A low-carbon road route selection method based on minimum road impedance model

Abstract

The present invention discloses a low-carbon road line selection method based on a minimum road impedance model, comprising: obtaining an elevation grid data layer of a study area; obtaining a Chinese land carbon sink grid data layer, and obtaining the study area carbon sink grid data layer by clipping; standardizing the elevation grid data layer to obtain a surface elevation resistance surface; standardizing the study area carbon sink grid data layer to obtain a land carbon sink resistance surface; weightedly superimposing the resistance value corresponding to the surface elevation resistance surface and the resistance value corresponding to the land carbon sink resistance surface to obtain the cost grid data of the study area; determining the starting point and the end point of the planned route on a highway traffic map of the study area; analyzing the cost distance and the cost path between the starting point and the end point according to the cost grid data, the coordinate information of the starting point and the coordinate information of the end point, and obtaining the minimum cost path between the starting point and the end point. The present invention provides a scientific basis for solving the problems existing in the manual line selection method.

Description

Technical Field

[0001] The present invention relates to the field of highway route design, and in particular to a low-carbon road route selection method based on a minimum road impedance model. Background Art

[0002] Since 1978, domestic highway construction has made great progress. However, due to insufficient awareness of environmental hazards, the adverse effects of highway construction on the ecological environment have gradually emerged. Traditional road selection methods usually only consider factors such as distance and terrain, but fail to fully consider surface elevation and environmental impacts. Road construction requires clearing land, removing vegetation, and changing natural landforms, which destroys the structure and function of many ecosystems. For example, deforestation and fragmentation will weaken carbon absorption capacity and reduce ecological service functions. At the same time, current road planning is not fully based on surface elevation data, and a large amount of filling or excavation work may be required during the construction process, which increases the construction period and construction cost.

[0003] The Chinese invention with the publication number CN116663123A proposes an evaluation method for the correlation between spatial vitality of road engineering and low-carbon route design, and the implementation steps are as follows: Step S1: Form a road network scheme with overall connection of basic units; Step S2: Obtain the integration degree of each basic unit section in the road network scheme; Step S3: Correct the road spatial vitality accessibility index and low-carbon spatial intelligence value of each basic unit section; Step S4: Obtain the road spatial accessibility vitality color feature map and low-carbon road spatial accessibility color feature map corresponding to the current route design scheme; Step S5: According to the two road accessibility color feature maps, compare different route design schemes to obtain the optimal, low-carbon, and high spatial vitality route design scheme. This patent does not take into account the land carbon sink and surface elevation, and the cost is high.

[0004] The Chinese invention with publication number CN116305678A relates to a method for fine optimization of high-density urban railway lines based on low carbon emissions, including: 1. Inputting original data, including railway line type, terrain, objective function and constraints; 2. Parameterization of plane line type; 2.1. Segmenting the original plane line type; 2.2. Determining the search rules for plane line type parameters; 3. Optimizing the plane line type; 4. Parameterization of longitudinal line type; 4.1. Regenerating the plane line type: using the plane line type generated in step 3 as the input plane line type for longitudinal section optimization; step 4.2. Segmenting the original longitudinal line type; 4.3. Determining the search rules for longitudinal line type parameters; 5. Optimizing the longitudinal line type; 6. Obtaining the line type with the best objective function value and checking whether the line type meets the requirements. This patent does not consider the situation of land carbon sink and surface elevation, and the cost is high.

[0005] Therefore, it is necessary to improve the current road route selection method, reduce the damage to the natural environment and the cost of road construction while fully considering land carbon sinks and surface elevation, and implement sustainable road construction. Summary of the invention

[0006] In view of this, the purpose of the present invention is to propose a low-carbon road route selection method based on the minimum road impedance model, which is a method that comprehensively considers land carbon sinks and surface elevation to select the lowest cost path based on the minimum impedance model, selects a low-carbon route between two control points, and provides a scientific basis for solving some problems existing in traditional manual route selection methods.

