An engineering cost roadbed earthwork quantity acquisition method and system

Abstract

The application relates to an engineering cost roadbed earthwork quantity acquisition method and system. Under the action of a UAV and an RTK station, the whole device hovers according to a designed route, and an actual slope change point at the hovering position is acquired. Three position-fixed first height detectors, second height detectors and third height detectors of an actual slope change point detection assembly are utilized, then height measurement is conducted in cooperation with the fixed distance among the three to obtain the approximate area of the actual slope change point, then the fourth height detector and the fifth height detector which can move are combined, and the moving distance of the two during detection is utilized to find the accurate actual slope change point in the approximate area, so that the elevation and the plane coordinates of the actual slope change point can be accurately measured, a roadbed precise actual cross section diagram is obtained, the roadbed earthwork quantity is calculated according to the actual cross section diagram, and therefore the roadbed earthwork quantity measurement precision and work efficiency are remarkably improved.

Description

Technical Field

[0001] This application relates to the field of engineering construction technology, and in particular to a method and system for obtaining the earthwork volume of roadbed for engineering cost. Background Technology

[0002] Earthwork engineering plays a crucial role in roadbed construction projects, and the accuracy of earthwork volume measurement and calculation directly impacts project costs. The cross-section method is one of the commonly used methods for calculating earthwork volume. This method involves dividing the site into several cross-sections at regular intervals. The area enclosed by each cross-section line is calculated based on the cross-section diagram formed by the design elevation and the ground line. The volume between each pair of adjacent cross-sections is obtained by multiplying the average area of ​​two adjacent cross-sections by the distance between them. The total volume is then calculated by adding the volumes of all adjacent cross-sections together. In engineering practice, inaccurate measurement of slope change points on the roadbed cross-section often affects the accuracy of earthwork volume measurement and calculation.

[0003] In related technologies, GNSS-RTK technology is generally used to measure the cross-section of the roadbed point by point by manually running the measurement points. This process is complicated, involves a large amount of measurement work, and has low measurement efficiency.

[0004] In related technologies, oblique photogrammetry using unmanned aerial vehicles (UAVs) is employed to acquire roadbed surface images and 3D digital ground models, resulting in cross-sectional views and calculation of earthwork volume. However, this method is affected by the number and layout of ground control points, point cloud classification, and elevation correction methods, making it difficult to obtain data on points that best match the ground elevation, resulting in low measurement accuracy.

[0005] In summary, the relevant technologies suffer from low measurement accuracy and low efficiency, and urgently need improvement. Summary of the Invention

[0006] This application provides a method and system for obtaining the earthwork volume of roadbed in engineering cost estimation, to solve the problem in related technologies that use UAV oblique photogrammetry to acquire roadbed surface images and three-dimensional digital ground models, obtain cross-sectional views, and calculate earthwork volume. This method is affected by the number of ground control points, their layout, point cloud classification, and elevation correction methods, making it difficult to obtain data on points that best fit the ground elevation, resulting in low measurement accuracy.

[0007] Firstly, a system for obtaining the earthwork volume of roadbed in engineering cost is provided, which includes: A drone equipped with an RTK station and a gimbal. An actual slope change point detection component is installed on the bottom of the UAV and is used to acquire judgment information on actual slope change points. A remote control measurement module is installed on the UAV and is signal-connected to the gimbal and the actual slope change point detection component. The remote control measurement module includes a position acquisition module, an elevation acquisition module, and a slope change point discrimination module. The slope change point discrimination module is used to mark the actual slope change point according to the discrimination information. The position acquisition module and the elevation acquisition module are used to acquire the position information, plane coordinates and elevation, of the actual slope change point, respectively.

