Multi-level adaptive hybrid modeling method, device, equipment and storage medium for roadbed engineering

Abstract

The present application discloses a multi-level adaptive hybrid modeling method, device, equipment and storage medium for roadbed engineering, which relates to the field of engineering design technology. The invention discloses a multi-level adaptive hybrid modeling method for roadbed engineering, including: determining the component size, precision level and creation priority of each roadbed engineering component according to the terrain geological model, the target area segmentation method and the current design stage; creating the current component model of each component according to the component size, precision level and creation priority of each roadbed engineering component; updating the current component model of each roadbed engineering component according to the hierarchical association relationship and model update information to obtain the target component model of each roadbed engineering component; generating the engineering design model of the roadbed engineering according to the target component model of each engineering component. Through the above method, the efficiency and precision of the roadbed engineering design are improved, while the flexibility and adaptability of the modeling are improved, providing strong support for the intelligent design of the roadbed engineering.

Description

Technical Field

[0001] The present application relates to the field of engineering design technology, and in particular to a multi-level adaptive hybrid modeling method, device, equipment and storage medium for roadbed engineering. Background Art

[0002] In principle, the design content of 3D modeling for roadbed projects should be able to meet the scope and depth requirements of model application, collaboration, and delivery at different design stages. Currently, 3D modeling of roadbed projects first requires the collection of route, bridge, tunnel data, and basic topographic and geological design data to prepare for modeling. The design scheme is then determined based on design principles, laws and regulations, and the results of geotechnical analysis. Three-dimensional modeling is then performed using specialized roadbed software or secondary development software. After the 3D model is completed, interdisciplinary collaborative collision checks and audits are conducted. If the model is unqualified, it should be returned for revision. Finally, 2D drawings, model descriptions, and other output documents are generated for delivery. The aforementioned design schemes are generally 2D, and 2D drawing schemes are often still derived using traditional 2D design techniques. Therefore, 3D modeling design cannot avoid the situation of "re-modeling." The modeling efficiency and accuracy are both relatively low, and cannot meet the needs of intelligent development of roadbed projects.

[0003] The above content is only used to assist in understanding the technical solution of this application and does not constitute an admission that the above content is prior art. Summary of the Invention

[0004] The main purpose of this application is to provide a multi-level adaptive hybrid modeling method, device, equipment and storage medium for roadbed engineering, aiming to solve the technical problem that the efficiency and accuracy of three-dimensional modeling of roadbed engineering in the existing technology are low and cannot meet the intelligent development needs of roadbed engineering.

[0005] To achieve the above objectives, this application proposes a multi-level adaptive hybrid modeling method for roadbed engineering, the method comprising:

[0006] Determine the component size, accuracy level, and creation priority of each subgrade component based on the topographic and geological model, target area segmentation method, and current design stage;

[0007] Creating a current component model of each roadbed engineering component according to the component size, accuracy level, and creation priority of each roadbed engineering component;

[0008] When the model update information is received, the current component model of each roadbed engineering component is updated according to the hierarchical association relationship and the model update information to obtain the target component model of each roadbed engineering component;

[0009] An engineering design model of the roadbed project is generated based on the target component model of each roadbed project component.

[0010] In one embodiment, before the step of determining the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component based on the terrain and geological model, the target area segmentation method, and the current design stage, the step further includes:

[0011] Preprocessing the topographic geological data according to the target digital terrain analysis technology to obtain first geological data;

[0012] triangulate the first geological data according to a target triangulation algorithm to obtain second geological data;

[0013] The second geological data is segmented and optimized according to a segmentation optimization algorithm to obtain a topographic geological model.

[0014] In one embodiment, the step of determining the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component based on the terrain and geological model, the target area segmentation method, and the current design stage includes:

[0015] Determine the dimensions of each roadbed component based on the topographic and geological model, target area segmentation method, and engineering design parameters;

[0016] Determine the design accuracy requirements based on the current design stage;

[0017] Determine the accuracy level of each roadbed engineering component according to the design accuracy requirements;

[0018] Determine the creation priority of each roadbed engineering component based on the roadbed design requirements.

[0019] In one embodiment, upon receiving the model update information, before the step of updating the current component model of each roadbed engineering component according to the hierarchical association relationship and the model update information to obtain the target component model of each roadbed engineering component, the step further includes:

[0020] Upon receiving phase update information, determining to update the design phase;

[0021] Determining update accuracy requirements according to the update design phase;

[0022] The model update information is determined based on the update accuracy requirements and the characteristic element information of each roadbed engineering component.

[0023] In one embodiment, before the step of determining the model update information according to the update accuracy requirement and the characteristic element information of each roadbed engineering component, the method further includes:

[0024] Obtain the component characteristics of each roadbed engineering component at different accuracy levels;

[0025] Define the characteristic elements of each roadbed engineering component at different accuracy levels according to the component characteristics of each roadbed engineering component at different accuracy levels;

[0026] The characteristic element information of each roadbed engineering component is obtained according to the characteristic elements of each roadbed engineering component at different accuracy levels.

[0027] In one embodiment, upon receiving the model update information, the step of updating the current component model of each roadbed engineering component according to the hierarchical association relationship and the model update information to obtain the target component model of each roadbed engineering component includes:

[0028] Upon receiving the model update information, target updating components, update elements of the target updating components, and element update information according to the model update information;

[0029] Determine an associated update component and an update element of the associated update component according to the hierarchical association relationship and the update element of the target update component;

[0030] Models of the update elements of the associated update components and the update elements of the target update components are updated according to the element update information to obtain target component models of each roadbed engineering component.

[0031] In one embodiment, after the step of generating the engineering design model of the roadbed project based on the target component model of each roadbed project component, the method further includes:

[0032] Obtaining a component model file of each roadbed engineering component according to a target component model of each roadbed engineering component, and obtaining a roadbed engineering model file according to the engineering design model;

[0033] Obtaining the model file currently in the viewport, the access frequency of each component model file, and the access frequency of the roadbed engineering model file;

[0034] Determining a cache model file according to the access frequency of each component model file and the access frequency of the roadbed engineering model file;

[0035] The model file in the viewport and the cache model file are cached in the running memory through a cache mechanism.

[0036] In addition, to achieve the above-mentioned purpose, the present application also proposes a multi-level adaptive hybrid modeling device for roadbed engineering, the multi-level adaptive hybrid modeling device for roadbed engineering comprising: a processing module for determining the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component based on a terrain and geological model, a target area segmentation method, and a current design stage;

[0037] A creation module, for creating a current component model of each roadbed engineering component according to the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component;

[0038] An updating module, configured to update the current component model of each roadbed engineering component according to the hierarchical association relationship and the model updating information upon receiving the model updating information, so as to obtain a target component model of each roadbed engineering component;

[0039] The generation module is used to generate an engineering design model of the roadbed project according to the target component model of each roadbed project component.

[0040] In addition, to achieve the above-mentioned purpose, the present application also proposes a multi-level adaptive hybrid modeling device for roadbed engineering, which includes: a memory, a processor, and a computer program stored on the memory and runnable on the processor, and the computer program is configured to implement the steps of the multi-level adaptive hybrid modeling method for roadbed engineering as described above.