[0007] In order to achieve the above technical objectives, the technical solution adopted by the present invention is:

[0008] The present invention provides a low-carbon road line selection method based on a minimum road impedance model, comprising the following steps:

[0009] Step 1: Obtain the elevation raster data layer of the study area;

[0010] Step 2: Obtain the Chinese land carbon sink raster data layer, and obtain the carbon sink raster data layer of the study area by clipping;

[0011] Step 3: standardize the elevation grid data layer to obtain a surface elevation resistance surface;

[0012] Step 4: standardize the carbon sink grid data layer of the study area to obtain the land carbon sink resistance surface;

[0013] Step 5: Weightedly superimpose the resistance value corresponding to the surface elevation resistance surface and the resistance value corresponding to the land carbon sink resistance surface to obtain the cost grid data of the study area;

[0014] Step 6: Determine the starting point and end point of the planned route on the highway traffic map of the study area;

[0015] Step 7: Analyze the cost distance and cost path between the starting point and the end point based on the cost grid data, the coordinate information of the starting point and the coordinate information of the end point to obtain the minimum cost path between the starting point and the end point.

[0016] Furthermore, the step 1 is specifically as follows: obtaining the elevation raster data layer of the study area by downloading through the geospatial data cloud, wherein the elevation raster data layer includes an elevation raster map and corresponding DEM data.

[0017] Furthermore, the step 2 specifically includes:

[0018] Step 21, obtain the Chinese land carbon sink raster data layer by downloading through the geospatial data cloud;

[0019] Step 22, import the SHP data used to divide the boundary of the study area into Arc-GIS software, select the study area from the China land carbon sink raster map according to the SHP data, create a layer separately according to the elements, and cut out the study area carbon sink raster data layer corresponding to the study area, wherein the study area carbon sink raster data layer includes the carbon sink raster map and the corresponding carbon sink data.

[0020] Furthermore, the step 3 specifically includes:

[0021] Step 31, define: the DEM data is X, the surface elevation resistance surface is X', the maximum value in the DEM data is Xmax, and the minimum value in the DEM data is Xmin;

[0022] Step 32, use the raster calculator of the spatial analysis tool in the Arc-GIS software to normalize the DEM data, substitute the DEM data, the maximum value in the DEM data and the minimum value in the DEM data into the formula: X'=(X-Xmin) / (Xmax-Xmin), calculate X', and obtain the elevation resistance surface, wherein the value range of X' is between 0 and 1.

[0023] Furthermore, the step 4 specifically includes:

[0024] Step 41, definition: the carbon sink data is Y, the land carbon sink resistance surface is Y', the maximum value of the carbon sink data is Ymax, and the minimum value of the carbon sink data is Ymin;

[0025] Step 42, use the raster calculator of the spatial analysis tool in the Arc-GIS software to normalize the carbon sink data, substitute the carbon sink data, the maximum value in the carbon sink data and the minimum value in the carbon sink data into the formula: Y'=(Y-Ymin) / (Ymax-Ymin), calculate Y', and obtain the land carbon sink resistance surface, where the value range of Y' is between 0 and 1.

[0026] Furthermore, the step 5 specifically includes:

[0027] Step 51, comprehensively considering the cost of surface elevation and land carbon sink, the cost ratio of land carbon sink is greater than the cost ratio of surface elevation, and setting the corresponding influence coefficients of land carbon sink and surface elevation to m and n, m>n and m+n=1;

[0028] Step 52, use the raster calculator of the spatial analysis tool in Arc-GIS software to calculate the weight, and substitute the resistance value corresponding to the surface elevation resistance surface and the resistance value corresponding to the land carbon sink resistance surface into the formula: n*resistance value corresponding to the surface elevation resistance surface+m*resistance value corresponding to the land carbon sink resistance surface to obtain the cost raster data of the study area, which is the comprehensive resistance surface of the study area.

[0029] Furthermore, the m is selected to be 0.6, and the n is selected to be 0.4.

[0030] Furthermore, the step 6 specifically includes:

[0031] Step 61, importing the road data of the study area into Arc-Gis software to obtain a highway traffic map of the study area;

[0032] Step 62: Select the starting point and the end point of the route from the highway traffic map according to the route planning requirements, and determine the specific location information of the starting point and the end point.

