A road planning method for an agricultural-photovoltaic complementary photovoltaic power station

Abstract

The present application discloses a road planning method for an agricultural-photovoltaic complementary photovoltaic power station, which belongs to the technical field of road planning. The method comprises the following steps: dividing the field into different functional areas; pre-arranging the main road trunk lines in each functional area; for the crop planting areas or photovoltaic module areas on both sides of the trunk road, supplementing with a number of branch roads, ensuring the convenience of operations within each area, avoiding shading of the planted plants or damage to the photovoltaic modules; optimizing the roadbed, pavement, width and curve radius parameters of the main road and branch roads so that they can simultaneously meet the size and load requirements of agricultural machinery and photovoltaic equipment transportation; at the intersection of the main road and branch roads, adopting a layered three-dimensional design to achieve barrier-free passage of agricultural machinery or photovoltaic transport vehicles; conducting simulation analysis on the planned roads, and making targeted optimization adjustments for possible problems.

Description

Technical Field

[0001] The present application relates to the technical field of road planning, and more specifically, to a road planning method for an agricultural-photovoltaic complementary photovoltaic power station. Background Art

[0002] Nowadays, with the rapid development of renewable energy, photovoltaic power stations that complement agriculture and photovoltaic power as a new way of energy utilization have gradually attracted widespread attention and application. By deploying photovoltaic modules in farmland or crop planting areas, photovoltaic power stations that complement agriculture and photovoltaic power generation achieve mutual benefit and symbiosis between agriculture and photovoltaic power generation. However, the construction and operation of photovoltaic power stations face many challenges, including how to effectively plan road networks to support the operation of agricultural machinery and the transportation of photovoltaic equipment, and to ensure the daily maintenance of facilities and the rapid response to emergency repairs, which has become one of the key issues that need to be solved urgently.

[0003] Traditional road planning methods often fail to fully consider the special needs of farmland photovoltaic coexistence areas and the impact of complex terrain. Problems in existing technologies include: road design does not meet the size and load requirements of agricultural machinery and photovoltaic equipment, resulting in low traffic efficiency; unreasonable road layout may cause shading of crops or damage to photovoltaic modules; and emergency repair roads are blocked, affecting the operational stability and safety of power stations.

[0004] Therefore, in order to solve the above problems, an innovative method is urgently needed that can combine light conditions and topographic features to accurately divide functional areas and optimize road layout. This method should not only meet the dual needs of agricultural production and photovoltaic power generation, but also take into account the stability and safety of roads under various weather and seasonal conditions, thus providing a solid foundation for the sustainable development of agricultural-photovoltaic complementary photovoltaic power stations. Summary of the invention

[0005] In order to overcome a series of defects in the prior art, the purpose of this application is to provide a road planning method for an agricultural-photovoltaic complementary photovoltaic power station, comprising the following steps:

[0006] Step S1, dividing the site into different functional areas according to lighting conditions and topography;

[0007] Step S2, pre-arranging main road trunk lines in each functional area to meet the traffic requirements of agricultural machinery operations and photovoltaic equipment transportation, while taking into account the smoothness of emergency repair operation routes;

[0008] Step S3, for the crop planting areas or photovoltaic module areas on both sides of the main road, several branch roads are added to ensure the convenience of operations within each area and avoid shading the plants or damaging the photovoltaic modules;

[0009] Step S4, optimizing the roadbed, pavement, width and curve radius parameters of the main road and branch road so that they can simultaneously meet the size and load requirements of agricultural machinery and photovoltaic equipment transportation;

[0010] Step S5, at the intersection of the main road and the branch road, a layered three-dimensional design is adopted to achieve barrier-free passage of agricultural machinery or photovoltaic transport vehicles;

[0011] Step S6, conduct simulation analysis on the planned road, evaluate the stability and safety of the road during the passage of various agricultural machinery and photovoltaic equipment, and make targeted optimization adjustments for possible problems.

[0012] Furthermore, step S1 includes the following sub-steps:

[0013] Collect the lighting data of the site, including the number of sunshine hours and light intensity throughout the year, and draw a light distribution map by combining geographic information system technology;

[0014] Analyze the topographic data of the site, including elevation, slope and aspect, and generate topographic distribution maps using geographic information system technology;

[0015] The illumination distribution map and the topography distribution map are superimposed and analyzed to determine the areas with better illumination conditions and relatively flat terrain as the photovoltaic module layout areas; the relatively flat areas in the site and the illumination conditions that meet the requirements for crop growth are analyzed and planned as crop planting areas; the remaining areas are planned as shared areas;

[0016] Based on the above division results, draw a functional zoning plan for the site.

[0017] Furthermore, step S2 includes the following sub-steps:

[0018] Step S21, determining the main operation area and its demand for roads according to the distribution of each functional area;

[0019] Step S22, analyzing the specific requirements of agricultural machinery operations and photovoltaic equipment transportation on roads, and estimating the transportation demand for large equipment during future maintenance;

[0020] Step S23, within each functional zone, according to the distribution of the operating areas and road requirements, the routes of the trunk roads are planned and arranged, and each operating area is connected by the trunk roads to form a backbone road network;

[0021] Step S24, considering the needs of emergency repair work, a ring road connecting the main road is added so that when the main road is interrupted, it is possible to quickly detour to reach the repair site.

