[0030] Figure 1 This is a diagram illustrating the parameter relationships in step 5 of this method. Figure 1 .
[0031] Figure 2 This is a diagram illustrating the parameter relationships in step 5 of this method. Figure 2 . Detailed Implementation
[0032] The present invention will be further illustrated below through specific embodiments.
[0033] A three-dimensional design method for urban elevated roads that considers the impact of low ambient sunlight, including
[0034] Step 1: Collect relevant technical data on the viaduct and its surrounding area;
[0035] Step 2: Using a drone equipped with a multi-view camera, establish a 3D reality model of the urban elevated road design area using oblique photography.
[0036] Step 3: Based on the bridge and road design specifications, establish a BIM 3D model of the urban elevated road in the 3D reality model, including the elevated road, road and "wind barrier" components, to meet the urban road plan selection, determine the plan requirements, and conduct longitudinal and cross-sectional design analysis.
[0037] Step 4: Select densely built-up areas around urban elevated roads to analyze the environmental impact of low sunlight on urban elevated roads;
[0038] Step 4.1: Simulate the urban elevated road BIM 3D model of this section into a cubic building volume; that is, simulate the T-shaped bridge as a cube, with the cube height H = bridge height H1 + wind barrier height H2, and the cube width being the bridge width.
[0039] Step 4.2: Extract the size and distance information of surrounding buildings from the 3D real scene model, and simulate the surrounding buildings in this section as cubic building volumes;
[0040] Step 4.3: Input the location of the design area, and the system will automatically calculate the latitude and longitude and sunshine duration parameters of the location;
[0041] Step 4.4: Perform sunlight analysis using building sunlight analysis software. According to the "Urban Residential Area Planning and Design Code", determine whether the height and spacing of the urban elevated building volume model have an impact on the volume of surrounding buildings and whether they meet the requirements of various indicators.
[0042] In step 4.5, during the analysis of sunlight results, if the "Sunlight Conditions" line does not obstruct any building, it means that the design meets the sunlight requirements.
[0043] Step 4.6: If the "Sunlight Conditions" line is obstructed, the design requirements are not met. Readjust the height H, width B, and distance D from surrounding buildings of the urban elevated building mass model; repeat the sunlight analysis until the requirements are met.
[0044] Step 4.7: Define the "elevated spatial scale coefficient" k as the ratio of the horizontal distance D between the surrounding buildings and the elevated projection to the height H of the elevated bridge volume. Through simulation using sunlight simulation software in steps 4.5 and 4.6, perform statistical calculations. For each sunlight simulation result, measure the actual height H of the elevated model volume and the horizontal distance D from the buildings in the oblique photogrammetry 3D real-world model to calculate the "elevated spatial scale coefficient" D / H value k. Obtain a reasonable coefficient range without obstructing surrounding buildings, providing data support for the design of other densely populated sections of elevated roads in the city and improving design efficiency.
[0045] Step 5, as follows Figure 1 , Figure 2 Within the reasonable unobstructed range of the "elevated space scale coefficient" D / H, the specific values of D and H are adjusted according to the inverse relationship between horizontal distance D and height H, so that the D / H value is within a reasonable coefficient range. This allows for the specific design of the height of urban elevated roads, including the height of wind barriers and the width of the roadway.
[0046] Step 5.1: Coordinate the design parameters of the main bridge structure, including its design height H1, width, and angle, with the urban elevated road design parameters of different sections before and after this dense area to meet the safety requirements of urban elevated road design.
[0047] Step 5.2: On the basis of ensuring safety, further determine the design parameters of the elevated structure, including height, width, and angle.
[0048] Step 5.3: Calculate the appropriate height H2 of the "wind barrier" based on the height of the urban elevated road and its distance from the building;
[0049] Step 5.4: Obtain the H value through H1+H2 and determine whether the elevated space scale coefficient is within the reasonable range of Step 5. If it is not within this range, repeat the calculation of item 1) of this step until it is satisfied. When repeating the calculation of the urban elevated road scheme for this section, the economic comparison should be considered, and the scheme with the best cost performance should be selected to meet the requirements of economic and applicable urban elevated road design.
[0050] Step 6: Based on the new bridge and road design scheme for this densely built-up area, adjust the longitudinal and transverse cross-sections again.
[0051] Step 7: After the horizontal, vertical, and cross-sectional designs are completed, the designs for bridges, culverts, retaining walls, roadbed structures, and drainage systems will be carried out simultaneously.
[0052] Step 8: Export the plan view, longitudinal section view, and roadbed cross section view from the 3D design model, and calculate and export the earthwork quantity table, drainage table, and design specification from the system to complete the design of the urban elevated road.
[0053] Compared with traditional two-dimensional urban road design methods, this technology has the following advantages:
[0054] 1. This technology is based on a 3D real-world model of oblique photogrammetry, which can be used to design urban elevated roads in the existing real 3D environment. It avoids the design errors caused by the lack of clear description and low accuracy of the surrounding building environment when designing on 2D CAD topographic maps for a long time.
[0055] 2. This technology innovatively applies building sunlight analysis methods to the design of urban elevated roads, which can effectively solve the impact of urban elevated road design on the sunlight environment of surrounding buildings, especially residents. Urban elevated roads designed using this method are more in harmony with the surrounding environment.