[0033] Furthermore, the specific location information of the starting point and the end point is determined in step 62, specifically:

[0034] The WGS84 coordinate system is used to determine the coordinate information of the start and end points.

[0035] Furthermore, the step 7 specifically includes:

[0036] Step 71, using the cost distance tool in the spatial analysis tool in the Arc-GIS software, taking the cost grid data and the coordinate information of the starting point as input for analysis, and outputting the distance grid data and the back-link grid data;

[0037] Step 72: Use the cost path tool in the spatial analysis tool in the Arc-GIS software to analyze the distance raster data, the back-link raster data and the coordinate information of the end point as input, and output the minimum cost path between the starting point and the end point.

[0038] By adopting the above technical solution, the present invention has the following beneficial effects compared with the prior art:

[0039] The low-carbon road route selection method based on the minimum road impedance model is an innovative technology based on natural environmental considerations. This technology is based on comprehensive considerations of land carbon sinks and surface elevation, minimizing environmental damage and construction costs to achieve low-carbon route selection. In summary, the low-carbon road route selection method based on the minimum road impedance model has significant advantages in protecting the environment and reducing construction costs. Compared with traditional road route selection, the low-carbon road route selection based on the minimum road impedance model has the following advantages:

[0040] 1. Sustainability: The route selection of low-carbon roads has the characteristics of protecting the environment and sustainable development. Increasing the weight of land carbon sinks means minimizing damage to the ecological environment as much as possible during the route selection process, avoiding sensitive ecological areas, reducing ecological interference and damage to wild animals and plants, and helping to maintain ecological balance.

[0041] 2. Reduce construction costs: When selecting road routes, the surface elevation should be considered comprehensively. As the altitude increases, the construction and subsequent maintenance costs increase accordingly. Choosing a reasonable terrain route and avoiding areas with complex terrain and large undulations can reduce the amount of earth excavation, filling, slope treatment and other projects, reduce project difficulty and construction risks, and improve project benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0043] Figure 1 It is an execution flow chart of a low-carbon road line selection method based on a minimum road impedance model provided by the present invention.

[0044] Figure 2 It is a resistance surface schematic diagram produced based on surface elevation data according to an embodiment of the present invention.

[0045] Figure 3 It is a schematic diagram of a resistance surface produced based on land carbon sink data according to an embodiment of the present invention.

[0046] Figure 4 It is a resistance surface schematic diagram after the land carbon sink resistance surface and the surface elevation resistance surface are assigned values ​​and superimposed in an embodiment of the present invention.

[0047] Figure 5 It is a schematic diagram of a low-carbon route between the starting point and the end point of an implementation example of the present invention. DETAILED DESCRIPTION

[0048] The present invention will be further described in detail below in conjunction with the accompanying drawings and examples. It is particularly noted that the following examples are only used to illustrate the present invention, but are not intended to limit the scope of the present invention. Similarly, the following examples are only partial embodiments of the present invention rather than all embodiments, and all other embodiments obtained by those of ordinary skill in the art without creative work are within the scope of protection of the present invention.

[0049] See also Figure 1-Figure 5A low-carbon road line selection method based on a minimum road impedance model of the present invention comprises the following steps:

[0050] Step 1: Obtain an elevation grid data layer of the study area, wherein the elevation grid data layer is a general term for an elevation grid map and elevation data;

[0051] In this embodiment, the step 1 is specifically: obtaining the elevation raster data layer of the study area by downloading through the geospatial data cloud, and the elevation raster data layer includes the elevation raster map and the corresponding DEM data (elevation data). The purpose is to obtain the relevant surface elevation information in the study area, and provide a reliable data source when considering the surface elevation in the process of calculating the road construction cost.