[0008] In some embodiments, the actual slope change point detection component includes an elevation measuring bracket installed below the UAV. At the bottom of the elevation measuring bracket, a first, second, and third elevation measuring instruments are arranged on the same straight line in the transverse direction of the roadbed. A fourth elevation measuring instrument is arranged between the first and second elevation measuring instruments. A fifth elevation measuring instrument is arranged between the second and third elevation measuring instruments. The fourth and fifth elevation measuring instruments can move in the transverse direction of the roadbed of the elevation measuring bracket via a movable structure. The height measuring bracket is equipped with a distance sensor, which is used to detect the moving distance of the fourth and fifth height measuring instruments.

[0009] In some embodiments, the height measuring bracket includes a damping rod; the top of the damping rod is hinged to the bottom of the UAV, and the bottom is hinged to a horizontal mounting rod; the horizontal mounting rod is provided with two sliding grooves arranged laterally along the roadbed, and each sliding groove contains a movable structure; one sliding groove is located between the first height measuring instrument and the second height measuring instrument, and the other sliding groove is located between the second height measuring instrument and the third height measuring instrument.

[0010] In some embodiments, the moving structure includes a lead screw and a lead screw motor, with a slider on the lead screw connected to the fourth or fifth altimeter.

[0011] In some embodiments, the drone is also equipped with a camera.

[0012] Secondly, a method for obtaining the earthwork volume of roadbed in engineering cost is provided, which includes the following steps: Obtain the hovering point route, the theoretical slope change points and theoretical slope gradients of each theoretical characteristic cross section on the road baseline, and the distance between two adjacent theoretical characteristic cross sections; Based on the hovering point route, the engineering cost roadbed earthwork volume acquisition system as described in any one of the claims is used to hover sequentially at each hovering point and obtain the actual characteristic cross-section for each hovering; during each hovering, the actual slope change point detection component and remote measurement module are used to mark the corresponding multiple actual slope change points and determine the plane coordinates and elevations of the multiple actual slope change points; then, the actual characteristic cross-section is obtained using the plane coordinates and elevations of the multiple actual slope change points. The earthwork volume of the roadbed is calculated by combining all the actual feature cross sections and the spacing.

[0013] In some embodiments, obtaining the hovering point route, the theoretical slope change points and theoretical slope gradients of each theoretical characteristic cross section on the roadline, and the distance between two adjacent theoretical characteristic cross sections includes the following steps: Aerial photography of the ground is conducted to obtain ground data, and then a three-dimensional model of the roadbed is established by combining the theoretical characteristic cross-sections of the roadbed. Based on the three-dimensional model diagram, the position of each theoretical feature cross section, the theoretical slope change point and theoretical slope gradient of each theoretical feature cross section, and the distance between two adjacent theoretical feature cross sections are obtained. Obtain the UAV's flight path, and determine the hovering point route by combining the location of each theoretical characteristic cross section and the theoretical slope change point of each theoretical characteristic cross section.

[0014] In some embodiments, the hovering point route includes hovering points on the right and left sides of the roadbed transversely; each hovering point on each side corresponds to a theoretical slope change point of the shoulder and a theoretical slope change point in contact with the ground. The actual slope change point detection component includes an elevation measuring bracket mounted below the UAV. At the bottom of the elevation measuring bracket, a first, second, and third elevation measuring instrument are arranged on the same straight line along the roadbed. A fourth elevation measuring instrument is positioned between the first and second elevation measuring instruments. A fifth elevation measuring instrument is positioned between the second and third elevation measuring instruments. The fourth and fifth elevation measuring instruments can move along the roadbed side of the elevation measuring bracket via a movable structure. A distance sensor is installed on the elevation measuring bracket to detect the moving distance of the fourth and fifth elevation measuring instruments. During each hovering operation, multiple actual slope change points are marked using the actual slope change point detection component and the remote measurement module. This includes the following steps: The height values ​​of multiple detection points within the theoretical slope change point design range in contact with the ground are measured using the first, second, and third altimeters. The slope between the first detection points is obtained by combining the fixed distance between the first, second, and third altimeters. Based on the slope between the first detection points and the theoretical slope, and by setting rule one, the actual slope change point in contact with the ground is located in the area. If the range is the projection of the area between the first and second altimeters onto the ground, then the moving structure is used to control the movement of the fourth altimeter, and the distance sensor is used to detect the movement distance; at the same time, the fourth altimeter is used to measure the height of the ground; finally, the actual slope change point in contact with the ground is marked according to the set rule two. If the range is the projection of the area between the second and third altimeters onto the ground, then the moving structure is used to control the movement of the fifth altimeter, and the distance sensor is used to detect the movement distance; at the same time, the fifth altimeter is used to measure the height of the ground; finally, the actual slope change point in contact with the ground is marked according to the set rule three. Repeat the above steps to mark the actual slope change points located on the shoulder, thus completing the marking of the actual slope change points on the left side of the roadbed; then follow the above steps to mark the actual slope change points on the right side of the roadbed.

