Design method of urban elevated road with low environmental impact

Abstract

The application is a kind of urban elevated road design method considering low environmental impact of the periphery; including collecting relevant technical data of the elevated bridge and its periphery; through the multi-lens carried by the unmanned aerial vehicle, a three-dimensional real scene model of the urban elevated design area is established; according to the bridge and road design specification, the urban elevated BIM three-dimensional model is established under the three-dimensional real scene model, the urban road plane route selection is satisfied, the plane needs are determined, and the longitudinal and transverse section design analysis is carried out; the low sunshine environmental impact analysis of the urban elevated is carried out in the dense area of the buildings around the urban elevated. The technical innovation creatively applies the building sunshine analysis method to the urban elevated road design, which can effectively solve the influence of the urban elevated road design on the surrounding buildings, especially the sunshine environment of the residents, and the urban elevated road designed by the method is more coordinated with the surrounding environment.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of municipal engineering, and particularly to a city viaduct design method considering low environmental impact of the surroundings. BACKGROUND

[0002] City viaducts are inevitable products for modern cities to solve congestion in limited road land, which bring smooth traffic to the city, but also produce negative impacts on the environment, economy, landscape and other aspects, and derive certain negative space.

[0003] The existing city viaduct design at home and abroad is basically two-dimensional design based on CAD plan data, which has certain limitations. For example, the CAD topographic map obtained from the local traffic management department is often very old, and some are even topographic maps of several years ago. The viaduct design is carried out on the existing plan, and due to the rapid changes of city buildings and structures, the temporary changes of the viaduct surrounding environment are difficult to reflect on the new CAD base map, and the city viaduct designed often conflicts with the surrounding buildings and is not coordinated. At the same time, the existing two-dimensional CAD topographic map has low measurement accuracy, so it is necessary to carry out rapid and accurate three-dimensional topographic and geomorphic measurement to truly reflect the surrounding environment before the existing city viaduct design, and the city road design on the three-dimensional real scene model will be more coordinated with the surrounding environment.

[0004] In addition, the height of the city viaduct will affect the sunshine of the surrounding buildings, especially the life of the surrounding urban residential areas, and these contents are basically not considered in the existing two-dimensional plan design of the viaduct. The existing city viaduct only carries out simple assessment of the surrounding environment before design, and the bridge design cannot use the sunshine analysis of the building to give the quantitative distance and quantitative design height of the city road from the surrounding environment, so as to reduce the impact of the city viaduct design on the sunshine of the surrounding residents. SUMMARY

[0005] The present application aims to overcome the above-mentioned defects, and provides a city viaduct design method which can be based on real-time three-dimensional model and can consider low environmental impact on the surroundings.

[0006] In order to achieve the above-mentioned purpose, the present application is implemented as follows:

[0007] A city viaduct design method considering low environmental impact of the surroundings, comprising

[0008] Step 1, collecting relevant technical data of the viaduct and its surroundings;

[0009] Step 2, establishing a three-dimensional real scene model of the city viaduct design area by tilting photography through a multi-lens camera carried by a drone;

[0010] Step 3. According to the Bridge and Road Design Specification, a three-dimensional model of the urban viaduct BIM is established under the three-dimensional real scene model to meet the urban road plane alignment, determine the plane needs, and perform longitudinal and transverse section design analysis.

[0011] Step 4. The low-sunlight environmental impact analysis of the urban viaduct is performed in the densely built-up area around the urban viaduct.

[0012] Step 4.1. The three-dimensional urban viaduct model of this section is simulated as a cuboid building volume; that is, the T-shaped bridge is simulated as a cuboid, and the cuboid height is the bridge height, and the cuboid width is the bridge width.

[0013] Step 4.2. The size and distance information of the surrounding buildings are extracted from the three-dimensional real scene model, and the surrounding buildings of this section are also simulated as cuboid building volumes.