[0022] Further, step S23 includes the following steps:

[0023] Step S231, determining the starting and ending points of the road according to the location and distribution of the working areas in each functional area;

[0024] Step S232, based on the distribution density, area size and mutual relationship of the operation area, the road network planning theory is used to plan the basic direction of the trunk road according to the following principles: shorten the total length to achieve direct access to various areas and reduce detours; balance the length and coverage of each section to avoid being too long or too short;

[0025] Step S233, applying dynamic programming and genetic algorithm to solve the optimal planning scheme for trunk roads, taking topography, construction cost and travel time as constraints, establishing an objective function, and finding a route combination that minimizes cost and travel time;

[0026] Step S234, based on the optimal planning scheme, adjusting the route tortuosity and turning radius, balancing theoretical optimality and practical feasibility, and ensuring the construction feasibility and traffic convenience of the road;

[0027] Step S235, superimpose the optimized trunk road route with the distribution of the work area to form a backbone road network covering the entire site.

[0028] Furthermore, in S233, the formula of the objective function is: min C total =αC construction +βT travel +γE terrain , where C total is the optimization objective function; C construction is the construction cost, including road construction, materials, labor and equipment costs, c i is the unit length construction cost of the i-th road section, l i is the length of the i-th road section, N is the number of trunk roads; E terrai is the travel time, i.e. the time required for vehicles to travel on the main road, v i is the average speed on the i-th road; E terrain The topographical influences, including the additional engineering difficulties or costs caused by slopes, curvatures and other geographical obstacles, e i is the topographic influence factor of the i-th road section; α, β, γ are weight coefficients, reflecting the importance of construction cost, travel time and topographic influence.

[0029] Further, step S234 includes the following steps:

[0030] Based on the optimal planning scheme, determine the initial turning radius and tortuosity of all road sections;

[0031] Under the premise of meeting the road design specifications and vehicle turning requirements, the turning radius Ri of each road section is adjusted to reduce sharp turns.

[0032] Adjust the curvature of each road section Ccurve,i to smooth the road curve and reduce unnecessary bends;

[0033] On the basis of adjusting the turning radius and the degree of winding, the adjusted total cost Cadjusted is minimized. The specific formula is: Among them, R i is the turning radius of the i-th road section; It is the sum of the reciprocals of the turning radius of all road segments, which is used to reflect the impact of the turning radius on the convenience of travel. A smaller turning radius will result in a larger value, thus increasing the total cost; C curve，i is the tortuosity cost of the i-th road segment, which is expressed by the road’s curvature, curvature, or actual construction difficulty; Ψ, μ, φ are weight coefficients of the initial total cost, turning radius, and tortuosity;

[0034] The solution that minimizes the adjusted total cost is selected as the final road planning solution.

[0035] Furthermore, step S3 includes the following sub-steps:

[0036] According to the specific scope of the crop planting area and the photovoltaic module area, several branch roads are planned on both sides of the main road to form a preliminary road network layout;

[0037] For branch roads in crop planting areas, the density of roads should be controlled according to the growth environment requirements of the crops to be planted, so as to avoid serious impact on the plants;

[0038] For branch roads within the PV module area, the road spacing should be planned according to the layout of the PV module array to facilitate the installation, transportation and subsequent maintenance of the modules;

[0039] Through computer simulation, the layout of branch roads is optimized so that they can meet the dual purposes of agriculture or photovoltaic power generation to the greatest extent and achieve an efficient and convenient working environment.

[0040] Furthermore, step S4 includes the following sub-steps:

[0041] Collect specific parameters for the transportation of agricultural machinery and photovoltaic equipment, including vehicle size, axle load and turning radius, as a basic basis for road design;

[0042] The roadbed height of the trunk road is optimized to ensure that it can meet the traffic needs of large transport vehicles while taking into account the requirements of drainage and flood control. The design height of the roadbed = h + d + w, where h is the height of the chassis of large transport vehicles from the ground, usually the height of the lowest suspension component of the vehicle; d is the minimum distance required for drainage and flood control, which is used to ensure that there is enough space above the road surface for drainage and flood control, and is determined by the design requirements of the drainage system and flood control facilities; w is the thickness of the road surface layer, which is used to provide sufficient bearing capacity and durability;

[0043] The pavement materials and structures of trunk roads are selected according to the geological conditions and expected loads of different road sections to withstand heavy load transportation and ensure sufficient durability;

[0044] Taking into account the maximum sizes of agricultural machinery and photovoltaic equipment, determine the minimum width of the trunk road and appropriately widen it at necessary sections to facilitate meeting and overtaking. The minimum width of the trunk road = the maximum width of the vehicle + safety interval;

[0045] For the curved sections of the trunk roads, the minimum curve radius is determined so that large transport vehicles can pass safely. At the same time, the degree of tortuosity of the route is controlled to avoid excessive detours. The minimum curve radius = V 2 / (g×μ×tan(θ)), where V is the design speed of the large transport vehicle; g is the acceleration due to gravity; μ is the slope of the curved road section; θ is the maximum allowable angle of the vehicle's lateral acceleration limit, usually the vehicle's turning limit;

[0046] The roadbed, pavement, width and curve radius parameters of the branch roads are optimized to meet the requirements for the transportation of small and medium-sized agricultural machinery and photovoltaic panels.