[0015] In some embodiments, based on the slope between the detection points and the theoretical slope, and by setting rule one to determine the area where the actual slope change point in contact with the ground is located, the specific steps include: If the deviation between the slope measured by the first and second altimeters and the theoretical slope exceeds the set value, and the slope measured by the second and third altimeters is consistent with the theoretical slope, the actual slope change point of the ground contact is located in the area between the first and second altimeters within the projection of the ground. If the deviation between the slope measured by the second and third altimeters and the theoretical slope exceeds the set value, and the slope measured by the first and second altimeters is consistent with the theoretical slope, then the actual slope change point of the ground contact is located in the area between the second and third altimeters within the projection of the ground.

[0016] In some embodiments, the actual slope change points in contact with the ground are marked according to the set rule two, specifically including the following steps: using the detected moving distance and the height measurement data of the fourth altimeter to calculate the slope between the second detection points; when the slope between the second detection points is consistent with the theoretical slope and the moving distance is less than the distance between the first altimeter and the second altimeter, the actual slope change point in contact with the ground is the projection of the fourth altimeter on the ground; According to the three rules, the actual slope change point in contact with the ground is marked, which includes the following steps: using the detected moving distance and the height measurement data of the fifth altimeter to calculate the slope between the second detection points; when the slope between the second detection points is consistent with the theoretical slope and the moving distance is less than the distance between the second altimeter and the third altimeter, the actual slope change point in contact with the ground is the projection of the fifth altimeter on the ground.

[0017] The "less than" condition mentioned above is a necessary prerequisite to ensure that the two elevation measurement points involved in the slope calculation are located on the same side of the slope change point when comparing the slope between the second detection points with the theoretical slope.

[0018] The beneficial effects of the technical solution provided in this application include: This application provides a method and system for obtaining the earthwork volume of roadbed in engineering cost estimation. With the help of a drone and an RTK station, the entire device can hover along a designed route to obtain the actual slope change point at the hovering point. Using three fixed altimeters (first, second, and third) of the actual slope change point detection component, and with the fixed distance between them, the approximate area of ​​the actual slope change point is obtained. Then, by combining the movable fourth and fifth altimeters and their movement distance during detection, the precise actual slope change point is found in the approximate area. This allows for accurate measurement of the elevation and plane coordinates of the actual slope change point, resulting in a precise actual cross-sectional view of the roadbed. Therefore, it significantly improves the accuracy and efficiency of roadbed earthwork volume measurement.

[0019] In addition, it has high structural stability, is simple and convenient to operate, and is flexible in operation, making it suitable for measuring the earthwork volume of roadbeds over a large area. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A front view of the system for obtaining the earthwork volume of roadbed for engineering cost provided in this application embodiment; Figure 2 Left view of the system for obtaining the earthwork volume of roadbed for engineering cost provided in the embodiments of this application; Figure 3 A schematic diagram of the actual cross-section of a feature provided in an embodiment of this application; Figure 4 A flowchart illustrating the method for obtaining the earthwork volume of roadbed for engineering cost provided in this application embodiment.