[0041] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the multi-level adaptive hybrid modeling method for roadbed engineering as described above are implemented.

[0042] The present application provides a multi-level adaptive hybrid modeling method for roadbed engineering. The present application determines the component size of each roadbed engineering component, the precision level of each roadbed engineering component, and the creation priority of each roadbed engineering component according to the terrain geological model, the target area segmentation method, and the current design stage; creates the current component model of each roadbed engineering component according to the component size of each roadbed engineering component, the precision level of each roadbed engineering component, and the creation priority of each roadbed engineering component; when receiving model update information, updates the current component model of each roadbed engineering component according to the hierarchical association relationship and the model update information to obtain the target component model of each roadbed engineering component; and generates the engineering design model of the roadbed engineering according to the target component model of each roadbed engineering component. In the above manner, by dividing the roadbed engineering object into multiple precision levels and adopting an adaptive hybrid modeling method at each level, the efficiency and accuracy of the roadbed engineering design are greatly improved, while the flexibility and adaptability of the modeling are improved, providing strong support for the intelligent design of the roadbed engineering. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0044] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0045] Figure 1 A schematic diagram of a process flow provided for the first embodiment of the multi-level adaptive hybrid modeling method for roadbed engineering of the present application;

[0046] Figure 2 A schematic diagram illustrating the processing of the regional segmentation method of the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0047] Figure 3 A schematic diagram of point cloud triangulation for the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0048] Figure 4 A schematic diagram of a super triangle for the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0049] Figure 5 A schematic diagram of vertex insertion for the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0050] Figure 6A schematic diagram of bad edge flipping of the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0051] Figure 7 A schematic diagram of the insertion points of the Bowyer-Watson algorithm for the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0052] Figure 8 Schematic diagram of the LOD200 pile-sheet wall model of the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0053] Figure 9 Schematic diagram of the LOD300 pile-sheet wall model of the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0054] Figure 10 Schematic diagram of the LOD300 cantilever wall model of the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0055] Figure 11 Schematic diagram of the LOD350 cantilever wall model of the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0056] Figure 12 Schematic diagram of the linkage adjustment mechanism of the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 1 of the present application;

[0057] Figure 13 A schematic diagram of a flow chart provided for the second embodiment of the multi-level adaptive hybrid modeling method for roadbed engineering of the present application;

[0058] Figure 14 A schematic diagram of the hierarchical association relationship of the multi-level adaptive hybrid modeling method for roadbed engineering provided in Example 2 of the present application;

[0059] Figure 15 This is a schematic diagram of the module structure of the multi-level adaptive hybrid modeling device for roadbed engineering according to an embodiment of the present application;

[0060] Figure 16 Schematic diagram of the equipment structure of the hardware operating environment involved in the multi-level adaptive hybrid modeling method for roadbed engineering in the embodiment of the present application.

[0061] The purpose, features and advantages of this application will be further explained with reference to the accompanying drawings in conjunction with the embodiments. DETAILED DESCRIPTION

[0062] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0063] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0064] The main solution of the embodiment of the present application is: determining the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component and the creation priority of each roadbed engineering component based on the terrain and geological model, the target area segmentation method and the current design stage; creating a current component model of each roadbed engineering component according to the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component and the creation priority of each roadbed engineering component; when receiving model update information, updating the current component model of each roadbed engineering component according to the hierarchical association relationship and the model update information to obtain the target component model of each roadbed engineering component; generating an engineering design model of the roadbed project based on the target component model of each roadbed engineering component.

[0065] Currently, the 3D modeling of roadbeds first requires the collection of route, bridge, tunnel data and basic topographic and geological design data to prepare for modeling. The design scheme is then determined based on design principles, laws and regulations, and the results of geotechnical calculations and analysis. 3D modeling is then performed using professional roadbed software or secondary development software. After the 3D model is completed, inter-professional collaborative collision checks and audits are conducted. If the model is unqualified, it should be returned for modification. Finally, 2D drawings, model descriptions and other output documents are generated to complete the delivery.

[0066] Existing 3D roadbed modeling technology has the following shortcomings: 1. Manual modeling is cumbersome. Traditional roadbed modeling techniques primarily rely on "re-molding" 2D drawings, manually created using graphics platforms such as Autodesk, Bentley, and Catia. However, these platforms are primarily designed for general applications such as construction and industry, and are less adaptable to strip roadbed projects subject to strict topographical and geological constraints. They require extensive manual editing and correction, making modeling difficult and unable to adapt to the terrain and geological conditions. 2. Inefficient multi-level model creation. Model precision requirements vary at different stages, and a single level model can only be used for a specific stage. Models created at previous stages are difficult to reuse, often requiring the creation of multiple models with varying levels of precision to accommodate different stages. This results in a significant workload and low efficiency. 3. Inadequate flexibility in solution optimization. During the feasibility stage of roadbed design, overall model accuracy requirements are relatively low. However, control points that locally control the route must be meticulously designed to facilitate detailed comparison of alternatives. Traditional modeling methods require the construction of a general-precision model for the entire line and a high-precision model for the control points. These two models cannot be optimized and adjusted in a coordinated manner, resulting in limited flexibility in solution optimization. 4. Model file management is difficult and requires a lot of storage space. Due to the large size of single-precision models, transmitting and sharing models may be limited by factors such as network bandwidth and storage space, increasing the difficulty of model dissemination. 5. High-precision model rendering requires high hardware performance. For models in the construction drawing stage, model precision is often high to ensure accuracy and realism. The rendering process requires processing large amounts of data and information, which undoubtedly poses a high challenge to the performance of hardware devices such as computer processors and graphics cards. When hardware performance cannot meet the requirements, it may cause computer lag or reduced smoothness.

[0067] This application greatly improves the efficiency and accuracy of roadbed engineering design by dividing roadbed engineering objects into multiple precision levels and adopting an adaptive hybrid modeling method at each level. At the same time, it improves the flexibility and adaptability of modeling, providing strong support for the intelligent design of roadbed engineering.

[0068] It should be noted that the execution subject of this embodiment can be a computing service device with data processing, network communication, and program execution capabilities, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of implementing the aforementioned functions, such as a multi-level adaptive hybrid modeling device for roadbed engineering. This embodiment and the following embodiments will be described below using the multi-level adaptive hybrid modeling device for roadbed engineering as an example.

[0069] Based on this, the embodiment of the present application provides a multi-level adaptive hybrid modeling method for roadbed engineering, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the multi-level adaptive hybrid modeling method for roadbed engineering of the present application.

[0070] In this embodiment, the multi-level adaptive hybrid modeling method for roadbed engineering includes steps S10 to S40:

[0071] Step S10 , determining the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component based on the topographic geological model, the target area segmentation method, and the current design stage.

[0072] It should be noted that when designing a roadbed project, topographic and geological data corresponding to the route of the roadbed project design is obtained and processed to generate a three-dimensional model corresponding to the topographic and geological data. In this embodiment, the topographic and geological model refers to a three-dimensional model of the route of the roadbed project design.