[0047] Furthermore, step S5 includes the following sub-steps:

[0048] Count and mark the intersections of all trunk roads and branch roads in the site to understand the specific conditions and location distribution of each intersection;

[0049] For important intersections with heavy traffic, a three-dimensional layered design is used to separate the driving lanes of the main road and branch roads;

[0050] For minor intersections with less traffic, speed bumps or stop-and-yield lines are set up to guide vehicles to pass smoothly at the intersection;

[0051] At the intersection with three-dimensional layered design, ensure that the clearance height of the bridge and the turning radius of the road can meet the traffic needs of various large agricultural machinery and photovoltaic transport vehicles. Among them, the clearance height of the bridge = vehicle height + safety margin; turning radius = (l+s) / (2×tan(φ)), l is the length of the vehicle, s is the lateral clearance of the vehicle, and θ is the turning limit angle of the vehicle.

[0052] Calculate and optimize the load-bearing capacity of three-dimensional layered bridges to ensure that they can withstand the crossing of large and heavy-loaded vehicles while controlling the weight of the bridge structure itself;

[0053] Set up clear signs at intersections to provide guidance for different types of vehicles to avoid conflicts and collisions.

[0054] Furthermore, step S6 includes the following sub-steps:

[0055] Step S6.1, establishing a three-dimensional road model to accurately reproduce the longitudinal and transverse sections, roadbed, pavement material and three-dimensional design details of the intersection;

[0056] Step S6.2, importing three-dimensional models of different types of agricultural machinery and photovoltaic transport vehicles, and simulating their driving conditions on the road, including straight-line driving, turning, and uphill and downhill conditions;

[0057] Step S6.3, analyzing the simulation data to evaluate the stability of the road when agricultural machinery and photovoltaic transport vehicles pass through, including side scanning safety, load capacity and dynamic response indicators;

[0058] Step S6.4, for the unstable and unsafe road sections found, optimize and adjust the corresponding roadbed and pavement design parameters to ensure the safe passage of vehicles;

[0059] Step S6.5, evaluating the road capacity under different weather and seasonal conditions, with special attention paid to the anti-skid performance in rainy and snowy seasons;

[0060] Step S6.6, based on the simulation results, a cost-benefit analysis is performed on the road to ensure that the road design meets the requirements of economic rationality while meeting the traffic demand.

[0061] Compared with the prior art, the beneficial effects of this application are:

[0062] This application effectively divides different functional areas through comprehensive analysis of lighting conditions and topography, and accurately arranges main roads and branch roads in each functional area to meet the traffic needs of agricultural machinery operations and photovoltaic equipment transportation. The optimized road parameters ensure that the roadbed, pavement, width and curve radius can simultaneously meet the size, load and turning requirements of various types of vehicles. Through three-dimensional design of intersections and three-dimensional simulation analysis, the comprehensive optimization of roads in terms of stability, safety and economic benefits is further ensured, providing an efficient and convenient operating environment and sustainable development infrastructure support for agricultural production and photovoltaic power generation. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] Figure 1 This is a flow chart of a road planning method for an agricultural-photovoltaic complementary photovoltaic power station disclosed in an embodiment of the present application. DETAILED DESCRIPTION

[0064] In order to make the purpose, technical scheme and advantages of the implementation of the present invention clearer, the technical scheme in the embodiment of the present invention will be described in more detail below in conjunction with the drawings in the embodiment of the present invention. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described embodiments are part of the embodiments of the present invention, not all of the embodiments.

[0065] Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in the field without making any creative work shall fall within the scope of protection of the present invention.

[0066] The embodiments and directional terms described below with reference to the accompanying drawings are exemplary and intended to be used to explain the present invention, but should not be construed as limiting the present invention.

[0067] like Figure 1 As shown, a road planning method for an agricultural-photovoltaic complementary photovoltaic power station includes the following steps:

[0068] Step S1, divide the site into different functional areas according to lighting conditions and topography; by fully analyzing factors such as lighting, topography and topography, the functional areas are reasonably divided, which is conducive to the precise positioning and reasonable layout of subsequent road planning. Different functional areas can arrange road networks in a targeted manner to meet the usage needs of different areas and the operation and management requirements of photovoltaic power stations;

[0069] Step S2: pre-arrange the main roads in each functional area to meet the traffic requirements of agricultural machinery operation and photovoltaic equipment transportation, while taking into account the smoothness of emergency repair operation routes; by planning and arranging the main roads in advance, ensure that agricultural machinery and photovoltaic equipment can enter and exit each functional area safely and efficiently. At the same time, considering the needs of emergency repairs, ensuring the smoothness of roads will help improve the response speed and efficiency of photovoltaic power station operation and maintenance;

[0070] Step S3, for the crop planting areas or photovoltaic module areas on both sides of the main road, several branch roads are added to ensure the convenience of operations within each area and avoid shading the plants or damaging the photovoltaic modules. This step avoids the impact of the main road traffic on the surrounding crops or equipment by reasonably setting branch roads, effectively protects the growth of crops and the integrity of photovoltaic modules, and improves operation efficiency and safety.