[0022] In the diagram: 1. Drone; 2. RTK station; 3. Gimbal; 4. Altimeter support; 401. Damping rod; 402. Horizontal mounting rod; 403. Slide groove; 5. First altimeter; 6. Second altimeter; 7. Third altimeter; 8. Fourth altimeter; 9. Fifth altimeter; 10. Camera; 11. Actual slope change point; 12. Roadbed. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] A method and system for obtaining roadbed earthwork volume in engineering cost estimates is proposed to address the problem in related technologies that use UAV oblique photogrammetry to acquire roadbed surface images and 3D digital ground models, obtain cross-sectional views, and calculate earthwork volume. This method is affected by the number and layout of ground control points, point cloud classification, and elevation correction methods, making it difficult to obtain data on points that best fit the ground elevation, resulting in low measurement accuracy.

[0025] Please see Figure 1 and Figure 2 A system for obtaining the earthwork volume of roadbed in engineering cost estimation, comprising: Drone 1, which is equipped with RTK station 2 and gimbal 3; The actual slope change point detection component is installed on the bottom of the UAV 1 and is used to obtain the judgment information of the actual slope change point. The remote-controlled measurement module is mounted on the UAV 1 and is signal-connected to the gimbal 3 and the actual slope change point detection component. The module includes a position acquisition module, an elevation acquisition module, and a slope change point discrimination module. The slope change point discrimination module marks the actual slope change point based on the judgment information. The position acquisition module and the elevation acquisition module acquire the plane coordinates and elevation of the actual slope change point, respectively. The remote-controlled measurement module also integrates a central processing unit to control all the above components, enabling the UAV to navigate and hover along a hovering route, then determine the actual slope change point, and finally acquire the plane coordinates and elevation of the actual slope change point.

[0026] The actual slope change point detection component includes an elevation measuring bracket 4 mounted below the drone 1. At the bottom of the elevation measuring bracket 4, a first elevation measuring instrument 5, a second elevation measuring instrument 6, and a third elevation measuring instrument 7 are arranged on the same straight line along the roadbed. A fourth elevation measuring instrument 8 is positioned between the first and second elevation measuring instruments 5 and 6. A fifth elevation measuring instrument 9 is positioned between the second and third elevation measuring instruments 6 and 7. The fourth and fifth elevation measuring instruments 8 and 9 move along the roadbed laterally via a movable structure. A distance sensor is installed on the elevation measuring bracket 4 to detect the moving distance of the fourth and fifth elevation measuring instruments 8 and 9. The first and third elevation measuring instruments 5 and 7 are symmetrical about the elevation measuring bracket 4.

[0027] With the help of UAV 1 and RTK station 2, the entire device can hover along the designed route to obtain the actual slope change point at the hovering point. Using the three fixed height gauges 5, 6, and 7 of the actual slope change point detection component, and the fixed distance between the three, the approximate area of ​​the actual slope change point is obtained. Then, by combining the movable height gauges 8 and 9, and the movement distance of the two during detection, the precise actual slope change point is found in the approximate area. This allows for the rapid identification of the actual slope change point of the roadbed, accurate measurement of the elevation and plane coordinates of the actual slope change point, and the generation of a precise actual cross-sectional view of the roadbed. Therefore, it significantly improves the accuracy and efficiency of roadbed earthwork measurement. With the combination of three fixed height gauges and two movable height gauges, the structure is highly stable, simple and convenient, and flexible in operation, making it suitable for large-scale roadbed earthwork measurement.