[0014] Step 4.3. The location of the design area is input, and the local latitude and longitude, sunlight time parameter related technology and system parameters are automatically calculated.

[0015] Step 4.4. The sunlight analysis is performed by the building sunlight analysis software, and whether the height and spacing of the three-dimensional urban viaduct volume model have an impact on the surrounding building volume and whether it meets the various index requirements are determined according to the “Code for Planning and Design of Urban Residential Districts”.

[0016] Step 4.5. In the sunlight result analysis, if the “sunlight condition” line does not block any building, it means that the design meets the sunlight requirements.

[0017] Step 4.6. If the “sunlight condition” line is blocked, it does not meet the design requirements, and the height H, width B and spacing D of the urban viaduct model volume from the surrounding buildings are adjusted; the sunlight analysis is performed again until the requirements are met.

[0018] Step 4.7. The “viaduct space scale coefficient” k is defined as the ratio of the horizontal distance (D) between the surrounding buildings and the height (H) of the viaduct bridge. Through the simulation of the sunlight software in steps 5) and 6), multiple schemes can be statistically calculated, and for each sunlight result, the actual height (H) of the viaduct model and the horizontal distance (D) from the building can be measured in the oblique photography three-dimensional real scene model to calculate the “viaduct space scale coefficient” (D / H) value k; a reasonable coefficient interval (such as k=0.7~2.0) is obtained without blocking the surrounding buildings, which provides data support for the design of other dense sections of the urban viaduct and improves the design efficiency.

[0019] Step 5. In the reasonable unobstructed interval of the "elevated space scale coefficient" (D / H), the horizontal distance D of the elevated building can be far, H can be high; D can be close, but the elevated height H is low; or various combinations can meet the requirements, so in the urban elevated model building volume space, the height and width of the urban elevated can be specifically designed:

[0020] Step 5.1. The design parameters of the urban elevated in different sections before and after the dense area, including the design height, width, angle coordination, meet the safety needs of urban elevated design;

[0021] Step 5.2. On the basis of safety, the economic comparison of the urban elevated scheme in this section is carried out, and the design height, width, angle and other parameters of the elevated are further determined to meet the economic and applicable needs;

[0022] Step 6: According to the new bridge road design scheme of this building dense section, the longitudinal and transverse section design is adjusted again;

[0023] Step 7: After the completion of the horizontal, vertical and transverse section design, the bridge, culvert, retaining wall, roadbed structure design, drainage design and other designs are carried out at the same time;

[0024] Step 8: From the three-dimensional design model, export the plan, longitudinal section and roadbed transverse section, and from the system, calculate and export the earthwork quantity table, drainage table, design specification and other designs, complete the design of urban elevated road.

[0025] Compared with the traditional two-dimensional urban road design method, the present technology has the following advantages:

[0026] Based on the three-dimensional real scene model of oblique photography, the present technology can design urban elevated road in the existing real three-dimensional environment, avoiding the influence of the design error of urban elevated caused by the unclear and low-precision description of the surrounding building environment status due to the long history of two-dimensional drawing.

[0027] The present technology innovatively applies the building sunshine analysis method to the design of urban elevated road, which can effectively solve the influence of urban elevated road design on the surrounding buildings, especially the sunshine environment of residents, and the urban elevated road designed by this method is more coordinated with the surrounding environment;

[0028] The present technology simulates the three-dimensional urban viaduct model of the urban dense section into a cuboid building volume; when the height, width and distance from the surrounding buildings of the building volume meet the requirements, the specific analysis of various parameters of the urban viaduct such as the design height, width and angle is carried out, from large scale to small scale, which is more applicable. And the selection of the final scheme considers various combinations of design height, width and angle, that is, the coordination and safety with other non-dense sections, and also considers the economy of the design, so that the urban viaduct designed by this method is safer and more economical;

[0029] The present technology first proposes the "viaduct space scale coefficient" k as the ratio of the horizontal distance (D) between the surrounding buildings and the height (H) of the viaduct, and determines the reasonable interval of k that meets the sunshine analysis through multiple sunshine analysis, which provides data support for the design of other dense sections of the urban viaduct, improves the design efficiency, and also provides reference for the design of other similar urban roads in the local area. BRIEF DESCRIPTION OF DRAWINGS

[0030] Figure 1 For the data parameter relationship in step 5 Figure One .