[0052] Step 2, obtaining a Chinese land carbon sink raster data layer, and obtaining a study area carbon sink raster data layer by clipping; the study area carbon sink raster data layer is a general term for a carbon sink raster map and carbon sink data;

[0053] In this embodiment, step 2 specifically includes:

[0054] Step 21, obtain the Chinese land carbon sink raster data layer by downloading through the geospatial data cloud;

[0055] Step 22, import the SHP data used to divide the boundary of the study area into the Arc-GIS software, the SHP data is used to distinguish the boundary location information of the study area, so as to locate the study area and find the corresponding carbon sink raster map; select the study area from the Chinese land carbon sink raster map according to the SHP data, and create a layer separately according to the elements, and cut out the study area carbon sink raster data layer corresponding to the study area, the study area carbon sink raster data layer includes the carbon sink raster map and the corresponding carbon sink data. The purpose is to obtain relevant land carbon sink information in the study area, and provide a reliable data source for considering the land carbon sink in the process of road construction cost calculation.

[0056] Step 3: Standardize the elevation raster data layer to obtain the surface elevation resistance surface; since the surface elevation and the land carbon sink units are inconsistent, the surface elevation and the land carbon sink are standardized; since the impact of surface elevation on cost is positive, that is, as the elevation increases, the cost increases accordingly, so positive standardization is adopted.

[0057] In this embodiment, step 3 specifically includes:

[0058] Step 31, define: the DEM data is X, the surface elevation resistance surface is X', the maximum value in the DEM data is Xmax, and the minimum value in the DEM data is Xmin;

[0059] Step 32, use the raster calculator of the spatial analysis tool in the Arc-GIS software to normalize the DEM data, and substitute the DEM data, the maximum value in the DEM data, and the minimum value in the DEM data into the formula: X'=(X-Xmin) / (Xmax-Xmin), calculate X', and obtain the elevation resistance surface, where the value range of X' is between 0 and 1. The meaning of the elevation resistance surface is that the higher the cost value, the higher the cost of road construction. The purpose of normalization is to transform the dimensional DEM data into a dimensionless surface elevation resistance surface and make it a scalar.

[0060] Step 4: Standardize the carbon sink raster data layer of the study area to obtain the land carbon sink resistance surface; since the impact of land carbon sink on cost is positive, that is, as the land carbon sink increases, the cost increases accordingly, positive standardization is adopted.

[0061] In this embodiment, step 4 specifically includes:

[0062] Step 41, definition: the carbon sink data is Y, the land carbon sink resistance surface is Y', the maximum value of the carbon sink data is Ymax, and the minimum value of the carbon sink data is Ymin;

[0063] Step 42, use the raster calculator of the spatial analysis tool in the Arc-GIS software to normalize the carbon sink data, substitute the carbon sink data, the maximum value in the carbon sink data and the minimum value in the carbon sink data into the formula: Y'=(Y-Ymin) / (Ymax-Ymin), calculate Y', and obtain the land carbon sink resistance surface, and the value range of Y' is between 0 and 1. The meaning of the land carbon sink resistance surface is that the higher the cost value, the higher the cost of road construction. The purpose of normalization is to transform the dimensional carbon sink data into a dimensionless land carbon sink resistance surface and make it a scalar. Convert DEM data and carbon sink data with different units into unitless values ​​between 0 and 1 to facilitate the weighted calculation in the next step.

[0064] Step 5: Weightedly superimpose the resistance value corresponding to the surface elevation resistance surface and the resistance value corresponding to the land carbon sink resistance surface to obtain the cost grid data of the study area;

[0065] In this embodiment, step 5 specifically includes:

[0066] Step 51, comprehensively considering the cost of surface elevation and land carbon sink, the cost ratio of land carbon sink is greater than the cost ratio of surface elevation, and setting the corresponding influence coefficients of land carbon sink and surface elevation to m and n, m>n and m+n=1;

[0067] Step 52, use the grid calculator of the spatial analysis tool in Arc-GIS software to calculate the weight, and substitute the resistance value corresponding to the surface elevation resistance surface and the resistance value corresponding to the land carbon sink resistance surface into the formula: n*resistance value corresponding to the surface elevation resistance surface+m*resistance value corresponding to the land carbon sink resistance surface, and obtain the cost grid data of the study area, which is the comprehensive resistance surface of the study area. The cost grid data finally obtained not only reflects that the data considers the impact of surface elevation and land carbon sink on the cost at the same time, but also reflects that the land carbon sink with a greater cost ratio is more emphasized in surface elevation and land carbon sink; therefore, the obtained results are more comprehensive and accurate.