[0073] It can be understood that the target region segmentation method refers to the bounding box technology, such as Figure 2 As shown in the figure, the basic idea is to decompose the entire triangulated mesh area layer by layer. After calculating the smallest bounding box, the triangulated mesh faces inside it are tested for intersection. Since the algorithm easily eliminates faces outside the bounding box, the number of intersection tests is reduced and the intersection time is shortened. The algorithm is roughly divided into two steps: first, a closed surface with a relatively simple geometric shape (such as a cuboid, sphere, cylinder, etc.) is used to completely contain the triangulated mesh. This closed surface is called the outer bounding box. In practical applications, the most commonly used is a cuboid, whose edges are parallel to the x, y, and z coordinate axes respectively. If a ray does not intersect with the outer bounding box, then the ray must not intersect with the triangulated mesh. Therefore, some rays that do not intersect with the outer bounding box can be quickly eliminated. The existing triangulated mesh bounding box area is then decomposed into smaller areas, further narrowing the scope of the face intersection test. First, calculate whether the ray intersects with the outer bounding box. If so, the ray must have two intersection points with the outer bounding box. Use the line connecting these two intersection points as the diagonal to construct a rectangular area, whose edges are also parallel to the x, y, and z coordinate axes respectively. This rectangular area is called the inner bounding box. It is not difficult to find that the triangles that intersect with the ray must be within the inner bounding box or intersect with the inner bounding box. Therefore, a large number of faces outside the inner bounding box can be excluded, which is the key to improving efficiency. The multiple region segmentation method is to use region segmentation multiple times to exclude triangles. After using the region segmentation method to find the inner bounding box, only the triangles within the inner bounding box are considered, and a new outer bounding box is created again (the new outer bounding box is likely to be further reduced in range than the original inner bounding box), and the region segmentation method is used again to find the new inner bounding box, and the bounding box is continuously iterated to be reduced. The number of iterations can be controlled between 2 and 6 times.

[0074] Understandably, the current "Railway Engineering Information Model Delivery Accuracy Standard" (CRBIM 1004-2017) specifies the geometric accuracy levels and information depth levels for railway subgrade models at different design stages. The basic model accuracy levels should be determined in accordance with the stages defined in TB 10504-2007, "Methods for the Preparation of Pre-Feasibility Studies, Feasibility Studies, and Design Documents for Railway Construction Projects." The specific classifications are described in Table 1.

[0075] Table 1

[0076] grade Abbreviation Stages and uses Level 1.0 accuracy LOD1.0 (or LOD100) Planning stage, pre-feasibility Level 2.0 accuracy LOD2.0 (or LOD200) Feasibility study Level 3.0 accuracy LOD 3.0 (or LOD 300) Preliminary Design 3.5 level accuracy LOD3.5 (or LOD350) Construction drawing design Level 4.0 accuracy LOD4.0 (or LOD400) Construction in-depth design 5.0 level accuracy LOD5.0 (or LOD500) Completion, operation and maintenance

[0077] In practice, when conducting 3D modeling and design of roadbed engineering, from the perspective of modeling objects, the roadbed mainly includes entities such as roadbed earthwork, retaining walls, slope protection, foundation treatment, and roadbed drainage. Retaining walls include gravity retaining walls, counterweight retaining walls, pile retaining walls, cantilever walls, buttress walls, pile-wall structures, reinforced earth retaining walls, and trough retaining walls. Slope protection includes slope surfaces, grass planting, skeleton slope protection, frame anchor cable slope protection, hexagonal block slope protection, footing walls, dry-laid stone, mortar-laid stone, shoulder protection, paving stone foundation, and cofferdams (water retaining dikes). Foundation treatment includes pile-slab (raft) structures, fill (vacuum) preloading, excavation and replacement, composite foundations, and karst grouting. Drainage includes drainage ditches (side ditches, side ditches, intercepting gutters, etc.), blind ditches, inter-line water collection wells, and inclined drainage holes. Depending on the depth of design requirements, some roadbed models can be further subdivided. For example, the roadbed earthwork includes embankment fill, cutting excavation, base bed, transition section, etc. The retaining engineering model includes masonry model and reinforcement model, etc. The slope protection engineering skeleton slope protection, hexagonal blocks, dry (mortar) masonry stone, etc. can be created into solid 3D models or mesh surfaces, and 2D images or textures can be attached to increase the realism and details of the model.

[0078] In this embodiment, taking the railway subgrade earthwork project as an example, the specific requirements for model accuracy at different design stages are described, as shown in Table 2, where "▲" indicates required information, "△" indicates recommended information, and "-" indicates optional information.

[0079] Table 2

[0080] serial number Roadbed information LOD1.0 LOD2.0 LOD3.0 LOD3.5 1 Earthwork - △ △ △ 1.1 base bed - △ ▲ ▲ 1.1.1 surface layer - △ ▲ ▲ 1.1.2 bottom layer - △ ▲ ▲ 1.2 Fill below the base bed - △ ▲ ▲ 1.3 Cube - - △ △ 1.4 transition section - - △ △ 1.5 Clearing the surface - - △ △

[0081] It should be noted that the "Uniform Standard for the Application of Highway Engineering Information Models (JTGT 2420-2021)" and the "Standard for the Application of Highway Engineering Design Information Models (JTGT 2421-2021)" currently stipulate the depth of subgrade model geometry, attribute information, and coding rules at different design stages, setting forth requirements for collaborative design, application, and delivery. The depth level of the subgrade information model should meet the following requirements: 1) L2.0 requirements for the preliminary design stage; 2) L2.0 or L3.0 requirements for the technical design stage; and 3) L3.0 requirements for the construction drawing design stage. Taking highway subgrade gravity and counterweight retaining walls as examples, the specific requirements for model information depth at different design stages are illustrated in Table 3, where "▲" indicates "information that should be included," "△" indicates "information that should be included," and "○" indicates "information that may be included."

[0082] As can be understood, subgrade components are classified according to the subgrade engineering objectives, as shown in Table 4. The precision of each component is divided into six levels: coarse, coarse, medium, fine, fine, and ultra-fine, corresponding to LOD100, LOD200, LOD300, LOD350, LOD400, and LOD500, respectively. LOD200 is generally suitable for feasibility studies or scheme design stages, with coarse model precision and simplification during entity creation. LOD300 is generally suitable for preliminary design stages, with medium model precision, creating entity models of major components and simplifying some parts. LOD350 is generally suitable for construction drawing design stages, with detailed model precision that essentially reflects the actual subgrade engineering situation.

[0083] In specific implementation, the accuracy level corresponding to each roadbed engineering component is different in different design stages. According to the roadbed design requirements and goals, the creation priority of each roadbed engineering component can be determined to ensure that key components are created first.

[0084] It should be noted that the component size, creation priority and accuracy level of each specific roadbed component in the roadbed project are determined according to the terrain and geological model, the target area segmentation method and the current design stage.

[0085] In a feasible implementation manner, before step S10, steps A11 to A13 may be included:

[0086] Step A11 : pre-processing the topographic geological data according to the target digital terrain analysis technology to obtain first geological data.

[0087] Step A12: triangulate the first geological data according to a target triangulation algorithm to obtain second geological data.

