A method for auxiliary road line selection based on real scene image expression

Abstract

The present invention discloses an auxiliary road line selection method based on real-scene image expression, which includes the following steps: collating data; publishing services through a platform; loading services on a real-scene three-dimensional visualization platform; presenting a preliminary line; calculating nodes where line planning control lines intersect; analyzing bridges, tunnels and ground-based construction conditions of the line; enhancing the display of bridges and tunnels; building a vehicle model to present the operation of the vehicle model on the line; calculating the length of each bridge and tunnel, and the earthwork volume of tunnel digging. The present invention utilizes real-scene three-dimensional technology to integrate and convert basic geographic information data into a real-scene three-dimensional visualization platform, and performs road line selection based on real-scene three-dimensional data, which can determine the intersection of the line with the planning control line and the construction of bridges and tunnels, and intuitively presents it in the form of real-scene images, assists in determining the road line selection plan, and can effectively solve the problems of non-intuitive road line selection and poor visualization effect, thereby improving the efficiency of road line selection planning.

Description

Technical Field

[0001] The invention relates to the technical field of traffic engineering route selection, and in particular to an auxiliary road route selection method. Background Art

[0002] With the development of economy and society, the traffic demand in plateau areas is growing, and road construction has become an important part of transportation. In road construction, line selection is a crucial link. It is the first step in traffic engineering construction, laying a practical foundation for subsequent work and directly related to the feasibility, safety and economy of the project. Road line selection needs to consider multiple factors, including geographical environment, traffic demand, land use, etc.

[0003] During execution, road line selection needs to go through the stages of selecting candidate lines, on-site inspections, line screening, feasibility studies, and decision-making review. In the stage of selecting candidate lines, lines are generally drawn on plane design drawings. However, drawing lines on plane design drawings cannot express the topography of the lines, cannot dynamically present whether the lines comply with the planning control lines and the area occupied by the planning control lines, cannot simulate the bridges, tunnels, and ground-based construction of the lines, and cannot present real visualization effects. As a result, drawing lines on plane design drawings has problems such as unintuitive road line selection and poor visualization effects, which is not conducive to the next stage of on-site inspections and the review and decision-making of the planning department. Summary of the invention

[0004] The purpose of the present invention is to provide an auxiliary road line selection method based on real-scene image expression, which can solve the problems of non-intuitive road line selection and poor visualization effect.

[0005] To achieve the above purpose, a method for auxiliary road line selection based on real scene image expression is provided, which includes:

[0006] S1. Arrange the planning control line data, digital elevation model data and digital orthophoto data of the area through which the road passes;

[0007] S2. Through the geographic information data service publishing platform, the sorted planning control line data, digital elevation model data and digital orthophoto data are published as map services, terrain services and image services respectively;

[0008] S3. Loading map services, terrain services and image services on the real-scene 3D visualization platform to form a digital expression space of the area through which the road passes;

[0009] S4. In the real-scene 3D visualization platform, according to the site selection requirements determined by the preliminary planning scheme, the starting point, the waypoint and the end point are selected and determined, and each point is connected to present a preliminary route;

[0010] S5. Using the overlay analysis method, calculate the nodes where the lines in S4 intersect with the planned control lines, and highlight the intersecting line segments;

[0011] S6. Analyze the terrain conditions of the route, design algorithms, and analyze the bridges, tunnels, and ground-based construction conditions of the route;

[0012] S7. Use Web front-end map expression technology to set the parameters of bridges and tunnels and enhance the display of bridges and tunnels;

[0013] S8. Build a vehicle model and use the Web front-end map expression technology to present the operation status of the vehicle model on the route;

[0014] S9. Use the spatial coordinate information of the line to calculate the length of each bridge and tunnel; combine the diameter parameters of the tunnel to calculate the amount of earthwork required for tunnel excavation.

[0015] According to the auxiliary road line selection method based on real-life image expression, the control line data includes permanent basic farmland protection red line, ecological protection red line, and urban development boundary data.