[0068] In this embodiment, since the road selection focuses on low-carbon paths, the proportion of land carbon sinks is increased, and m is selected as 0.6 and n is selected as 0.4, that is, the formula is converted to: 0.4*resistance value corresponding to the surface elevation resistance surface+0.6*resistance value corresponding to the land carbon sink resistance surface. If the values ​​of m and n are too close, the proportion of the impact of land carbon sinks on costs cannot be highlighted; if the difference between the values ​​of m and n is too large, the correlation between surface elevation and land carbon sinks is small.

[0069] Step 6: Determine the starting point and end point of the planned route on the highway traffic map of the study area;

[0070] In this embodiment, step 6 specifically includes:

[0071] Step 61, importing the road data of the study area into Arc-Gis software to obtain a highway traffic map of the study area;

[0072] Step 62: Select the starting point and the end point of the route from the highway traffic map according to the route planning requirements, and determine the specific location information of the starting point and the end point.

[0073] The specific process of determining the starting point and the end point is as follows: create a new Shapelife layer, define it as the starting point and the end point respectively, then open the feature editor to start editing, define one end of a road that crosses the study area as the starting point and the other end as the end point, and determine the specific locations of the starting point and the end point. The starting point and the end point can be determined in the original road route that crosses the study area, or they can be customized according to user needs.

[0074] In this embodiment, the specific location information of the starting point and the end point is determined in step 62, specifically:

[0075] The WGS84 coordinate system is used to determine the coordinate information of the start and end points.

[0076] Step 7: Analyze the cost distance and cost path between the starting point and the end point based on the cost grid data, the coordinate information of the starting point and the coordinate information of the end point to obtain the minimum cost path between the starting point and the end point.

[0077] In this embodiment, step 7 specifically includes:

[0078] Step 71, using the cost distance tool in the spatial analysis tool in the Arc-GIS software, taking the cost grid data and the coordinate information of the starting point as input for analysis, and outputting distance grid data and back-link grid data; the distance grid data reflects the minimum cumulative cost distance of each pixel from the cost surface or to the minimum cost source on the cost surface; the back-link grid data represents the shortest path to the destination at any position in space;

[0079] Step 72, using the cost path tool in the spatial analysis tool in the Arc-GIS software, the distance grid data, the backlink grid data and the coordinate information of the end point are analyzed as input, and the minimum cost path between the starting point and the end point is output. The minimum cost path between the starting point and the end point can be finally calculated by the cost distance tool and the cost path tool; applying the minimum cost path to the construction plan can greatly reduce the road construction cost and improve the engineering efficiency.

[0080] The above descriptions are only some embodiments of the present invention, and are not intended to limit the protection scope of the present invention. Any equivalent device or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A low-carbon road selection method based on a minimum road impedance model, characterized in that: The steps include: Step 1: Obtain the elevation raster data layer of the study area; Step 2: Obtain the Chinese land carbon sink raster data layer, and obtain the carbon sink raster data layer of the study area by clipping; Step 3: standardize the elevation grid data layer to obtain a surface elevation resistance surface; Step 4: standardize the carbon sink grid data layer of the study area to obtain the land carbon sink resistance surface; Step 5: Weightedly superimpose the resistance value corresponding to the surface elevation resistance surface and the resistance value corresponding to the land carbon sink resistance surface to obtain the cost grid data of the study area; specifically including: Step 51, comprehensively considering the cost of surface elevation and land carbon sink, the cost ratio of land carbon sink is greater than the cost ratio of surface elevation, and setting the corresponding influence coefficients of land carbon sink and surface elevation to m and n, m>n and m+n=1; Step 52, using the grid calculator of the spatial analysis tool in Arc-GIS software to calculate the weight, the resistance value corresponding to the surface elevation resistance surface and the resistance value corresponding to the land carbon sink resistance surface are substituted into the formula: n*resistance value corresponding to the surface elevation resistance surface+m*resistance value corresponding to the land carbon sink resistance surface, and the cost grid data of the study area is obtained, and the cost grid data is the comprehensive resistance surface of the study area; Step 6: Determine the starting point and end point of the planned route on the highway traffic map of the study area; Step 7: Analyze the cost distance and cost path between the starting point and the end point based on the cost grid data, the coordinate information of the starting point and the coordinate information of the end point to obtain the minimum cost path between the starting point and the end point.