[0088] Step A13: performing segmentation optimization on the second geological data according to a segmentation optimization algorithm to obtain a topographic geological model.

[0089] Table 3

[0090]

[0091] It should be noted that the target segmentation algorithm in this embodiment refers to the Lawson algorithm, and the segmentation optimization algorithm in this embodiment refers to the Bowyer-Watson algorithm. In this embodiment, the topographic geological data is preprocessed using target digital terrain analysis technology. The Lawson algorithm is then applied to the preprocessed data for initial triangulation to obtain a preliminary geomorphic unit division, thereby obtaining the first geological data. Next, the Bowyer-Watson algorithm is used to optimize the initial triangulation of the first geological data to ensure that the generated triangular mesh meets the Delaunay criterion, thereby improving segmentation accuracy and mesh quality, and ultimately obtaining a topographic geological model.

[0092] Table 4

[0093]

[0094] It is understandable that the most important thing used in geographic information is terrain data or models, including digital elevation model (DEM), digital surface model (DSM), digital orthophoto (DOM), true orthophoto (TDOM), oblique photography 3D model, laser point cloud, etc. In the modeling of roadbed components, the required ground model capabilities are mainly the rapid intersection of rays and ground models, and geometric Boolean operations of engineering excavation ground models. In order to facilitate the subsequent flexible parametric modeling, the ground model data is processed into a mesh model, and two key algorithms for processing and applying the ground model are studied: 1. Create meshes from point clouds: Point cloud data is created as triangular facet objects, such as Figure 3 As shown, the Delaunay triangulation algorithm is used. There are two point-by-point interpolation implementations: the Lawson algorithm and the Bowyer-Watson algorithm. The Lawson algorithm's basic principle is to create a large triangle or polygon that encloses all data points. Then, a point is inserted and connected to the three vertices of the triangle to form three new triangles. These new triangles are then tested for empty circumcircles and local optimality is achieved.

[0095] In this embodiment, the basic steps of the Lawson algorithm are: a) constructing a super triangle, such as Figure 4 As shown, all data points are included and put into the triangle; b) the vertex P in the point set P r Add them one by one and find the triangle where the point is located. If the inserted vertex P r Located in triangle Pi P j P k Internally, the P r Connect the three vertices of the triangle to generate three edges, thus connecting the triangle P i P j P k Divide into three, as shown in the left figure below. r It falls exactly on triangle P i P j P k On an edge of (assuming P i P j ), find the i P j The fourth vertex P of the associated triangle l , P r Respectively with P l 、P k Connect them together, thus connecting with P i P j The two associated triangles are divided into four triangles, such as Figure 5 As shown on the right side of the figure. Calculate the circumscribed circle of each small triangle. If the circumscribed circle does not contain other points, proceed to the next step and insert new vertices. If a small triangle contains other vertices (four points, two triangles with a common side), swap the diagonals to form a new triangle, as shown in the figure. Figure 6 As shown, the bad edge PiPj is flipped into P r P k , check whether the new triangle contains other points, until all meet the empty circumcircle condition. c) Loop through the second step above until all data points are inserted, and finally delete the triangles associated with the super triangle.

[0096] In this embodiment, the Bowyer-Watson algorithm: This is also a point-by-point insertion triangulation method. The main idea is to construct the entire subdivision by continuously deleting triangles that do not meet the Delaunay conditions. Specifically, when inserting a point, the Bowyer-Watson algorithm determines whether the circumscribed circle of the triangle in the mesh contains the point. If so, the triangle is deleted, and a new triangle is constructed with the point and the remaining edges until all points are added to the subdivision. Algorithm process steps: a) Construct a super triangle to surround all data points (same as the Lawson algorithm); b) Insert the vertices in the point set P into the existing triangulation one by one, find the triangle whose circumscribed circle contains the insertion point in the triangle list (called the influencing triangle of the point), delete the common edges of the influencing triangle, and connect the insertion point with all the vertices of the influencing triangle, thereby completing the insertion of a point in the Delaunay triangle list, such as Figure 7c) Return to step 2 and continue until all vertices are added.

[0097] In a feasible implementation, step S10 may include steps B11 to B14:

[0098] Step B11: Determine the component size of each roadbed engineering component based on the topographic and geological model, the target area segmentation method, and engineering design parameters.

[0099] It should be noted that the terrain and geological model is divided into several sub-regions or units, and important control points or characteristic points, such as elevation change points and geological faults, are identified within each sub-region. Engineering design parameters include but are not limited to load requirements, safety factors, and durability. Based on the characteristic points of each sub-region and the engineering design parameters, the target region segmentation method is used to determine the component dimensions of each roadbed engineering component. In other words, combined with the regional segmentation method, the terrain and geological model is adaptively subdivided according to terrain characteristics, geological properties, and roadbed engineering design parameters to better meet the automatic creation of the roadbed model and subsequent engineering design requirements.

[0100] Step B12: Determine the design accuracy requirement according to the current design stage.

[0101] Step B13: determining the accuracy level of each roadbed engineering component according to the design accuracy requirement.

[0102] It should be noted that the design accuracy requirement is determined based on the current design stage, and the accuracy level of each roadbed engineering component is determined based on the current design accuracy requirement. For example, if the current design stage is the preliminary design stage, the design accuracy requirement is LOD3.0 (or LOD300), and the accuracy level of each roadbed engineering component is LOD3.0 (or LOD300).

[0103] Step B14: Determine the creation priority of each roadbed engineering component according to the roadbed design requirements.

[0104] It should be noted that in order to achieve overall control and optimization of the model, it is necessary to assign weights and set priorities for models at different levels of accuracy. Weight allocation should be based on the requirements of the design stage, and the importance and contribution of each level of model in the overall roadbed model should be allocated to achieve mixed modeling of components at different levels of accuracy to ensure the rational allocation and utilization of resources. Priority setting needs to be based on the roadbed design requirements and goals to ensure that key components are created first. For example, in the feasibility study design stage, the main focus is on the layout of the overall roadbed and the determination of key components, while in the subsequent design stage, more detailed modeling and analysis of specific components may be required. Therefore, as the design stage progresses, it is necessary to make timely adjustments to the weight allocation and priority setting to adapt to the design requirements of different stages.

[0105] Step S20 : ​​creating a current component model of each roadbed engineering component according to the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component.

[0106] It should be noted that the current component model of each subgrade component is created in sequence according to its component size, accuracy level, and creation priority. At each accuracy level, each subgrade component contains different features.