[0071] Step S4, optimizing the roadbed, pavement, width and curve radius parameters of the main roads and branch roads so that they can simultaneously meet the size and load requirements of agricultural machinery and photovoltaic equipment transportation; through engineering design optimization, ensure that the road structure and parameters can adapt to the passage needs of various agricultural machinery and photovoltaic equipment, reduce the risk of traffic obstructions or equipment damage caused by narrow roads or unreasonable curve design, and improve the safety and durability of road use;

[0072] Step S5: At the intersection of the main road and the branch road, a layered three-dimensional design is adopted to realize barrier-free passage of agricultural machinery or photovoltaic transport vehicles; through reasonable intersection design, including consideration of factors such as turning radius, road height difference and intersection structure, it is ensured that various types of vehicles can pass smoothly at the road intersection, traffic jams and safety accidents are avoided, and road traffic efficiency and safety are improved;

[0073] Step S6, simulate and analyze the planned roads, evaluate the stability and safety of the roads during the passage of various agricultural machinery and photovoltaic equipment, and make targeted optimization adjustments for possible problems. This step uses advanced simulation technology to simulate the use of roads under different conditions, accurately analyze the rationality and stability of road design, provide a scientific basis for the actual construction and use stage, further optimize the road design plan, and ensure the smooth progress of the construction and operation stages.

[0074] Furthermore, step S1 includes the following sub-steps:

[0075] Collect the site's light data, including the number of sunshine hours and light intensity throughout the year, and draw a light distribution map by combining geographic information system technology; this step can objectively evaluate the light conditions in different areas of the site by fully collecting and analyzing light data. The application of geographic information system (GIS) can visualize and spatialize data, helping decision makers quickly understand and compare the light characteristics of each area, providing a scientific basis for the subsequent layout of photovoltaic modules;

[0076] Analyze the topographic data of the site, including elevation, slope and slope direction, and use geographic information system technology to generate a topographic distribution map; this step can determine the topographic characteristics of different sections of the site, such as flatness, slope and direction, through detailed analysis of topographic data. The spatial analysis function of the geographic information system can effectively integrate and process these data, providing accurate topographic background information for subsequent regional functional zoning;

[0077] The illumination distribution map and the topography distribution map are superimposed and analyzed to determine the areas with good illumination conditions and relatively flat terrain as the photovoltaic module layout area; the relatively flat areas in the site and the illumination conditions that meet the requirements for crop growth are analyzed and planned as crop planting areas; the remaining areas are planned as shared areas; this step can accurately identify the areas suitable for the layout of photovoltaic modules and the areas suitable for crop planting through the superimposed analysis of illumination and terrain, so as to achieve effective space utilization and optimized layout of photovoltaic power stations and crops. The division of shared areas can flexibly respond to possible changes and needs in the future and maximize the utilization of site resources.

[0078] Based on the above division results, a functional zoning plan for the site is drawn. This step divides the site into functional zones such as photovoltaic module layout area, crop planting area and shared area by comprehensively considering the lighting, terrain and functional requirements. The formulation of the functional zoning plan can intuitively display the design intent and spatial layout of each area, and provide clear guidelines and operational basis for subsequent road planning, facility layout and construction management.

[0079] Furthermore, step S2 includes the following sub-steps:

[0080] Step S21, according to the distribution of each functional area, determine the main operation area and its demand for roads; this step determines the main operation areas of photovoltaic power stations and crop planting areas through detailed analysis and planning of functional areas. These areas usually require roads to support equipment transportation, operator access and facility maintenance, so accurate determination of the operation area is conducive to the orderly layout and optimization of the subsequent road network;

[0081] Step S22, analyze the specific requirements of agricultural machinery operations and photovoltaic equipment transportation on the road, and estimate the transportation needs of large equipment during future maintenance; this step determines the specific requirements that must be considered in road design by deeply analyzing the size, weight and transportation characteristics of different equipment. Estimating future equipment transportation needs can provide long-term planning for road design and carrying capacity, ensuring that the road can meet more efficient and safer transportation needs in future use;

[0082] Step S23, within each functional zone, according to the distribution of the operating area and road requirements, plan and arrange the route of the trunk road, connect each operating area with the trunk road, and form a backbone road network; this step effectively connects each important operating area and functional zone by systematically designing the route of the trunk road. The optimized trunk road network can improve the operating efficiency and coordination within the photovoltaic power station and crop planting area, while reducing the time and energy consumption cost of equipment transportation;

[0083] Step S24, considering the needs of emergency repair operations, add a ring road connecting the main road so that when the main road is interrupted, it can quickly detour to reach the repair site. This step improves the flexibility of the road network and the ability to respond to emergencies by designing ring roads and backup channels. This not only ensures the daily operation continuity of photovoltaic power stations and crop planting areas, but also improves the efficiency of emergency response and repair, effectively reducing operational risks and cost losses.

[0084] Further, step S23 includes the following steps:

[0085] Step S231, determine the starting and ending points of the road according to the location and distribution of the work areas in each functional zone; this step can effectively connect various important work areas by accurately determining the starting and ending points of the road, ensuring the overall continuity and practicality of the road. Reasonable determination of the starting and ending points helps to minimize the total length of the road, improve the efficiency of the road network and the economy of operating costs;

[0086] Step S232, based on the distribution density, area size and mutual relationship of the operation areas, the road network planning theory is used to plan the basic direction of the trunk roads according to the following principles: shorten the total length to achieve direct access to various areas and reduce detours; balance the length and coverage of each road section to avoid being too long or too short; this step optimizes the design of the trunk roads by analyzing the spatial layout and operation requirements of each functional area, ensuring that the road direction can directly connect various important areas as much as possible, while maintaining a balance in the length of the road section, and improving the transportation efficiency and accessibility of the overall road network;