[0031] Figure 2 For the data parameter relationship in step 5 Figure Two . DETAILED DESCRIPTION

[0032] The present application is further illustrated by specific examples.

[0033] A city viaduct design method considering the low environmental impact of the surrounding area, comprising

[0034] Step 1, collect relevant technical data of the viaduct and its surrounding area;

[0035] Step 2, establish a three-dimensional real scene model of the urban viaduct design area by a multi-lens camera carried by a drone;

[0036] Step 3, according to the bridge and road design specification, establish a BIM three-dimensional model of the urban viaduct under the three-dimensional real scene model, meet the urban road plane alignment, determine the plane needs, and carry out longitudinal and transverse section design analysis;

[0037] Step 4, select the dense area of the surrounding buildings of the urban viaduct for low sunshine environmental impact analysis of the urban viaduct;

[0038] Step 4.1, simulate the three-dimensional urban viaduct model of this section into a cuboid building volume; that is, simulate the T-shaped bridge into a cuboid, the height of the cuboid is the height of the bridge, and the width of the cuboid is the width of the bridge;

[0039] Step 4.2, extract the size and distance information of the surrounding buildings from the three-dimensional real scene model, and simulate the surrounding buildings as cubic building volumes;

[0040] Step 4.3, input the location of the design area and automatically calculate the local latitude and longitude, sunlight time parameter related technology and system parameters;

[0041] Step 4.4, perform sunlight analysis by building sunlight analysis software, and determine whether the height and spacing of the three-dimensional city viaduct volume model have an impact on the surrounding building volumes and whether they meet the various index requirements according to the "Code for Planning and Design of Urban Residential Areas";

[0042] Step 4.5, in the sunlight result analysis, if the "sunlight condition" line does not block any building, it means that the design meets the sunlight requirements;

[0043] Step 4.6, if the "sunlight condition" line is blocked, it does not meet the design requirements, and the height H, width B and spacing D of the city viaduct model volume are adjusted, and the sunlight analysis is performed again until the requirements are met;

[0044] Step 4.7, define the "viaduct space scale coefficient" k as the ratio of the horizontal distance (D) between the surrounding buildings and the height (H) of the viaduct, and through the simulation of the sunlight software in steps 5) and 6), multiple schemes can be statistically calculated, and for each sunlight result, the actual height (H) of the viaduct model and the horizontal distance (D) from the building can be measured in the oblique photography three-dimensional real scene model to calculate the "viaduct space scale coefficient" (D / H) value k; Obtain a reasonable coefficient interval (such as k=0.7~2.0) that does not block the surrounding buildings, and provide data support for the design of other dense sections of the city viaduct, and improve the design efficiency;

[0045] Step 5, as Figure 1 、 Figure 2 In the reasonable unblocked interval of the "viaduct space scale coefficient" (D / H), the horizontal distance D of the viaduct from the building can be farther, and the height H can be higher; D can also be closer, but the height H of the viaduct must be lower; or various combinations can meet the requirements, so within the building volume space of the city viaduct model, the height and width of the city viaduct can be specifically designed:

[0046] Step 5.1, the design parameters of the city viaduct in different sections before and after the dense area, including design height, width, angle coordination, meet the safety needs of city viaduct design;

[0047] Step 5.2: On the basis of safety, the economic comparison of the urban viaduct scheme of this section is carried out, and the design height, width, angle and other parameters of the viaduct are further determined to meet the economic and applicable needs;

[0048] Step 6: According to the new bridge road design scheme of this building dense section, the longitudinal and transverse section design adjustment is carried out again;

[0049] Step 7: After the completion of the plane, longitudinal and transverse section design, the bridge and culvert, retaining wall, roadbed structure design, drainage design and other designs are carried out at the same time;

[0050] Step 8: The plane view, longitudinal section view and roadbed transverse section view are exported from the three-dimensional design model, and the earthwork quantity table, drainage table and design specification are calculated and exported from the system to complete the design of the urban viaduct road.