[0107] In this embodiment, the features included in the component models corresponding to different accuracy levels are introduced by taking pile-sheet wall components and cantilever wall components as examples. 1. The pile-sheet wall component consists of anchor piles and retaining plates. The anchor piles are a rectangular block in geometric shape, while the retaining plates are relatively complex in geometry. A retaining plate is usually a rectangular plate with two grooves in the middle, 30 to 50 cm high. The cantilever sections between the anchor piles are vertically arranged with multiple retaining plates according to their height. Under the pile-sheet wall component, the model features included in each accuracy level are shown in Table 5. For the pile-sheet wall component with LOD200 accuracy, multiple retaining plates are connected into a whole during modeling, and the retaining plates are not grooved, such as Figure 8 As shown. The retaining wall components with LOD300 accuracy are created according to the actual engineering situation. The retaining wall is grooved using Boolean operations, making the model more realistic. The component model is as follows Figure 9 2. A cantilever retaining wall consists of a base plate and a vertical wall fixed to the base plate. The stability of the retaining wall is mainly maintained by the weight of the fill on the base plate. It mainly consists of three reinforced concrete components: the vertical wall, the toe plate, and the heel plate. During the modeling process, a cantilever wall component with LOD300 accuracy is created as a cantilever wall concrete entity. The steel bars are stored in the component entity as attached attributes, and no steel bar model is created. For example, Figure 9 As shown. In the case of LOD350 accuracy, the steel bar Figure 1 It is usually one of the deliverables. Therefore, the cantilever wall reinforcement is calculated according to the actual working conditions, and then the corresponding cantilever wall reinforcement model is created, including main reinforcement, distribution reinforcement and stirrups, etc. Figure 10 shown.

[0108] It can be understood that after constructing the current component models of each roadbed engineering component in the current design stage, they can be combined to obtain the overall three-dimensional model corresponding to the roadbed engineering. When the local model is subsequently updated, the overall three-dimensional model is adjusted.

[0109] Table 5

[0110] Accuracy level Pile-sheet wall component characteristics LOD100 Pile only LOD200 Plates (not grooved) and piles LOD300 Plates (grooved) and piles LOD350 Plate (slotted) and piles, reinforcement arrangement LOD400 Plates (slotted) and piles, reinforcement layout, material textures, construction information LOD500 Plates (slots) and piles, reinforcement layout, material texture, construction information, and operation and maintenance status

[0111] Step S30 : When the model update information is received, the current component model of each roadbed engineering component is updated according to the hierarchical association relationship and the model update information to obtain the target component model of each roadbed engineering component.

[0112] It should be noted that the model update information includes, but is not limited to, the roadbed engineering components requiring component model adjustment or modification, the specific feature elements to be adjusted, and the feature information corresponding to the feature elements. Upon receiving the model update information, the current component model of the roadbed engineering component requiring update and the feature elements requiring update are determined based on the associations between each roadbed engineering component and the associations between the features within each roadbed engineering component. In this embodiment, the hierarchical associations include, but are not limited to, the associations between each roadbed engineering component and the associations between the features within each roadbed engineering component.

[0113] It is understood that the model update information is used to update the current component model of the roadbed engineering component and its characteristic elements that need to be updated, thereby obtaining an updated current component model. In this embodiment, the target component model refers to the updated current component model.

[0114] In a feasible implementation, step S30 may include steps C11 to C14:

[0115] Step C11 : upon receiving the model update information, target updating components, update elements of the target updating components, and element update information according to the model update information.

[0116] It should be noted that the target update component refers to the roadbed engineering component that needs to be partially adjusted or modified, the update element refers to the characteristic element that needs to be adjusted, and the characteristic information corresponding to the characteristic element in the model update information is the element update information.

[0117] Step C12: determining the associated update component and the update element of the associated update component according to the hierarchical association relationship and the update element of the target update component.

[0118] It should be noted that the roadbed engineering components adjacent to the target update component, the roadbed engineering components related to changes in the adjacent roadbed engineering components, and the update elements that need to be adjusted in the aforementioned roadbed engineering components are determined based on the hierarchical association relationship and the update elements of the target update component. In this embodiment, the roadbed engineering components adjacent to the target update component and the roadbed engineering components related to changes in the adjacent roadbed engineering components are all associated update components.

[0119] Step C13 , performing model update on the update elements of the associated update components and the update elements of the target update components according to the element update information, to obtain the target component model of each roadbed engineering component.

[0120] It should be noted that the update elements of each associated update component and the update elements of the target update component are updated according to the element update information, thereby obtaining the target component model of each roadbed engineering component.

[0121] Step S40 : generating an engineering design model of the roadbed project based on the target component models of the roadbed project components.

[0122] It should be noted that the target component models of all roadbed engineering components are integrated together to obtain a complete engineering design model of the roadbed engineering. The engineering design model is reviewed, adjusted and optimized, and finally a corresponding design solution is generated.

[0123] In this embodiment, it is often necessary to modify and adjust the model locally. In order to ensure that the modified model still maintains overall consistency and coordination, a linkage adjustment mechanism between the overall model and the local model needs to be established, such as Figure 12 By automatically monitoring and identifying the update status of the local model or the overall model, calculating the corresponding characteristic parameters, and triggering the update and optimization of the overall model or the local model, the efficiency and accuracy of model modification are greatly improved.

[0124] In a feasible implementation manner, after step S40, steps D11 to D14 may be included:

[0125] Step D11 , obtaining a component model file of each roadbed engineering component according to the target component model of each roadbed engineering component, and obtaining a roadbed engineering model file according to the engineering design model.

[0126] It should be noted that the target component model of each roadbed engineering component corresponds to a component model file, and the engineering design model is also a roadbed engineering model file.

[0127] Step D12: obtaining the access frequency of the model file currently in the viewport, the access frequency of each component model file, and the access frequency of the roadbed engineering model file.

[0128] Step D13: determining a cache model file according to the access frequency of each component model file and the access frequency of the roadbed engineering model file.

[0129] Step D14: caching the model file in the viewport and the cached model file in the running memory through a cache mechanism.

[0130] It should be noted that, in this embodiment, a caching mechanism and compression technology are introduced to further enhance the storage and access performance of model files. The model files currently in the viewport and the access frequency of each model file are obtained. The model files whose access frequency exceeds the set threshold are determined as cached model files, and the model files in the viewport and the cached model files are cached in the running memory through the caching mechanism, thereby effectively reducing the number of disk accesses and improving the access speed. Compression technology can realize compressed storage of model files, which not only reduces disk space occupancy, but also improves model access speed, reduces network bandwidth pressure, and provides convenience for model transmission and sharing.

[0131] It is understandable that with the growth of model data volume and the improvement of complexity, higher requirements are placed on the storage and management methods of model files. Traditional methods require the establishment of models with multiple precision levels, which will take up a lot of storage space, and the call offsets often cause the computer to crash. Therefore, this embodiment also proposes a dynamic scheduling algorithm to efficiently store and manage model files to improve the data exchange and computing efficiency of the model, and to quickly extract and analyze model data when needed, to achieve intelligent allocation and flexible scheduling of model files. The dynamic scheduling algorithm can monitor the operating status of the model file and the utilization of storage resources in real time, and then adaptively adjust the storage location and method of the model file. When the model precision level is improved, the model data of the low-precision level can be intelligently released, thereby significantly improving the storage efficiency and access speed of the model file.