[0087] Step S233, using dynamic programming and genetic algorithms to solve the optimal planning scheme for trunk roads, taking topography, construction cost and travel time as constraints, establishing an objective function, and finding a route combination that minimizes cost and travel time; this step uses advanced algorithmic techniques, such as dynamic programming and genetic algorithms, to optimize the design of complex road networks. By establishing reasonable objective functions and constraints, it is possible to effectively balance multiple factors, find the optimal road layout scheme, and improve the overall efficiency and economy of the road;

[0088] Step S234, based on the optimal planning scheme, adjust the route tortuosity and turning radius, balance theoretical optimality and practical feasibility, and ensure the construction feasibility and traffic convenience of the road; this step makes the road more reliable and convenient in actual construction and use through careful design adjustments. The optimized tortuosity and turning radius take into account the turning radius requirements of different types of vehicles, while ensuring the feasibility and safety of the road under complex terrain and various restrictions;

[0089] Step S235, superimpose the optimized trunk road route with the distribution of the operation area to form a backbone road network covering the entire site. This step effectively integrates the operation requirements in each functional area with the optimized road network. The formed backbone road network not only improves the overall operation efficiency and management convenience of the site, but also supports the long-term development and expansion of photovoltaic power stations and crop planting areas in the future.

[0090] In summary, step S23 realizes the efficient design and layout of the main roads of the agricultural-photovoltaic complementary photovoltaic power station through accurate determination of the starting and ending points, application of scientific road network planning theory and advanced algorithm optimization, providing solid technical support and guarantee for the smooth operation of internal operations and facilities in the site.

[0091] Furthermore, in S233, the formula of the objective function is: min C total =αC construction +βT travel +γE terrain , where C total is the optimization objective function; C construction is the construction cost, including road construction, materials, labor and equipment costs, c i is the unit length construction cost of the i-th road section, l i is the length of the i-th road section, N is the number of trunk roads; E terrai is the travel time, i.e. the time required for vehicles to travel on the main road, v i is the average speed on the i-th road; E terrainThe topographical influences, including the additional engineering difficulties or costs caused by slopes, curvatures and other geographical obstacles, e i is the topographic influence factor of the i-th road section; α, β, γ are weight coefficients, reflecting the importance of construction cost, travel time and topographic influence.

[0092] Further, step S234 includes the following steps:

[0093] Based on the optimal planning scheme, determine the initial turning radius and tortuosity of all road sections;

[0094] Under the premise of meeting the road design specifications and vehicle turning requirements, the turning radius Ri of each road section is adjusted to reduce sharp turns.

[0095] Adjust the curvature of each road section Ccurve,i to smooth the road curve and reduce unnecessary bends;

[0096] On the basis of adjusting the turning radius and the degree of winding, the adjusted total cost Cadjusted is minimized. The specific formula is: Among them, R i is the turning radius of the i-th road section; It is the sum of the reciprocals of the turning radius of all road segments, which is used to reflect the impact of the turning radius on the convenience of travel. A smaller turning radius will result in a larger value, thus increasing the total cost; C curve，i is the tortuosity cost of the i-th road segment, which is expressed by the road’s curvature, curvature, or actual construction difficulty; Ψ, μ, φ are weight coefficients of the initial total cost, turning radius, and tortuosity;

[0097] The solution that minimizes the adjusted total cost is selected as the final road planning solution.

[0098] Furthermore, step S3 includes the following sub-steps:

[0099] According to the specific scope of the crop planting area and photovoltaic module area, several branch roads are planned on both sides of the main road to form a preliminary road network layout; this step determines the location and direction of the main road through detailed analysis and measurement of the crop planting area and photovoltaic module area in the site, and reasonably arranges the branch roads to achieve effective connection and operational convenience of the overall road network. The preliminary road network layout takes into account the functional zoning requirements of different areas, laying the foundation for subsequent road design;

[0100] For branch roads in crop planting areas, the density of roads should be controlled according to the growth environment requirements of the crops to be planted, so as to avoid serious impact on the plants. This step is to reasonably design and arrange branch roads by combining the planting density of crops, drainage requirements and the impact of crop roots on the soil, to ensure that road construction will not have an adverse impact on crop growth and to ensure the normal progress of agricultural production.

[0101] For branch roads within the PV module area, the road spacing is planned according to the layout of the PV module array to facilitate the installation, transportation and subsequent maintenance of the modules. This step is to accurately measure the layout requirements of the PV modules, take into account the special requirements of module installation and transportation, and reasonably design the spacing and direction of the branch roads to optimize the operation efficiency and maintenance convenience of the PV power station, and improve work efficiency and safety.

[0102] Through computer simulation, the layout of branch roads is optimized to maximize the dual purpose of agriculture or photovoltaic power generation and achieve an efficient and convenient working environment. This step uses advanced computer-aided design software to simulate and optimize the branch roads. By simulating the effects of different layout plans and evaluating their performance in actual operations, the road layout is adjusted and optimized to ensure that the multi-functional needs of the site are maximized and the overall sustainability and economic benefits are improved.

[0103] In summary, step S3 effectively balances the road requirements of agricultural planting areas and photovoltaic module areas through careful planning and optimized design, providing solid technical support and guarantee for the sustainable development and efficient operation of agricultural-photovoltaic complementary photovoltaic power stations.