[0028] In some preferred embodiments, the height measuring bracket 4 includes a damping rod 401; the top of the damping rod 401 is hinged to the bottom of the UAV 1, and a horizontal mounting rod 402 is hinged to the bottom; the horizontal mounting rod 402 is provided with two sliding grooves 403 arranged laterally along the roadbed, and a moving structure is provided in each sliding groove 403; one sliding groove 403 is located between the first height measuring instrument 5 and the second height measuring instrument 6, and the other sliding groove 403 is located between the second height measuring instrument 6 and the third height measuring instrument 7; the moving structure includes a lead screw and a lead screw motor, and a slider is provided on the lead screw, and the slider is signal-connected to the central processing unit; a fourth height measuring instrument 8 or a fifth height measuring instrument 9 is connected; wherein, the damping rod 401 is used to prevent the horizontal mounting rod 402 from shaking when the UAV hovers for measurement, and to keep the horizontal mounting rod 402 balanced and stable.

[0029] The above describes the specific structural form of the mobile fourth altimeter 8 or fifth altimeter 9. The UAV 1 is also equipped with a camera 10; the camera 10 is used to assist in observing the slope change points of the roadbed.

[0030] This application also proposes a method for obtaining the earthwork volume of roadbed in engineering cost estimates, which includes the following steps: Step S01: Obtain the hovering point route, the theoretical slope change points and theoretical slope gradients of each theoretical characteristic cross section on the road baseline, and the distance between two adjacent theoretical characteristic cross sections. Step S02: Based on the hovering point route, use the above-mentioned engineering cost roadbed earthwork volume acquisition system to hover at each hovering point in sequence, and obtain the actual characteristic cross-section of each hovering point; during each hovering, use the actual slope change point detection component and remote measurement module to mark the corresponding multiple actual slope change points, and determine the plane coordinates and elevations of the multiple actual slope change points; then use the plane coordinates and elevations of the multiple actual slope change points to obtain the actual characteristic cross-section. Step S03: Calculate the earthwork volume of the roadbed by combining all actual feature cross-sections and spacing. This step is a commonly used calculation step in related technologies.

[0031] By following the steps above, we can quickly identify the actual slope change points of the roadbed, accurately measure the elevation and plane coordinates of the actual slope change points, and obtain a precise actual cross-sectional view of the roadbed.

[0032] The steps above are explained in detail below: In step S01, the specific steps are as follows: S011 conducts aerial photography of the ground to obtain ground data, and then combines the theoretical characteristic cross-sections of the roadbed to establish a three-dimensional model of the roadbed. Based on the three-dimensional model diagram, S012 obtains the position of each theoretical feature cross section, the theoretical slope change point and theoretical slope gradient of each theoretical feature cross section, and the distance between two adjacent theoretical feature cross sections. S013 obtains the UAV flight path and determines the hovering point route by combining the location of each theoretical characteristic cross section and the theoretical slope change point of each theoretical characteristic cross section; it can be understood that the hovering route is the point located directly above the theoretical slope change point of each theoretical characteristic cross section and coincides with the flight path; when measuring the hovering point, the UAV can remain stationary and located directly in front of the center of the roadbed. Only the fourth altimeter 8 and the fifth altimeter 9 need to be moved to obtain the actual slope change point that forms the actual characteristic cross section at the hovering point. Alternatively, the hovering point has left and right sides on the roadbed transversely. The actual slope change points on the left and right sides are calculated separately, and then the actual characteristic cross section is obtained.

[0033] The following is a detailed explanation of how to measure the actual slope change points on the left and right sides using the aforementioned system for obtaining roadbed earthwork volume for engineering cost estimation. Please refer to the following: In step S02, the hovering point route includes hovering points on the right and left sides of the roadbed transversely; each hovering point on each side corresponds to a theoretical slope change point of the shoulder and a theoretical slope change point in contact with the ground; (Refer to...) Figure 3 The actual cross-section shown is marked with 11 and 12. Mark 12 is the roadbed, and mark 11 is the actual slope change point.