[0016] According to the auxiliary road line selection method based on real-view image expression, in S1, collating the planning control line data, digital elevation model data and digital orthophoto data of the area through which the road passes includes:

[0017] The planning control line data, digital elevation model data and digital orthophoto data of the area through which the road passes are checked for spatial topology and attributes, and the graphics and attributes are modified to ensure the accuracy, consistency and integrity of the data.

[0018] According to the auxiliary road selection method based on real-view image expression, in S6, analyzing the terrain undulation of the route, designing an algorithm, and analyzing the bridges, tunnels and ground-based construction of the route include:

[0019] Select parameter spacing S, interrupt the line in S4, calculate the elevation difference between each line point and the corresponding ground point with the same plane coordinates, and form an elevation difference array A corresponding to the line point;

[0020] Traverse the elevation differences of the above array A. If the elevation differences from V1 to V2 are continuously greater than the set threshold T1, forming a subarray A1, then connect the line points corresponding to V1 and V2 to form a line segment L1, which is constructed as a bridge;

[0021] Traverse the elevation differences of the above array A. If the elevation differences from V3 to V4 are continuously greater than or equal to the set threshold T3 and less than or equal to the set threshold T4, forming a subarray A2, then connect the route points corresponding to V3 and V4 to form a line segment L2, which is constructed close to the ground.

[0022] Traverse the elevation differences of the above array A. If the elevation differences from V5 to V6 are continuously less than the set threshold T5, forming a subarray A3, then connect the line points corresponding to V5 and V6 to form a line segment L3, which is constructed as a tunnel;

[0023] When traversing array A, the elevation difference must be continuously within the set threshold range to determine the design plan for the line segment. If it is not within the threshold range, it must be terminated at this line point and the design plan for the next line segment must be changed.

[0024] According to the auxiliary road line selection method based on real-view image expression, for the subarray A1, if the length of the line segment L1 is not greater than S1, only abutments are designed and constructed at both ends of the line segment L1;

[0025] If the length of line segment L1 is greater than S1, the sub-array A1 is also re-traversed: a threshold value T2 is set, and if the elevation difference from V11 to V12 is continuously greater than or equal to the set threshold value T2, a sub-array A11 is formed, and the line segment L4 from V11 to V12 is designed and constructed at its end with bridge piers; the line segment L1 is interrupted by the endpoint of the line segment L4 to form line segments L5 and L4 to form L1; if the length of line segment L5 is greater than S2, bridge piers are also designed and constructed below line segment L5; if the length of line segments L5 is not greater than S2, bridge piers are not designed and constructed below line segment L5; if the elevation differences of the traversed sub-array A1 are all less than the threshold value T2, bridge piers are constructed at equal intervals below line segment L1.

[0026] According to the auxiliary road line selection method based on real-view image expression, T2>T1=T4>0>T3=T5.

[0027] According to the auxiliary road line selection method based on real-view image expression, in S7, using Web front-end map expression technology, setting parameters of bridges and tunnels, and enhancing the display of bridges and tunnels include:

[0028] By using Web front-end map expression technology, the width, material and color parameters of bridges and tunnels are set, and the display models of bridges and tunnels between the starting point and the end point of the line are rendered to enhance the authenticity of the displayed line expression.

[0029] Beneficial effects: The present invention utilizes real-scene 3D technology to integrate and convert basic geographic information data into a real-scene 3D visualization platform, and performs road line selection based on the real-scene 3D data. It can determine the intersection of the line with the planned control line and the construction of bridges and tunnels, and present it intuitively in the form of a real-scene map to assist in determining the road line selection plan; the real-scene map is used to express whether the road line selection meets the control line requirements, to assist in determining the bridge location, length and tunnel location, earthwork volume, etc., and to present it using visualization expression technology to support road line selection for transportation engineering projects; it can effectively solve the problems of non-intuitive road line selection and poor visualization, which is beneficial to the decision-making of relevant departments and improves the efficiency of road line selection planning.