[0132] This embodiment provides a multi-level adaptive hybrid modeling method for roadbed engineering. This embodiment determines the component size, precision level, and creation priority of each roadbed engineering component based on a topographic geological model, a target area segmentation method, and a current design stage; creates a current component model for each roadbed engineering component according to the component size, precision level, and creation priority of each roadbed engineering component; upon receiving model update information, updates the current component model of each roadbed engineering component based on the hierarchical association relationship and the model update information to obtain a target component model for each roadbed engineering component; and generates an engineering design model for the roadbed engineering based on the target component model of each roadbed engineering component. In this way, by dividing the roadbed engineering object into multiple precision levels and adopting an adaptive hybrid modeling method at each level, the efficiency and precision of the roadbed engineering design are greatly improved, while the flexibility and adaptability of the modeling are enhanced, providing strong support for the intelligent design of the roadbed engineering.

[0133] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 13 Before step S30, the multi-level adaptive hybrid modeling method for roadbed engineering further includes steps S31 to S33:

[0134] Step S31: upon receiving the phase update information, determining to update the design phase.

[0135] It should be noted that when entering the next design stage from the current design stage, the user will send a stage update message, at which time the design stage currently entered is determined. In this embodiment, the updated design stage refers to the design stage currently entered.

[0136] Step S32: determining the update accuracy requirement according to the update design phase.

[0137] Step S33: determining the model update information according to the update accuracy requirement and the characteristic element information of each roadbed engineering component.

[0138] It should be noted that during the updated design phase, the updated design accuracy requirement is determined, and the accuracy level of each roadbed engineering component is determined based on the updated design accuracy requirement. At this point, characteristic element information for each roadbed engineering component is obtained. In this embodiment, the updated design accuracy requirement is the updated accuracy requirement, and the characteristic element information refers to the characteristic elements contained in the roadbed engineering component at different accuracy levels.

[0139] It can be understood that the characteristic elements and corresponding basic element information contained in the current component model of each roadbed engineering component in the current design stage are determined; the characteristic elements and corresponding basic element information that must be contained in the component model of each roadbed engineering component in the updated design stage are determined based on the updated accuracy level and the characteristic element information of each roadbed engineering component. The characteristic elements and corresponding basic element information contained in the component model of each roadbed engineering component in the two stages are compared to obtain the model update information.

[0140] In a feasible implementation manner, before step S33, steps E11 to E13 may also be included:

[0141] Step E11: Obtain component features of each roadbed engineering component at different accuracy levels.

[0142] Step E12 : defining characteristic elements of each roadbed engineering component at different precision levels according to the component characteristics of each roadbed engineering component at different precision levels.

[0143] Step E13 , obtaining characteristic element information of each roadbed engineering component according to the characteristic elements of each roadbed engineering component at different accuracy levels.

[0144] It should be noted that in order to achieve seamless connection and collaborative work of multi-precision hierarchical models, it is necessary to obtain the component characteristics of each roadbed engineering component at different precision levels, define the characteristic elements of each roadbed engineering component at different precision levels based on the component characteristics of each roadbed engineering component at different precision levels, and then summarize the characteristic elements of each roadbed engineering component at different precision levels to obtain the characteristic element information of each roadbed engineering component.

[0145] It can be understood that in this embodiment, in order to achieve unified management and control of multi-precision hierarchical models, a hybrid control process is designed. This process achieves seamless connection and collaborative work between models of different levels by establishing association relationships and data exchange mechanisms between levels. At the same time, by assigning weights and setting priorities for models of different levels, the overall control and optimization of the model can be achieved. In terms of specific implementation, the hybrid control process can start from the following aspects: (1) Establishing association relationships between different precision levels: In order to achieve seamless connection and collaborative work of multi-precision hierarchical models, it is necessary to define characteristic elements of different levels of components. Taking the pile-plate structure as an example, different LOD precision levels define different characteristic elements, as shown in Table 6. Then establish the association relationship between these elements, and by defining clear interfaces and data formats, ensure that models of different levels can effectively interact with information and share data, such as Figure 14 As shown in the figure, an association relationship should be established at different LOD accuracy levels to ensure that data can still be effectively exchanged when adjacent components (such as pile-sheet walls and slopes behind walls) are misaligned. If necessary, data preprocessing and formatting should be performed to adapt to the transmission requirements of different models. At the same time, corresponding interaction protocols should be formulated to specify the direction and method of information transmission to ensure the accuracy and real-time nature of the data. (2) Weight allocation and priority setting: Weight allocation and priority setting should be performed for models at different levels. Weight allocation should be based on the requirements of the design stage, and the importance and contribution of each level model in the overall roadbed model should be allocated to achieve mixed modeling of components at different accuracy levels to ensure the rational allocation and utilization of resources. Priority setting should be based on the needs and goals of the roadbed design to ensure that key components are created first. At the same time, the information of models at all levels should be effectively integrated and utilized in combination with intelligent algorithms. Algorithms that can automatically build and update models based on weight allocation and priority setting should be used to ensure that models can be adjusted and optimized in real time during the design process.

[0146] Table 6

[0147]

[0148] This embodiment provides a multi-level adaptive hybrid modeling method for roadbed engineering. Upon receiving stage update information, this embodiment determines an updated design stage; determines an updated accuracy requirement based on the updated design stage; and determines model update information based on the updated accuracy requirement and characteristic element information of each roadbed component. This approach yields accurate model update information, laying the foundation for subsequent local and global model adjustments.

[0149] For example, in order to help understand the implementation process of the multi-level adaptive hybrid modeling method for roadbed engineering obtained by combining the present embodiment with the above-mentioned embodiment 1 and embodiment 2, specifically:

[0150] The method of this embodiment includes the following key contents: (1) Topographic geological adaptive technology: integrating the Lawson algorithm, Bowyer-Watson algorithm and regional segmentation method to automatically analyze and segment the topographic geological data. The topographic geological data is preprocessed using digital terrain analysis technology to identify and extract key geomorphological features and geological structures. Then, the Lawson algorithm is applied to perform initial triangulation on the preprocessed data to obtain a preliminary geomorphological unit division. The Bowyer-Watson algorithm is used to optimize the initial triangulation to ensure that the generated triangular mesh meets the Delaunay criterion, thereby improving the segmentation accuracy and mesh quality. Finally, combined with the regional segmentation method, the topographic geological model is adaptively segmented according to the terrain characteristics, geological attributes and roadbed engineering design parameters to better adapt to the automatic creation of the roadbed model and subsequent engineering design requirements. It reduces the dependence on two-dimensional drawings, reduces the workload of manual editing and correction, and improves the accuracy and efficiency of modeling.

[0151] (2) Multi-level model hybrid control technology: A multi-level model management mechanism is introduced. Based on the needs of different stages, multi-level models are automatically established and released to adapt to terrain and geological conditions of varying precision. The model of the previous stage can be used as a basis to adapt to the needs of the next stage by adding or modifying details, avoiding repeated modeling and a large amount of workload. This multi-level model management method not only improves modeling efficiency but also enhances the flexibility and adaptability of the model.

[0152] (3) Coordinated optimization and adjustment technology for the overall model and local control points: Adaptive optimization algorithms are also used to achieve coordinated optimization and adjustment of the overall model and local control points. During the feasibility stage of roadbed design, general precision design can be performed on the overall model, while refined design can be performed on local control points. The optimization algorithm can be used to adjust model parameters in real time, achieving coordinated optimization of the overall and local aspects, thereby improving the flexibility and accuracy of solution optimization.