[0034] When the drone 1 is hovering, after the camera 10 assists in observing the slope change point 12 of the roadbed cross section and confirms that it is correct, the following operation is performed to prove whether the position of the hovering point is correct. S021. During each hovering, mark the corresponding multiple actual slope change points using the actual slope change point detection component and the remote measurement module, specifically including the following steps: S0211. Measure the height values ​​of multiple detection points within the theoretical slope change point design range that are in contact with the ground using the first altimeter 5, the second altimeter 6, and the third altimeter 7, and combine the fixed distance between the first altimeter 5, the second altimeter 6, and the third altimeter 7 to obtain the slope between the first detection points. S0212. Based on the slope between the first detection points and the theoretical slope, and according to rule one, the slope change point discrimination module determines the area where the actual slope change point in contact with the ground is located. S0213. If the range is the projection of the area between the first altimeter 5 and the second altimeter 6 onto the ground, then the fourth altimeter 8 is moved using a moving structure, and the moving distance is detected using a distance sensor; at the same time, the fourth altimeter 8 is used to measure the height of the ground; finally, the slope change point discrimination module marks the actual slope change point in contact with the ground according to the set rule two.

[0035] S0214. If the range is the projection of the area between the second altimeter 6 and the third altimeter 7 onto the ground, then the fifth altimeter 9 is moved using a moving structure, and the moving distance is detected using a distance sensor; at the same time, the fifth altimeter 9 is used to measure the height of the ground; finally, the slope change point discrimination module marks the actual slope change point in contact with the ground according to the set rule three. S022. Repeat steps S0211-S0214 above to mark the actual slope change points on the shoulder in the same way to complete the marking of the actual slope change points on the left side of the roadbed. Specifically: The height values ​​of multiple detection points within the theoretical slope change point design range located on the road shoulder are measured using the first height gauge 5, the second height gauge 6, and the third height gauge 7. The slope between the first detection points is obtained by combining the fixed distance between the first height gauge 5, the second height gauge 6, and the third height gauge 7. Based on the slope between the first detection points and the theoretical slope, as well as the first rule, the slope change point discrimination module determines the area where the theoretical slope change point is located on the road shoulder. If the area is the projection of the area between the first height gauge 5 and the second height gauge 6 onto the ground, the fourth height gauge 8 is moved using a moving structure, and the moving distance is detected using a distance sensor. At the same time, the fourth height gauge 8 is used to measure the height of the ground. Finally, the slope change point discrimination module marks the actual slope change point located on the road shoulder according to the second rule. If the range is the projection of the area between the second altimeter 6 and the third altimeter 7 onto the ground, then the fifth altimeter 9 is moved using a moving structure, and the moving distance is detected using a distance sensor; at the same time, the fifth altimeter 9 is used to measure the height of the ground; finally, the slope change point discrimination module marks the actual slope change point located on the shoulder according to the set rule three.

[0036] S023. Then, following steps S021-S022 above, mark the actual slope change points on the right side of the roadbed.

[0037] S024. The location acquisition module and the elevation acquisition module are used to obtain the location information, plane coordinates and elevation of the actual slope change point, respectively, so as to obtain the actual characteristic cross section. S025. Repeat steps S021-S024 to obtain the actual feature cross-sections at all hovering points.

[0038] The detailed steps outlined above for marking actual slope change points precisely illustrate that all information measured by the actual slope change point detection component is for judgment purposes. Its function is to acquire judgment information about actual slope change points. The slope change point discrimination module is used to mark actual slope change points based on this judgment information, enabling rapid identification of actual slope change points in the roadbed, accurate acquisition of their location and elevation, and the generation of a precise actual cross-sectional view of the roadbed. This significantly improves the accuracy and efficiency of obtaining roadbed earthwork volume. It also eliminates the drawbacks of UAV oblique photogrammetry.