[0051] Compared with the traditional two-dimensional urban road design method, the present technology has the following advantages:

[0052] Based on the three-dimensional real scene model of oblique photography, the present technology can carry out the design of urban viaduct road in the existing real three-dimensional environment, avoiding the influence of the design errors of urban viaduct caused by the unclear and low-precision description of the surrounding building environment present situation due to the long history of two-dimensional drawing.

[0053] The present technology innovatively applies the building sunshine analysis method to the design of urban viaduct road, which can effectively solve the influence of urban viaduct road design on the surrounding buildings, especially the sunshine environment of residents, and the urban viaduct road designed by this method is more coordinated with the surrounding environment;

[0054] The present technology simulates the three-dimensional urban viaduct model of the urban dense section as a cuboid building volume; when the height, width and distance of the building volume from the surrounding buildings meet the requirements, the specific analysis of various parameters of the urban viaduct road such as design height, width and angle is carried out, from large scale to small scale, which is more applicable. The selection of the final scheme considers various combinations of design height, width and angle, that is, the coordination and safety with other non-dense sections, and also considers the economy of the design, so that the urban viaduct road designed by this method is safer and more economical;

[0055] The present technology first proposes that the "viaduct space scale coefficient" k is the ratio of the horizontal distance (D) between the surrounding buildings and the height (H) of the viaduct bridge, and through multiple sunshine analysis, the reasonable interval of k that meets the sunshine analysis is determined, which provides data support for the design of other dense sections of the urban viaduct road, improves the design efficiency, and also provides reference for the design of other similar urban roads in the local area.

Claims

1. A design method for urban elevated roads that considers low environmental impact, characterized by: include Step 1: Collect relevant technical data on the viaduct and its surrounding area; 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. 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 to meet the urban road plan alignment requirements, determine the plan requirements, and conduct longitudinal and cross-sectional design analysis. Step 4: Select densely built-up areas around urban elevated roads to conduct an environmental impact analysis of low sunlight exposure caused by urban elevated roads; Step 4.1: Simulate the 3D urban elevated model of this section into a cubic building volume; that is, simulate the T-shaped bridge as a cube, with the height of the cube being the height of the bridge and the width of the cube being the width of the bridge. 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; Step 4.3: Input the location of the design area and automatically calculate the location's latitude and longitude, sunshine duration, and related technical and system parameters; 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 three-dimensional urban elevated volume model have an impact on the volume of surrounding buildings and whether they meet the requirements of various indicators. 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. 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 model; repeat the sunlight analysis until the requirements are met. Step 4.7: Define 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 the simulation of the sunlight software in steps 4.5 and 4.6, perform statistical calculations for multiple scenarios. For each sunlight result, the "elevated space scale coefficient" k is calculated by measuring the actual height H of the elevated model and the horizontal distance D from the buildings in the oblique photogrammetry 3D real scene model. By obtaining a reasonable coefficient range that does not obstruct surrounding buildings, data support can be provided for the design of other densely populated sections of elevated roads in the city, thereby improving design efficiency. Step 5: Within the unobstructed section of the "elevated space scale coefficient," design the specific height and width of the urban elevated road: Step 5.1: Coordinate the design parameters of the urban elevated road with the different sections before and after this dense area, including design height, width, and angle, to meet the safety requirements of urban elevated road design; Step 5.2: On the basis of ensuring safety, conduct an economic comparison of urban elevated road schemes for this section to determine the design height, width, and angle of the elevated road to meet economic and practical needs; 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. 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. 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.

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