[0153] (4) Efficient storage and management of model files based on dynamic scheduling technology: The use of efficient model compression and dynamic scheduling technology reduces the storage space occupied by model files, reduces network bandwidth limitations, and facilitates model transmission and sharing. At the same time, in order to solve the rendering problem of high-precision models, adaptive optimization algorithms and hardware acceleration technology are used to improve rendering speed and effect, and reduce the requirements for computer hardware performance.

[0154] It should be noted that the above examples are only used to understand this application and do not constitute a limitation on the multi-level adaptive hybrid modeling method for roadbed engineering of this application. More forms of simple transformations based on this technical concept are all within the scope of protection of this application.

[0155] This application also provides a multi-level adaptive hybrid modeling device for roadbed engineering, please refer to Figure 15 The multi-level adaptive hybrid modeling device for roadbed engineering includes:

[0156] The processing module 10 is used to determine the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component and the creation priority of each roadbed engineering component according to the terrain and geological model, the target area segmentation method and the current design stage.

[0157] The creation module 20 is used to create a current component model of each roadbed engineering component according to the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component and the creation priority of each roadbed engineering component.

[0158] The updating module 30 is configured to update the current component model of each roadbed engineering component according to the hierarchical association relationship and the model updating information when receiving the model updating information, so as to obtain the target component model of each roadbed engineering component.

[0159] The generation module 40 is used to generate an engineering design model of the roadbed project according to the target component model of each roadbed project component.

[0160] Optionally, the processing module 10 is further configured to:

[0161] The topographic geological data are preprocessed according to the target digital terrain analysis technology to obtain first geological data; the first geological data are triangulated according to the target subdivision algorithm to obtain second geological data; the second geological data are subdivided and optimized according to the subdivision optimization algorithm to obtain a topographic geological model.

[0162] Optionally, the processing module 10 is further configured to:

[0163] Determine the component size of each roadbed engineering component based on the terrain and geological model, the target area segmentation method, and the engineering design parameters; determine the design accuracy requirements based on the current design stage; determine the accuracy level of each roadbed engineering component based on the said design accuracy requirements; and determine the creation priority of each roadbed engineering component based on the roadbed design requirements.

[0164] Optionally, the updating module 30 is further configured to:

[0165] When the stage update information is received, the updated design stage is determined; the updated accuracy requirement is determined according to the updated design stage; and the model update information is determined according to the updated accuracy requirement and the characteristic element information of each roadbed engineering component.

[0166] Optionally, the updating module 30 is further configured to:

[0167] Obtain the component features of each roadbed engineering component at different precision levels; define the characteristic elements of each roadbed engineering component at different precision levels based on the component features of each roadbed engineering component at different precision levels; obtain the characteristic element information of each roadbed engineering component based on the characteristic elements of each roadbed engineering component at different precision levels.

[0168] Optionally, the updating module 30 is further configured to:

[0169] When the model update information is received, the target update component, the update element of the target update component and the element update information are updated according to the model update information; the associated update component and the update element of the associated update component are determined according to the hierarchical association relationship and the update element of the target update component; the update element of the associated update component and the update element of the target update component are updated according to the element update information to obtain the target component model of each roadbed engineering component.

[0170] Optionally, the generating module 40 is further configured to:

[0171] A component model file of each roadbed engineering component is obtained according to a target component model of each roadbed engineering component, and a roadbed engineering model file is obtained according to the engineering design model; the model file currently in the viewport, the access frequency of each component model file and the access frequency of the roadbed engineering model file are obtained; a cache model file is determined according to the access frequency of each component model file and the access frequency of the roadbed engineering model file; and the model file in the viewport and the cache model file are cached in the running memory through a caching mechanism.

[0172] The multi-level adaptive hybrid modeling device for roadbed engineering provided in this application, which utilizes the multi-level adaptive hybrid modeling method for roadbed engineering in the above-described embodiments, can address the technical problem in the prior art of low efficiency and accuracy in three-dimensional modeling of roadbed engineering, which cannot meet the needs of intelligent development of roadbed engineering. Compared with the prior art, the beneficial effects of the multi-level adaptive hybrid modeling device for roadbed engineering provided in this application are the same as those of the multi-level adaptive hybrid modeling method for roadbed engineering provided in the above-described embodiments, and the other technical features of the multi-level adaptive hybrid modeling device for roadbed engineering are the same as those disclosed in the above-described embodiments and are not further described here.

[0173] The present application provides a multi-level adaptive hybrid modeling device for roadbed engineering, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the multi-level adaptive hybrid modeling method for roadbed engineering in the above-mentioned embodiment one.

[0174] Reference below Figure 16 , which shows a schematic diagram of the structure of a multi-level adaptive hybrid modeling device for roadbed engineering suitable for implementing the embodiments of the present application. The multi-level adaptive hybrid modeling device for roadbed engineering in the embodiments of the present application may include, but is not limited to, mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 16 The multi-level adaptive hybrid modeling device for roadbed engineering shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0175] like Figure 16As shown, the multi-level adaptive hybrid modeling device for roadbed engineering may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes based on programs stored in a read-only memory (ROM) 1002 or programs loaded from a storage device 1003 into a random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the operation of the multi-level adaptive hybrid modeling device for roadbed engineering. Processing device 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, hard disk, etc.; and communication devices 1009. Communication devices 1009 can allow the roadbed engineering multi-level adaptive hybrid modeling apparatus to communicate wirelessly or wired with other devices to exchange data. While the figure shows a roadbed engineering multi-level adaptive hybrid modeling apparatus with various systems, it should be understood that implementation or presence of all the illustrated systems is not required. More or fewer systems may alternatively be implemented or present.

[0176] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0177] The multi-level adaptive hybrid modeling device for roadbed engineering provided in this application, which utilizes the multi-level adaptive hybrid modeling method for roadbed engineering in the above-described embodiment, can resolve the technical problem in the prior art of low efficiency and accuracy in three-dimensional modeling of roadbed engineering, which cannot meet the needs of intelligent development of roadbed engineering. Compared with the prior art, the beneficial effects of the multi-level adaptive hybrid modeling device for roadbed engineering provided in this application are the same as those of the multi-level adaptive hybrid modeling method for roadbed engineering provided in the above-described embodiment, and the other technical features of the multi-level adaptive hybrid modeling device for roadbed engineering are the same as those disclosed in the method of the previous embodiment, and are not further described here.

[0178] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0179] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0180] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer program) stored thereon, and the computer-readable program instructions are used to execute the multi-level adaptive hybrid modeling method for roadbed engineering in the above-mentioned embodiment.

[0181] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0182] The computer-readable storage medium may be included in the multi-level adaptive hybrid modeling device for roadbed engineering; or may exist independently without being assembled into the multi-level adaptive hybrid modeling device for roadbed engineering.

[0183] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the multi-level adaptive hybrid modeling device for roadbed engineering, the multi-level adaptive hybrid modeling device for roadbed engineering: determines the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component and the creation priority of each roadbed engineering component according to the terrain and geological model, the target area segmentation method and the current design stage; creates the current component model of each roadbed engineering component according to the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component and the creation priority of each roadbed engineering component; when receiving model update information, updates the current component model of each roadbed engineering component according to the hierarchical association relationship and the model update information to obtain the target component model of each roadbed engineering component; and generates the engineering design model of the roadbed engineering according to the target component model of each roadbed engineering component.