[0039] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0040] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0041] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A system for obtaining the earthwork volume of roadbed in engineering cost estimation, characterized in that, It includes: A drone (1) equipped with an RTK station (2) and a gimbal (3). The actual slope change point detection component is installed on the bottom of the UAV (1) and is used to obtain the judgment information of the actual slope change point; The remote control measurement module is installed on the UAV (1) and is signal-connected to the gimbal (3) and the actual slope change point detection component; the remote control measurement module includes a position acquisition module, an elevation acquisition module and a slope change point discrimination module; The slope change point identification module is used to mark the actual slope change point based on the identification information; the location acquisition module and the elevation acquisition module are used to acquire the location information (plane coordinates and elevation) of the actual slope change point, respectively. The actual slope change point detection component includes an elevation measuring bracket (4) installed below the UAV (1). The bottom of the elevation measuring bracket (4) is provided with a first elevation measuring instrument (5), a second elevation measuring instrument (6) and a third elevation measuring instrument (7) located on the same straight line in the transverse direction of the roadbed. A fourth elevation measuring instrument (8) is provided between the first elevation measuring instrument (5) and the second elevation measuring instrument (6). A fifth elevation measuring instrument (9) is provided between the second elevation measuring instrument (6) and the third elevation measuring instrument (7). The fourth elevation measuring instrument (8) and the fifth elevation measuring instrument (9) can move in the transverse direction of the roadbed of the elevation measuring bracket (4) through a moving structure. The height measuring bracket (4) is equipped with a distance sensor, which is used to detect the moving distance of the fourth height measuring instrument (8) and the fifth height measuring instrument (9).

2. The system for obtaining the earthwork volume of roadbed for engineering cost as described in claim 1, characterized in that: The height measuring bracket (4) includes a damping rod (401); the top of the damping rod (401) is hinged to the bottom of the UAV (1), and the bottom is hinged to a horizontal mounting rod (402); the horizontal mounting rod (402) is provided with two sliding grooves (403) arranged laterally along the roadbed, and each sliding groove (403) contains a movable structure; one sliding groove (403) is located between the first height measuring instrument (5) and the second height measuring instrument (6), and the other sliding groove (403) is located between the second height measuring instrument (6) and the third height measuring instrument (7).

3. The system for obtaining the earthwork volume of roadbed for engineering cost as described in claim 1, characterized in that: The moving structure includes a lead screw and a lead screw motor. The lead screw is equipped with a slider, which is connected to the fourth altimeter (8) or the fifth altimeter (9).

4. The system for obtaining the earthwork volume of roadbed for engineering cost as described in claim 1, characterized in that: The drone (1) is also equipped with a camera (10).

5. A method for obtaining the earthwork volume of roadbed in engineering cost estimation, characterized in that, It includes the following steps: Obtain the hovering point route, the theoretical slope change points and theoretical slope gradients of each theoretical characteristic cross section on the road baseline, and the distance between two adjacent theoretical characteristic cross sections; Based on the hovering point route, the engineering cost roadbed earthwork volume acquisition system as described in any one of claims 1-4 is used to hover sequentially at each hovering point and obtain the actual characteristic cross-section of each hovering. During each hovering, the actual slope change point detection component and remote measurement module are used to mark the corresponding multiple actual slope change points, and the plane coordinates and elevations of the multiple actual slope change points are determined; then, the actual feature cross section is obtained using the plane coordinates and elevations of the multiple actual slope change points. The earthwork volume of the roadbed is calculated by combining all the actual feature cross sections and the spacing.

6. The method for obtaining the earthwork volume of roadbed in engineering cost as described in claim 5, characterized in that, Obtaining the hovering point route, the theoretical slope change points and theoretical slope gradients of each theoretical characteristic cross section on the road baseline, and the distance between two adjacent theoretical characteristic cross sections, includes the following steps: Aerial photography of the ground is conducted to obtain ground data, and then a three-dimensional model of the roadbed is established by combining the theoretical characteristic cross-sections of the roadbed. Based on the three-dimensional model diagram, the position of each theoretical feature cross section, the theoretical slope change point and theoretical slope gradient of each theoretical feature cross section, and the distance between two adjacent theoretical feature cross sections are obtained. Obtain the UAV's flight path, and determine the hovering point route by combining the location of each theoretical characteristic cross section and the theoretical slope change point of each theoretical characteristic cross section.

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