[0030] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The present invention is further described below in conjunction with the accompanying drawings and embodiments;

[0032] Figure 1 This is a schematic diagram of the real-scene three-dimensional data display of the present invention, which superimposes digital elevation models, digital orthophotos, permanent basic farmland protection red lines, ecological protection red lines, urban development boundaries and other data;

[0033] Figure 2 In order to draw the route on the real-scene three-dimensional visualization platform built by the present invention, after preliminary automatic analysis, a schematic diagram of the intersection of the route with the planned control line and the three-dimensional terrain is expressed in a real-scene diagram;

[0034] Figure 3 A schematic diagram of the bridges, tunnels and ground-level construction of the route analyzed by the present invention;

[0035] Figure 4 A schematic diagram dynamically presenting the vehicle model running on the designed route according to the present invention;

[0036] Figure 5 Flowchart for analyzing the terrain undulations of the route, designing algorithms, and analyzing the bridges, tunnels, and ground-level construction conditions of the route for the present invention;

[0037] Figure 6 A schematic diagram of bridge construction for a certain section of the line;

[0038] Figure 7 A schematic diagram of the ground construction of a certain section of the line;

[0039] Figure 8 Schematic diagram of tunnel construction for a certain section of the line. DETAILED DESCRIPTION

[0040] This section will describe in detail the specific embodiments of the present invention. The preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the accompanying drawings is to supplement the description of the text part of the specification with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present invention, but it cannot be understood as a limitation on the scope of protection of the present invention.

[0041] In the description of the present invention, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., and orientations or positional relationships indicated are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0042] In the description of the present invention, "greater than", "less than", "exceed" etc. are understood as not including the number itself, and "above", "below", "within" etc. are understood as including the number itself. If there is a description of "first" or "second", it is only used for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0043] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0044] Referring to the figure, an auxiliary road line selection method based on real scene image expression includes the following steps:

[0045] S1. Arrange the planning control line data, digital elevation model data and digital orthophoto data of the area through which the road passes;

[0046] S2. Through open source geographic information data service publishing platforms, such as GeoServer, the sorted planning control line data, digital elevation model data and digital orthophoto data are published as map services, terrain services and image services respectively;

[0047] S3. Loading map services, terrain services and image services on the real-scene 3D visualization platform to form a digital expression space of the area through which the road passes;

[0048] S4. In the real-scene 3D visualization platform, according to the site selection requirements determined by the preliminary planning scheme, the starting point, the waypoint and the end point are selected and determined, and each point is connected to present a preliminary route;

[0049] S5. Using the overlay analysis method, calculate the nodes where the lines in S4 intersect with the planned control lines, and highlight the intersecting line segments;

[0050] S6. Analyze the terrain conditions of the route, design algorithms, and analyze the bridges, tunnels, and ground-based construction conditions of the route;

[0051] S7. Use Web front-end map expression technology to set the parameters of bridges and tunnels and enhance the display of bridges and tunnels;

[0052] S8. Build a vehicle model and use the Web front-end map expression technology to present the operation status of the vehicle model on the route;

[0053] S9. Use the spatial coordinate information of the line to calculate the length of each bridge and tunnel; combine the diameter parameters of the tunnel to calculate the amount of earthwork required for tunnel digging for use in planning decisions.

[0054] Specifically, in S1, the control line data include permanent basic farmland protection red line, ecological protection red line, and urban development boundary data. And in S1, sorting out the planning control line data, digital elevation model data, and digital orthophoto data of the area through which the road passes specifically includes: checking the spatial topology and attributes of the planning control line data, digital elevation model data, and digital orthophoto data of the area through which the road passes, modifying the graphics and attributes, and ensuring the accuracy, consistency, and integrity of the data.

[0055] In S2, map services, terrain services, and image services can be collectively referred to as geospatial data services.

[0056] In S3, on the real-life 3D visualization platform, map services, terrain services, and image services can be loaded in sequence to form a digital expression space for the area through which the road passes.