[0104] Furthermore, step S4 includes the following sub-steps:

[0105] Collect specific parameters for the transportation of agricultural machinery and photovoltaic equipment, including vehicle size, axle load and turning radius, as a basic basis for road design;

[0106] The roadbed height of the trunk road is optimized to ensure that it can meet the traffic needs of large transport vehicles while taking into account the requirements of drainage and flood control. The design height of the roadbed = h + d + w, where h is the height of the chassis of large transport vehicles from the ground, usually the height of the lowest suspension component of the vehicle; d is the minimum distance required for drainage and flood control, which is used to ensure that there is enough space above the road surface for drainage and flood control, and is determined by the design requirements of the drainage system and flood control facilities; w is the thickness of the road surface layer, which is used to provide sufficient bearing capacity and durability;

[0107] The pavement materials and structures of trunk roads are selected according to the geological conditions and expected loads of different road sections to withstand heavy load transportation and ensure sufficient durability;

[0108] Taking into account the maximum sizes of agricultural machinery and photovoltaic equipment, determine the minimum width of the trunk road and appropriately widen it at necessary sections to facilitate meeting and overtaking. The minimum width of the trunk road = the maximum width of the vehicle + safety interval;

[0109] For the curved sections of the trunk roads, the minimum curve radius is determined so that large transport vehicles can pass safely. At the same time, the degree of tortuosity of the route is controlled to avoid excessive detours. The minimum curve radius = V 2 / (g×μ×tan(θ)), where V is the design speed of the large transport vehicle; g is the acceleration due to gravity; μ is the slope of the curved road section; θ is the maximum allowable angle of the vehicle's lateral acceleration limit, usually the vehicle's turning limit;

[0110] The roadbed, pavement, width and curve radius parameters of the branch roads are optimized to meet the requirements for the transportation of small and medium-sized agricultural machinery and photovoltaic panels.

[0111] Furthermore, step S5 includes the following sub-steps:

[0112] Count and mark the intersections of all trunk roads and branch roads in the site to understand the specific conditions and location distribution of each intersection;

[0113] For important intersections with heavy traffic, a three-dimensional layered design is used to separate the driving lanes of the main road and branch roads;

[0114] For minor intersections with less traffic, speed bumps or stop-and-yield lines are set up to guide vehicles to pass smoothly at the intersection;

[0115] At the intersection with three-dimensional layered design, ensure that the clearance height of the bridge and the turning radius of the road can meet the traffic needs of various large agricultural machinery and photovoltaic transport vehicles. Among them, the clearance height of the bridge = vehicle height + safety margin; turning radius = (l+s) / (2×tan(φ)), l is the length of the vehicle, s is the lateral clearance of the vehicle, and θ is the turning limit angle of the vehicle.

[0116] Calculate and optimize the load-bearing capacity of three-dimensional layered bridges to ensure that they can withstand the crossing of large and heavy-loaded vehicles while controlling the weight of the bridge structure itself;

[0117] Set up clear signs at intersections to provide guidance for different types of vehicles to avoid conflicts and collisions.

[0118] Furthermore, step S6 includes the following sub-steps:

[0119] Step S6.1, build a three-dimensional road model to accurately reproduce the road's longitudinal and transverse sections, roadbed, pavement materials and intersection three-dimensional design details; this step uses advanced computer-aided design software to convert the road design plan into a three-dimensional model. Through precise modeling, including the cross-section and longitudinal section design of the road, as well as the characteristics of the roadbed and pavement materials, the structure and design details of the road can be intuitively displayed, providing reliable basic data for subsequent simulations;

[0120] Step S6.2, import the three-dimensional models of different types of agricultural machinery and photovoltaic transport vehicles to simulate their driving conditions on the road, including straight-line driving, turning, and uphill and downhill conditions; this step simulates their actual operation on the road by introducing specific three-dimensional models of agricultural machinery and photovoltaic vehicles. Taking into account the size, load and mechanical structure characteristics of different vehicle types, their driving trajectory and dynamic response on the road can be accurately simulated, providing actual data support for evaluating road stability;

[0121] Step S6.3, analyze the simulation data and evaluate the stability of the road when agricultural machinery and photovoltaic transport vehicles pass through, including side scanning safety, load capacity and dynamic response indicators; this step is based on the simulated vehicle driving data, and uses engineering mechanics and dynamics principles to analyze the load-bearing capacity and stability of the road under different working conditions. Evaluate side scanning safety, that is, the impact of the road edge on crops or photovoltaic modules when vehicles pass; consider load capacity at the same time to ensure that the road structure will not be deformed or damaged when bearing large agricultural machinery and equipment; and also evaluate dynamic response, that is, the vibration and deformation of vehicles passing through the road;

[0122] Step S6.4, for unstable and unsafe sections, optimize and adjust the corresponding roadbed and pavement design parameters to ensure safe passage of vehicles; this step makes fine adjustments to specific sections based on the results of simulation analysis. The stability and safety of the road can be improved by increasing the thickness of the roadbed, improving the pavement material, adjusting the road cross section, or adding support structures, ensuring that there will be no structural damage or safety hazards during long-term use.