2. A low-carbon road line selection method based on a minimum road impedance model as claimed in claim 1, characterized in that: The step 1 specifically includes: obtaining the elevation raster data layer of the study area by downloading through the geospatial data cloud, wherein the elevation raster data layer includes an elevation raster map and corresponding DEM data.

3. A low-carbon road line selection method based on a minimum road impedance model as claimed in claim 1, characterized in that: The step 2 specifically includes: Step 21, obtain the Chinese land carbon sink raster data layer by downloading through the geospatial data cloud; Step 22, import the SHP data used to divide the boundary of the study area into Arc-GIS software, select the study area from the China land carbon sink raster map according to the SHP data, create a layer separately according to the elements, and cut out the study area carbon sink raster data layer corresponding to the study area, wherein the study area carbon sink raster data layer includes the carbon sink raster map and the corresponding carbon sink data.

4. A low-carbon road line selection method based on a minimum road impedance model as claimed in claim 2, characterized in that: The step 3 specifically includes: Step 31, define: the DEM data is X, the surface elevation resistance surface is X', the maximum value in the DEM data is Xmax, and the minimum value in the DEM data is Xmin; Step 32, use the raster calculator of the spatial analysis tool in the Arc-GIS software to normalize the DEM data, substitute the DEM data, the maximum value in the DEM data and the minimum value in the DEM data into the formula: X'=(X-Xmin) / (Xmax-Xmin), calculate X', and obtain the elevation resistance surface, wherein the value range of X' is between 0 and 1.

5. A low-carbon road line selection method based on a minimum road impedance model as claimed in claim 3, characterized in that: The step 4 specifically includes: Step 41, definition: the carbon sink data is Y, the land carbon sink resistance surface is Y', the maximum value of the carbon sink data is Ymax, and the minimum value of the carbon sink data is Ymin; Step 42, use the raster calculator of the spatial analysis tool in the Arc-GIS software to normalize the carbon sink data, substitute the carbon sink data, the maximum value in the carbon sink data and the minimum value in the carbon sink data into the formula: Y'=(Y-Ymin) / (Ymax-Ymin), calculate Y', and obtain the land carbon sink resistance surface, where the value range of Y' is between 0 and 1.

6. A low-carbon road line selection method based on a minimum road impedance model as claimed in claim 1, characterized in that: The m is selected as 0.6, and the n is selected as 0.

4.

7. A low-carbon road line selection method based on a minimum road impedance model as claimed in claim 1, characterized in that: The step 6 specifically includes: Step 61, importing the road data of the study area into Arc-Gis software to obtain a highway traffic map of the study area; Step 62: Select the starting point and the end point of the route from the highway traffic map according to the route planning requirements, and determine the specific location information of the starting point and the end point.

8. A low-carbon road line selection method based on a minimum road impedance model as claimed in claim 7, characterized in that: The specific location information of the starting point and the end point is determined in step 62, specifically: The WGS84 coordinate system is used to determine the coordinate information of the start and end points.

9. A low-carbon road line selection method based on a minimum road impedance model as claimed in claim 1, characterized in that: The step 7 specifically includes: Step 71, using the cost distance tool in the spatial analysis tool in the Arc-GIS software, taking the cost grid data and the coordinate information of the starting point as input for analysis, and outputting the distance grid data and the back-link grid data; Step 72: Use the cost path tool in the spatial analysis tool in the Arc-GIS software to analyze the distance raster data, the back-link raster data and the coordinate information of the end point as input, and output the minimum cost path between the starting point and the end point.

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