[0057] In S4, in the real-life 3D visualization platform, according to the site selection requirements determined by the preliminary planning scheme, the starting point, waypoints and end point are selected by manually clicking on the screen, and each point is automatically connected to present a preliminary route. Among them, the preliminary planning scheme is sent by the superior or other units, and the starting point, waypoints and end point are selected according to the content recorded in the scheme. In the specific operation, when the starting point, waypoints and end point are selected, multiple discrete points in space are formed, and adjacent discrete points can be connected with straight line segments to present a preliminary route.

[0058] In S5, the overlay analysis method is used to calculate the nodes where the line in S4 intersects with the permanent basic farmland protection red line, the ecological protection red line, and the urban development boundary, and the intersecting line segments are highlighted. Specifically, taking the intersection of the line and the permanent basic farmland protection red line as an example, the permanent basic farmland protection red line encloses one or more permanent basic farmland protection areas on the map. During the overlay analysis, if the line intersects with a permanent basic farmland protection red line, part of the line is located in the permanent basic farmland protection area. Therefore, the line and the permanent basic farmland protection red line will have two intersections, and the part of the line between the two intersections is the intersecting line segment, which is highlighted. When an intersection occurs, it indicates that the line segment is located on the ecological protection red line or the permanent basic farmland protection red line that must be avoided, or the line segment is within the urban development boundary, which is provided as a reference for the next decision. Among them, the highlighting can be in the following ways: the line segment itself is highlighted; or the line segment is surrounded by an outer frame, and the outer frame is highlighted.

[0059] In S6, the terrain of the route is analyzed, algorithms are designed, and the bridges, tunnels, and ground-based construction of the route are analyzed. The specific operations include:

[0060] Select parameter spacing S, interrupt the line in S4, calculate the elevation difference between each line point and the corresponding ground point with the same plane coordinates (some line points are located above the ground, and some line points are located below the ground, so the elevation difference has positive and negative values), and form an elevation difference array A corresponding to the line point; wherein, after interrupting the line in S4, multiple small line segments connected end to end are formed, and the endpoints of the small line segments are the line points;

[0061] Traverse the elevation differences of the above array A. If the elevation differences from V1 to V2 are continuously greater than the set threshold T1, forming a subarray A1, then connect the line points corresponding to V1 and V2 to form a line segment L1, which is constructed as a bridge;

[0062] Traverse the elevation differences of the above array A. If the elevation differences from V3 to V4 are continuously greater than or equal to the set threshold T3 and less than or equal to the set threshold T4, a subarray A2 is formed. Then, the line points corresponding to V3 and V4 are connected to form a line segment L2, which is constructed close to the ground. Close to the ground means that no bridges or tunnels are built. For locations with a difference in elevation from the set line, the road is constructed by cutting the peaks and filling the valleys.

[0063] Traverse the elevation differences of the above array A. If the elevation differences from V5 to V6 are continuously less than the set threshold T5, forming a subarray A3, then connect the line points corresponding to V5 and V6 to form a line segment L3, which is constructed as a tunnel.

[0064] Among them, when traversing array A, the elevation difference must be continuously within the set threshold range to determine the design plan of the line segment. If it is not within the threshold range, it must be terminated at this line point and the design plan of the next line segment must be replaced.

[0065] Furthermore, for the above subarray A1, if the length of the line segment L1 from V1 to V2 is not greater than S1, abutments are designed and constructed only at both ends of the line segment L1, and no piers are designed and constructed in the middle.

[0066] If the length of the line segment L1 from V1 to V2 is greater than S1, the subarray A1 is retraversed: a threshold value T2 is set. If the elevation difference from V11 to V12 is continuously greater than or equal to the set threshold value T2, a subarray A11 is formed. Then, the line segment L4 from V11 to V12 is designed and constructed at its end with bridge piers. In addition, the line segment L1 is interrupted by the endpoint of the line segment L4 to form line segments L5 and L4 to form L1. If the length of any line segment L5 is greater than S2, bridge piers are also designed and constructed below the line segment L5, and the distance between bridge piers generally does not exceed 35 meters; if the length of any line segment L5 is not greater than S2, bridge piers are not designed and constructed below the line segment L5. In addition, if the elevation difference of the traversed subarray A1 is less than the threshold value T2, bridge piers are constructed at equal intervals below the line segment L1, and the distance between bridge piers generally does not exceed 35 meters.