[0123] Step S6.5, evaluate the road's capacity under different weather and seasonal conditions, with special attention paid to the anti-skid performance in rainy and snowy seasons; considering the use requirements of the road under various environmental conditions, simulate and analyze the anti-skid performance of the road in rainy and snowy days. A drainage system can be designed to improve the anti-skid performance of the road surface; at the same time, when designing and selecting the road surface material, its performance under different climatic conditions is considered to ensure the reliable passability of the road under various severe weather conditions;

[0124] Step S6.6, based on the simulation results, conduct a cost-benefit analysis of the road to ensure that the road design meets the requirements of economic rationality while meeting the traffic demand. This step comprehensively considers the cost of road construction and maintenance, and evaluates the economic feasibility of different design solutions through cost-benefit analysis. On the basis of ensuring the function and safety of the road, the optimal design solution can be selected to minimize the construction and operation costs and improve the return on investment.

[0125] In summary, step S6 provides scientific and reliable technical support for the design of agricultural-photovoltaic complementary photovoltaic power station roads through sophisticated simulation and technical analysis, ensuring that the roads can safely and efficiently support the traffic needs of agricultural operations and photovoltaic power generation equipment in actual operation.

Claims

1. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station, characterized in that: The following steps are involved: Step S1, dividing the site into different functional areas according to lighting conditions and topography; Step S2, pre-arranging main road trunk lines in each functional area to meet the traffic requirements of agricultural machinery operations and photovoltaic equipment transportation, while taking into account the smoothness of emergency repair operation routes; Step S3, for the crop planting areas or photovoltaic module areas on both sides of the main road, several branch roads are added to ensure the convenience of operations within each area and avoid shading the plants or damaging the photovoltaic modules; Step S4, optimizing the roadbed, pavement, width and curve radius parameters of the main road and branch road so that they can simultaneously meet the size and load requirements of agricultural machinery and photovoltaic equipment transportation; Step S5, at the intersection of the main road and the branch road, a layered three-dimensional design is adopted to achieve barrier-free passage of agricultural machinery or photovoltaic transport vehicles; Step S6, conduct simulation analysis on the planned road, evaluate the stability and safety of the road during the passage of various agricultural machinery and photovoltaic equipment, and make targeted optimization adjustments for possible problems.

2. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station according to claim 1, characterized in that: Step S1 includes the following sub-steps: Collect the lighting data of the site, including the number of sunshine hours and light intensity throughout the year, and draw a light distribution map by combining geographic information system technology; Analyze the topographic data of the site, including elevation, slope and aspect, and generate topographic distribution maps using geographic information system technology; The illumination distribution map and the topography distribution map are superimposed and analyzed to determine the areas with better illumination conditions and relatively flat terrain as the photovoltaic module layout areas; the relatively flat areas in the site and the illumination conditions that meet the requirements for crop growth are analyzed and planned as crop planting areas; the remaining areas are planned as shared areas; Based on the above division results, draw a functional zoning plan for the site.

3. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station according to claim 1, characterized in that: Step S2 includes the following sub-steps: Step S21, determining the main operation area and its demand for roads according to the distribution of each functional area; Step S22, analyzing the specific requirements of agricultural machinery operations and photovoltaic equipment transportation on roads, and estimating the transportation demand for large equipment during future maintenance; Step S23, within each functional zone, according to the distribution of the operating areas and road requirements, the routes of the trunk roads are planned and arranged, and each operating area is connected by the trunk roads to form a backbone road network; Step S24, considering the needs of emergency repair work, a ring road connecting the main road is added so that when the main road is interrupted, it is possible to quickly detour to reach the repair site.

4. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station according to claim 3, characterized in that: Step S23 includes the following steps: Step S231, determining the starting and ending points of the road according to the location and distribution of the work areas in each functional area; Step S232, based on the distribution density, area size and mutual relationship of the operation area, the road network planning theory is used to plan the basic direction of the trunk road according to the following principles: shorten the total length to achieve direct access to various areas and reduce detours; balance the length and coverage of each section to avoid being too long or too short; Step S233, applying dynamic programming and genetic algorithm to solve the optimal planning scheme for trunk roads, taking topography, construction cost and travel time as constraints, establishing an objective function, and finding a route combination that minimizes cost and travel time; Step S234, based on the optimal planning scheme, adjusting the route tortuosity and turning radius, balancing theoretical optimality and practical feasibility, and ensuring the construction feasibility and traffic convenience of the road; Step S235, superimpose the optimized trunk road route with the distribution of the work area to form a backbone road network covering the entire site.

5. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station according to claim 4, characterized in that: In S233, the formula of the objective function is: min C total =αC construction +βT travel +γE terrain , where C total is the optimization objective function; C construction is the construction cost, including road construction, materials, labor and equipment costs, c i is the unit length construction cost of the i-th road section, l i is the length of the i-th road section, N is the number of trunk roads; E terrai is the travel time, i.e. the time required for vehicles to travel on the main road, υ i is the average speed on the i-th road; E terrain The topographical influences, including the additional engineering difficulties or costs caused by slopes, curvatures and other geographical obstacles, e i is the topographic influence factor of the i-th road section; α, β, γ are weight coefficients, reflecting the importance of construction cost, travel time and topographic influence.

6. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station according to claim 4, characterized in that: Step S234 includes the following steps: Based on the optimal planning scheme, determine the initial turning radius and tortuosity of all road sections; Under the premise of meeting the road design specifications and vehicle turning requirements, adjust the turning radius Ri of each road section to reduce sharp turns; Adjust the curvature of each road section Ccurve,i to smooth the road curve and reduce unnecessary bends; On the basis of adjusting the turning radius and the degree of winding, the adjusted total cost Cadjusted is minimized. The specific formula is: Among them, R i is the turning radius of the i-th road section; It is the sum of the reciprocals of the turning radius of all road segments, which is used to reflect the impact of the turning radius on the convenience of travel; a smaller turning radius will lead to a larger value, thus increasing the total cost; C curve，i is the tortuosity cost of the i-th road segment, which is expressed by the road’s curvature, curvature, or actual construction difficulty; Ψ, μ, φ are weight coefficients of the initial total cost, turning radius, and tortuosity; The solution that minimizes the adjusted total cost is selected as the final road planning solution.

7. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station according to claim 1, characterized in that: Step S3 includes the following sub-steps: According to the specific scope of the crop planting area and the photovoltaic module area, several branch roads are planned on both sides of the main road to form a preliminary road network layout; For branch roads in crop planting areas, the density of roads should be controlled according to the growth environment requirements of the crops to be planted, so as to avoid serious impact on the plants; For branch roads within the PV module area, the road spacing should be planned according to the layout of the PV module array to facilitate the installation, transportation and subsequent maintenance of the modules; Through computer simulation, the layout of branch roads is optimized so that they can meet the dual purposes of agriculture or photovoltaic power generation to the greatest extent and achieve an efficient and convenient working environment.

8. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station according to claim 1, characterized in that: Step S4 includes the following sub-steps: Collect specific parameters for the transportation of agricultural machinery and photovoltaic equipment, including vehicle size, axle load and turning radius, as a basic basis for road design; The roadbed height of the trunk road is optimized to ensure that it can meet the traffic needs of large transport vehicles while taking into account the requirements of drainage and flood control. The design height of the roadbed = h + d + w, where h is the height of the chassis of large transport vehicles from the ground, usually the height of the lowest suspension component of the vehicle; d is the minimum distance required for drainage and flood control, which is used to ensure that there is enough space above the road surface for drainage and flood control, and is determined by the design requirements of the drainage system and flood control facilities; w is the thickness of the road surface layer, which is used to provide sufficient bearing capacity and durability; The pavement materials and structures of trunk roads are selected according to the geological conditions and expected loads of different road sections to withstand heavy load transportation and ensure sufficient durability; Taking into account the maximum sizes of agricultural machinery and photovoltaic equipment, determine the minimum width of the trunk road and appropriately widen it at necessary sections to facilitate meeting and overtaking. The minimum width of the trunk road = the maximum width of the vehicle + safety interval; For the curved sections of the trunk roads, the minimum curve radius is determined so that large transport vehicles can pass safely. At the same time, the degree of tortuosity of the route is controlled to avoid excessive detours. The minimum curve radius = V 2 / (g×μ×tan(θ)), where V is the design speed of the large transport vehicle; g is the acceleration due to gravity; μ is the slope of the curved road section; θ is the maximum allowable angle of the vehicle's lateral acceleration limit, usually the vehicle's turning limit; The roadbed, pavement, width and curve radius parameters of the branch roads are optimized to meet the requirements for the transportation of small and medium-sized agricultural machinery and photovoltaic panels.

9. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station according to claim 1, characterized in that: Step S5 includes the following sub-steps: Count and mark the intersections of all trunk roads and branch roads in the site to understand the specific conditions and location distribution of each intersection; For important intersections with heavy traffic, a three-dimensional layered design is used to separate the driving lanes of the main road and branch roads; For minor intersections with less traffic, speed bumps or stop-and-yield lines are set up to guide vehicles to pass smoothly at the intersection; At intersections with three-dimensional layered design, ensure that the clearance height of the bridge and the turning radius of the road can meet the traffic needs of various large agricultural machinery and photovoltaic transport vehicles, where the clearance height of the bridge = vehicle height + safety margin; turning radius = (l+s) / (2×tan(φ)), l is the length of the vehicle, s is the lateral clearance of the vehicle, and θ is the turning limit angle of the vehicle. Calculate and optimize the load-bearing capacity of the three-dimensional layered bridge to ensure that it can withstand the crossing of large and heavy-loaded vehicles while controlling the weight of the bridge structure itself; Set up clear signs at intersections to provide guidance for different types of vehicles to avoid conflicts and collisions.

10. A road planning method for an agricultural-photovoltaic complementary photovoltaic power station according to claim 1, characterized in that: Step S6 includes the following sub-steps: Step S6.1, establishing a three-dimensional road model to accurately reproduce the longitudinal and transverse sections, roadbed, pavement material and three-dimensional design details of the intersection; Step S6.2, importing three-dimensional models of different types of agricultural machinery and photovoltaic transport vehicles, and simulating their driving conditions on the road, including straight-line driving, turning, and uphill and downhill conditions; Step S6.3, analyzing the simulation data to evaluate the stability of the road when agricultural machinery and photovoltaic transport vehicles pass through, including side scanning safety, load capacity and dynamic response indicators; Step S6.4, for the unstable and unsafe road sections found, optimize and adjust the corresponding roadbed and pavement design parameters to ensure the safe passage of vehicles; Step S6.5, evaluating the road capacity under different weather and seasonal conditions, with special attention paid to the anti-skid performance in rainy and snowy seasons; Step S6.6, based on the simulation results, a cost-benefit analysis is performed on the road to ensure that the road design meets the requirements of economic rationality while meeting the traffic demand.

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