[0056] 3. This technology simulates the 3D urban elevated road model in densely populated urban areas as a cubic building volume, simultaneously considering the elevated road height H1 and the wind barrier height H2. Once the building volume's height H, width B, and distance D from surrounding buildings meet the requirements, detailed design of the urban elevated road (including specific analysis of various parameters such as design height, width, and angle) is carried out, making it more applicable from large-scale to small-scale. Furthermore, although the final scheme selection involves various combinations of height and width, iterative analysis fully considers the impact of the elevated road height H1 and the wind barrier height H2 on the overall design height. In addition, coordination and safety with other non-dense areas are considered, as well as the design's economic efficiency. Urban elevated roads designed using this method are safer and more economical.
[0057] 4. This technology is the first to propose the "elevated space scale coefficient" k as the ratio of the horizontal distance (D) between the surrounding buildings and the elevated projection to the height (H) of the elevated bridge. Through multiple solar radiation analyses, a reasonable range of k that meets the solar radiation analysis requirements is determined, providing data support for the design of other densely populated sections of elevated roads in the city, improving design efficiency, and also providing a reference for the design of other similar urban roads in the area.
Claims
1. A three-dimensional design method for urban elevated roads that considers the impact of low ambient sunlight, characterized by: Step 1: Collect relevant technical data on the elevated bridge and its surrounding area; Step 2: Use a drone equipped with a multi-view camera to create a 3D reality model of the urban elevated bridge design area using oblique photography; Step 3: Based on bridge and road design specifications, create a BIM 3D model of the urban elevated bridge on the 3D reality model, including the elevated bridge, roads, and "wind barrier" components, to meet the requirements of urban road alignment, determine the planar requirements, and conduct longitudinal and cross-sectional design analysis; Step 4: Select densely built-up areas around the urban elevated bridge to conduct an analysis of the impact of low sunlight on the urban elevated bridge environment; Step 4.1: Simulate this section of the urban elevated bridge BIM 3D model into a cubic building volume; The T-shaped bridge is simulated as a cube, with the cube height H = bridge height H1 + wind barrier height H2, and the cube width equal to the bridge width. Step 4.2: Extract the dimensions and distance information of surrounding buildings from the 3D model, and simulate these surrounding buildings as cube-shaped building volumes as well. Step 4.3: Input the location of the design area, and automatically calculate the latitude, longitude, and sunshine duration parameters. Step 4.4: Perform sunshine analysis using building sunshine analysis software to determine whether the height and spacing of the urban elevated building volume model affect the surrounding building volumes and whether they meet the requirements. Each indicator requirement; Step 4.5: In the solar radiation result analysis, if the "solar radiation condition" line does not obstruct any buildings, it indicates that the design meets the solar radiation requirements; Step 4.6: If the "solar radiation condition" line is obstructed, the design requirements are not met. The height H, width B, and distance D from surrounding buildings of the urban elevated building volume model should be readjusted; the solar radiation analysis should be repeated until the requirements are met; Step 4.7: Define the "elevated space scale coefficient" k as the ratio of the horizontal distance D between surrounding buildings and the elevated projection to the height H of the elevated bridge volume. This is determined through Step 4.
5. Step 4.6: Simulate the solar radiation using the software and perform statistical calculations. For each solar radiation result, measure the actual height H of the elevated model and the horizontal distance D from the building in the oblique photogrammetry 3D real-world model to calculate the "elevated spatial scale coefficient" D / H value k. Obtain a reasonable coefficient range without shading surrounding buildings, providing data support for the design of other densely populated sections of elevated roads in the city and improving design efficiency. Step 5: Within the reasonable unshaded range of the "elevated spatial scale coefficient" D / H, adjust D and H according to the inverse relationship between horizontal distance D and height H. The specific value of H ensures that the D / H value is within a reasonable coefficient range. This involves the specific design of the height of the urban elevated road, including the height and width of the wind barrier: Step 5.1: Coordinate the design parameters of the urban elevated road with the design parameters of different sections before and after this densely populated area, including the bridge's main design height H1, width, and angle, to meet the safety requirements of the urban elevated road design; Step 5.2: On the basis of ensuring safety, further determine the design parameters of the elevated road's height, width, and angle; Step 5.3: Calculate the appropriate height H2 of the "wind barrier" based on the height of the urban elevated road and its distance from buildings; Step 5.
4. Obtain the H value through H1+H2 to determine if the elevated space scale coefficient is within the reasonable range of step 5. If it is not within this range, repeat the calculation of step 1) until it meets the requirement. When repeating the calculation of the urban elevated road scheme for this section, economic comparison should be considered, and the scheme with the best cost performance should be selected to meet the requirements of economic and applicable urban elevated road design. Step 6. Based on the new bridge and road design scheme for this densely built-up section, adjust the longitudinal and transverse sections again. Step 7. After the horizontal, longitudinal, and transverse section designs are completed, simultaneously carry out the design of bridges, culverts, retaining walls, roadbed structures, and drainage. Step 8. Export the plan view, longitudinal section view, and roadbed transverse section view from the 3D design model, and calculate and export the earthwork quantity table, drainage table, and design specification from the system to complete the design of the urban elevated road.