[0067] T1, T2, T3, T4 and T5 are optional parameters. Their values ​​can be determined according to the actual situation, and the following conditions should generally be met when selecting the values: T2>T1=T4>0>T3=T5. For example, 15 meters ≥T1≥10 meters, 40 meters ≥T2≥30 meters, -15 meters ≤T3≤-10 meters. The values ​​of S, S1 and S2 can also be determined according to the actual situation, and the following conditions should generally be met when selecting the values: 5 meters ≤S≤10 meters, 50 meters ≥S1≥30 meters, 50 meters ≥S2≥30 meters.

[0068] In S7, the Web front-end map expression technology is used to set the parameters of bridges and tunnels, and the bridges and tunnels are enhanced in display. Specifically, the Web front-end map expression technology is used to set the width, material, color and other parameters of bridges and tunnels, and the display models of bridges and tunnels between the starting point and the end point of the line are rendered respectively (the display model includes shape, size, color and other contents), so as to enhance the authenticity of the displayed line expression.

[0069] In S8, modeling software (such as 3ds MAX, etc.) can be used to build a vehicle model, and the Web front-end map expression technology can be used to dynamically present the operation of the vehicle model on the designed route. Combined with the above-mentioned enhanced display of bridges and tunnels, a realistic visualization effect can be presented, which is conducive to the next stage of on-site inspections and the review and decision-making of the planning department.

[0070] It should be noted that the above-mentioned roads may be highways and railways, and correspondingly, the vehicles may be cars, trains, etc.

[0071] For the above step S6, refer to Figure 6-8 , the following is an example of the measurement values ​​of some lines:

[0072] The parameter S is selected as 10 meters, the line in S4 is interrupted, and the elevation difference array A is calculated;

[0073] Take T1 as 10 meters. In a certain section of the line, the data of array A1 are: 20, 50, 60, 50, 80, 40, 35, 35, 30, 45, 30, then V1 is 20 meters, and V2 is 30 meters; the length of line segment L1 is 100 meters, and abutments are built at both ends; set S1 to 30 meters. Since the length of line segment L1 exceeds 30 meters, array A1 is re-traversed and T2 is taken as 40 meters. The data of array A11 are: 50, 60, 50, 80, 40, then V11 is 50 meters, V12 is 40 meters, and the length of line segment L4 is 40 meters. Bridge piers are designed and built at its ends; the endpoint of line segment L4 interrupts line segment L1 to form two line segments L5, whose lengths are 30 meters and 40 meters respectively. Set S2 to 30 meters, then no bridge piers are built under one of the line segments L5, and a bridge pier is built under the other line segment L5;

[0074] Take T3 as -10 meters, T4 as 10 meters, and in a certain section of the line, the data in array A2 is: 10, -10, 5, -5, 5, then V3 is 10 meters, V4 is 5 meters; line segment L2 is built close to the ground;

[0075] Take T5 as -10 meters. In a certain section of the line, the data in array A3 are: -15, -20, -30, -25, then V5 is -15 meters, and V6 is -25 meters; line segment L3 is tunnel construction.

[0076] In some routes, there may be multiple line segments L4 constituting line segment L1.

[0077] The embodiments of the present invention are described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Various changes can be made within the knowledge scope of ordinary technicians in the technical field without departing from the purpose of the present invention.