[0184] Computer program code for performing the operations of the present application may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on the remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0185] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0186] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0187] The computer-readable storage medium provided in this application stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned method for multi-level adaptive hybrid modeling of roadbed engineering. This method addresses the technical issues in the prior art regarding the low efficiency and accuracy of three-dimensional modeling of roadbed engineering, which cannot meet the needs of intelligent development of roadbed engineering. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the multi-level adaptive hybrid modeling method for roadbed engineering provided in the aforementioned embodiments, and are not further elaborated here.

[0188] The present application also provides a computer program product, comprising a computer program, which, when executed by a processor, implements the steps of the above-mentioned multi-level adaptive hybrid modeling method for roadbed engineering.

[0189] The computer program product provided in this application can address the technical issues in existing technologies, such as the low efficiency and accuracy of three-dimensional modeling for roadbed engineering, which cannot meet the needs of intelligent development of roadbed engineering. Compared with existing technologies, the beneficial effects of the computer program product provided in this application are the same as those of the multi-level adaptive hybrid modeling method for roadbed engineering provided in the above-mentioned embodiments, and will not be elaborated here.

[0190] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A multi-level adaptive hybrid modeling method for roadbed engineering, characterized in that: The multi-level adaptive hybrid modeling method for roadbed engineering includes: Determine the component size, accuracy level, and creation priority of each subgrade component based on the topographic and geological model, target area segmentation method, and current design stage; Creating a current component model of each roadbed engineering component according to the component size, accuracy level, and creation priority of each roadbed engineering component; When the model update information is received, the current component model of each roadbed engineering component is updated according to the hierarchical association relationship and the model update information to obtain the target component model of each roadbed engineering component, wherein the association relationship and data exchange mechanism between each level in the target component model are established by using a hybrid control process, and the specific steps of the hybrid control process include: defining different characteristic elements for multiple precision levels, establishing the association relationship between each characteristic element, and specifying the direction and method of information transmission, weighting and setting priorities for different hierarchical models, weighting the importance and contribution of each hierarchical model in the target component model according to the requirements of the design stage, and setting priorities according to the needs and goals of the roadbed design; An engineering design model of the roadbed project is generated based on the target component model of each roadbed project component.

2. The method according to claim 1, wherein Before the step of determining the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component based on the terrain and geological model, the target area segmentation method, and the current design stage, the following steps are further included: Preprocessing the topographic geological data according to the target digital terrain analysis technology to obtain first geological data; triangulate the first geological data according to a target triangulation algorithm to obtain second geological data; The second geological data is segmented and optimized according to a segmentation optimization algorithm to obtain a topographic geological model.

3. The method according to claim 1, wherein The step of determining the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component based on the terrain and geological model, the target area segmentation method, and the current design stage includes: Determine the dimensions of each roadbed component based on the topographic and geological model, target area segmentation method, and engineering design parameters; Determine the design accuracy requirements based on the current design stage; Determine the accuracy level of each roadbed engineering component according to the design accuracy requirements; Determine the creation priority of each roadbed engineering component based on the roadbed design requirements.

4. The method according to claim 1, wherein Before the step of updating the current component model of each roadbed engineering component according to the hierarchical association relationship and the model update information upon receiving the model update information to obtain the target component model of each roadbed engineering component, the method further includes: Upon receiving phase update information, determining to update the design phase; Determining update accuracy requirements according to the update design phase; The model update information is determined based on the update accuracy requirements and the characteristic element information of each roadbed engineering component.

5. The method according to claim 4, wherein Before the step of determining the model update information according to the update accuracy requirement and the characteristic element information of each roadbed engineering component, the method further includes: Obtain the component characteristics of each roadbed engineering component at different accuracy levels; Define the characteristic elements of each roadbed engineering component at different accuracy levels according to the component characteristics of each roadbed engineering component at different accuracy levels; The characteristic element information of each roadbed engineering component is obtained according to the characteristic elements of each roadbed engineering component at different accuracy levels.

6. The method according to claim 1, wherein When the model update information is received, the current component model of each roadbed engineering component is updated according to the hierarchical association relationship and the model update information to obtain the target component model of each roadbed engineering component. The steps include: Upon receiving the model update information, target updating components, update elements of the target updating components, and element update information according to the model update information; Determine an associated update component and an update element of the associated update component according to the hierarchical association relationship and the update element of the target update component; Models of the update elements of the associated update components and the update elements of the target update components are updated according to the element update information to obtain target component models of each roadbed engineering component.

7. The method according to any one of claims 1 to 6, characterized in that After the step of generating an engineering design model of the roadbed project according to the target component model of each roadbed project component, the method further includes: Obtaining a component model file of each roadbed engineering component according to a target component model of each roadbed engineering component, and obtaining a roadbed engineering model file according to the engineering design model; Obtaining the model file currently in the viewport, the access frequency of each component model file, and the access frequency of the roadbed engineering model file; Determining a cache model file according to the access frequency of each component model file and the access frequency of the roadbed engineering model file; The model file in the viewport and the cache model file are cached in the running memory through a cache mechanism.

8. A multi-level adaptive hybrid modeling device for roadbed engineering, characterized in that: The multi-level adaptive hybrid modeling device for roadbed engineering includes: A processing module is used to determine the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component based on the terrain and geological model, the target area segmentation method, and the current design stage; A creation module, for creating a current component model of each roadbed engineering component according to the component size of each roadbed engineering component, the accuracy level of each roadbed engineering component, and the creation priority of each roadbed engineering component; An update module is configured to update the current component model of each roadbed engineering component according to the hierarchical association relationship and the model update information upon receiving the model update information, so as to obtain a target component model of each roadbed engineering component, wherein a hybrid control process is used to establish an association relationship and a data exchange mechanism between each hierarchical level in the target component model. The specific steps of the hybrid control process include: defining different characteristic elements for multiple precision levels, establishing an association relationship between each characteristic element, and specifying the direction and method of information transmission, weighting and setting priorities for different hierarchical models, weighting the importance and contribution of each hierarchical model in the target component model according to the requirements of the design stage, and setting priorities according to the needs and objectives of the roadbed design; The generation module is used to generate an engineering design model of the roadbed project according to the target component model of each roadbed project component.

9. A multi-level adaptive hybrid modeling device for roadbed engineering, characterized in that: The multi-level adaptive hybrid modeling device for roadbed engineering includes: a memory, a processor, and a multi-level adaptive hybrid modeling program for roadbed engineering stored in the memory and runnable on the processor. The multi-level adaptive hybrid modeling program for roadbed engineering is configured to implement the multi-level adaptive hybrid modeling method for roadbed engineering as described in any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium stores a multi-level adaptive hybrid modeling program for roadbed engineering, which, when executed by a processor, implements the multi-level adaptive hybrid modeling method for roadbed engineering according to any one of claims 1 to 7.

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