Claims

1. A method for auxiliary road line selection based on real-life image expression, characterized in that: include: S1. Arrange the planning control line data, digital elevation model data and digital orthophoto data of the area through which the road passes; S2. Through the geographic information data service publishing platform, the sorted planning control line data, digital elevation model data and digital orthophoto data are published as map services, terrain services and image services respectively; S3. Loading map services, terrain services and image services on the real-scene 3D visualization platform to form a digital expression space of the area through which the road passes; S4. In the real-scene 3D visualization platform, according to the site selection requirements determined by the preliminary planning scheme, the starting point, the waypoint and the end point are selected and determined, and each point is connected to present a preliminary route; S5. Using the overlay analysis method, calculate the nodes where the lines in S4 intersect with the planned control lines, and highlight the intersecting line segments; S6. Analyze the terrain conditions of the route, design algorithms, and analyze the bridges, tunnels, and ground-based construction conditions of the route; S7. Use Web front-end map expression technology to set the parameters of bridges and tunnels and enhance the display of bridges and tunnels; S8. Build a vehicle model and use the Web front-end map expression technology to present the operation status of the vehicle model on the route; S9. Calculate the length of each bridge and tunnel using the spatial coordinate information of the route; Combined with the diameter parameters of the tunnel, calculate the earthwork volume of the tunnel; In S6, the terrain of the route is analyzed, algorithms are designed, and the bridges, tunnels, and ground-based construction of the route are analyzed, including: Select parameter spacing S, interrupt the line in S4, calculate the elevation difference between each line point and the corresponding ground point with the same plane coordinates, and form an elevation difference array A corresponding to the line point; Traverse the elevation differences of the above array A. If the elevation differences from V1 to V2 are continuously greater than the set threshold T1, forming a subarray A1, then connect the line points corresponding to V1 and V2 to form a line segment L1, which is constructed as a bridge; Traverse the elevation differences of the above array A. If the elevation differences from V3 to V4 are continuously greater than or equal to the set threshold T3 and less than or equal to the set threshold T4, forming a subarray A2, then connect the route points corresponding to V3 and V4 to form a line segment L2, which is constructed close to the ground. Traverse the elevation differences of the above array A. If the elevation differences from V5 to V6 are continuously less than the set threshold T5, forming a subarray A3, then connect the line points corresponding to V5 and V6 to form a line segment L3, which is constructed as a tunnel; When traversing array A, the elevation difference must be continuously within the set threshold range to determine the design plan of the line segment. If it is not within the threshold range, it must be terminated at the line point and the design plan of the next line segment must be changed; For subarray A1, if the length of line segment L1 is not greater than S1, only abutments are designed and constructed at both ends of line segment L1; If the length of line segment L1 is greater than S1, subarray A1 is also re-traversed: Threshold T2 is set. If the elevation difference from V11 to V12 is continuously greater than or equal to the set threshold T2, forming a subarray A11, then the line segment L4 from V11 to V12 is designed and constructed at its end with bridge piers; the line segment L1 is interrupted by the endpoint of line segment L4 to form line segments L5 and L4 to form L1; if the length of line segment L5 is greater than S2, bridge piers are also designed and constructed below line segment L5; if the length of line segment L5 is not greater than S2, bridge piers are not designed and constructed below line segment L5; If the elevation differences of the traversed subarray A1 are all less than the threshold T2, then bridge piers are constructed at equal intervals below the line segment L1; Among them, T2>T1=T4>0>T3=T5.

2. The auxiliary road line selection method based on real-view image expression according to claim 1 is characterized in that: The control line data include permanent basic farmland protection red line, ecological protection red line, and urban development boundary data.

3. The auxiliary road line selection method based on real scene image expression according to claim 1 is characterized in that: In S1, the planning control line data, digital elevation model data and digital orthophoto data of the area through which the road passes are sorted, including: The planning control line data, digital elevation model data and digital orthophoto data of the area through which the road passes are checked for spatial topology and attributes, and the graphics and attributes are modified to ensure the accuracy, consistency and integrity of the data.

4. The auxiliary road line selection method based on real-view image expression according to claim 1 is characterized in that: In S7, the Web front-end map expression technology is used to set the parameters of bridges and tunnels, and the enhanced display of bridges and tunnels includes: By using Web front-end map expression technology, the width, material and color parameters of bridges and tunnels are set, and the display models of bridges and tunnels between the starting point and the end point of the line are rendered to enhance the authenticity of the displayed line expression.

Images