Road combined type cross section modeling method and equipment

Abstract

The invention relates to the technical field of municipal road engineering design, and particularly discloses a road combined type cross section modeling method and device, and the method comprises the steps: generating a parameterized assembly based on a road cross section; generating a route offset line based on the horizontal and longitudinal data of the target route and the stake number; matching a parameterized component according to the route offset line to obtain a road model; the invention provides a cross section which integrates all components and can process all road conditions, a modeling thought of one section and one surface in an original modeling process is changed into a modeling thought of multiple sections and one surface, and a road model based on parameterized components can be automatically generated by combining horizontal and longitudinal data of a target route and can be completely the same as an overall graph. The modeling precision is adjusted according to the actual situation, the requirements of project production and report are completely met, the problem that the precision of details is insufficient in the traditional modeling process is solved, and the efficiency and the precision are both considered.

Description

Technical Field

[0001] The invention relates to the technical field of municipal road highway engineering design, and in particular to a method and equipment for modeling a combined road cross section. Background Art

[0002] BIM, or Building Information Modeling, is a digitized tool based on three-dimensional digital technology and applied to engineering design, construction, and management. It is used to describe computer-aided design that is mainly based on three-dimensional graphics, object-oriented, and related to architecture. The purpose of BIM modeling technology is to help achieve the integration of building information, from building design and construction to project completion.

[0003] The mainstream of BIM technology application in the current highway engineering field is rapid modeling. In the modeling process, the design data is obtained from the design drawings, the drawings are three-dimensionalized, and the horizontal, vertical and horizontal information of the roadbed and the structural information of bridges and tunnels are accurately expressed through the BIM model.

[0004] Conventional road 3D BIM modeling methods usually involve the following steps: collecting relevant data of the roadbed project, including design drawings, terrain data, engineering specifications and material information; using terrain data and survey data to create a terrain model of the roadbed; based on the design drawings and specifications, creating a 3D model of the road on the terrain model of the modeling software, and establishing the basic structure of the roadbed, such as embankments, retaining walls, slopes, etc.

[0005] In the existing BIM modeling process, specific cross-sectional components are required for road modeling in specific situations. In a highway, it is often necessary to rely on different cross-sectional components for modeling, which seriously affects the overall modeling efficiency. If the number of components is reduced, the modeling accuracy will often be sacrificed for complex road conditions. Summary of the invention

[0006] In order to overcome the above problems in the existing road cross-section modeling, the present invention provides a road combined cross-section modeling method and device based on Civil 3D.

[0007] In order to achieve the above-mentioned object of the invention, the present invention provides the following technical solutions: In a first aspect, the present invention provides a method for modeling a combined cross-section of a road, the method comprising: Generate parametric components based on road cross sections; Generate route offset line based on horizontal and vertical data and stake number of target route; Matching the parameterized components according to the route offset line to obtain a road model; Among them, parameterized components are generated based on the road cross section, including: Generate an origin according to the centerline point of the road cross section, generate corresponding three-dimensional points according to the origin combined with the road cross section parameters, and connect them to obtain a cross section component; The cross-section components include road pavement components, shoulder wall components, fill components, embankment wall components, drainage ditch components, cutting wall components and excavation components; Taking the road pavement component as the center, the shoulder wall component, the fill component, the embankment wall component, the drainage ditch component, the cutting wall component and the excavation component are connected in sequence to generate a parametric component.

[0008] According to a specific implementation, in the above modeling method, matching the parameterized component according to the route offset line includes: Based on the advancing direction and the preset step length of the route offset line, matching the origin of the parameterized component and generating a corresponding number of parameterized components; The generated parameterized components are connected end to end to form a mesh surface to obtain a road model.

[0009] According to a specific implementation, in the above modeling method, the method further includes: The mesh surface is lightweighted using the QEM algorithm to obtain a lightweight road model.

[0010] According to a specific implementation, in the above modeling method, a metric algorithm based on quadratic error is used to simplify the mesh surface and lighten the cross-sectional component.

[0011] According to a specific implementation, in the above modeling method, the method further includes: The parameterized components are constrained based on the terrain data of the target route, specifically including: constraining the number of levels of the fill components according to the terrain data; constraining the position of the gutter member according to the terrain data; The number of levels of the cut components is constrained according to the terrain data.

[0012] According to a specific implementation, in the above modeling method, the method further includes: The parameterized components are constrained based on the road, bridge and tunnel data of the target route; the road, bridge and tunnel data include roadbed, bridge and tunnel; Constraining the parameterized component specifically includes: If one side of the target route is a roadbed, the non-roadbed on the other side is shrunk to a point, and the adjacent horizontal and vertical sections are identified to generate parameterized components; or, a guardrail is placed on the bridge on the other side instead of grading to generate parameterized components; or, a tunnel on the other side is not graded to generate parameterized components; If one side of the target route is a bridge, guardrails are placed instead of grading, the non-roadbed on the other side is shrunk to points, and adjacent horizontal and vertical sections are identified to generate parametric components; or guardrails are placed instead of grading on the bridge on the other side, and interval bridge piers are generated according to pile numbers to generate parametric components; When one side of the target route is a tunnel, no grading is set, the non-roadbed corresponding to the other side is shrunk to a point, and the adjacent horizontal and vertical sections are identified to generate parametric components.

[0013] According to a specific implementation, in the above modeling method, constraining the parameterized component also includes the situation where there is no roadbed on both sides of the line, and the corresponding setting is to manually modify the parameterized component.

[0014] According to a specific implementation, in the above modeling method, the method further includes: Constraining the slope components in the parameterized component based on manually set slope shear lines; When the slope component recognizes the slope shear line, the portion other than the slope shear line is shrunk into a point.

[0015] According to a specific implementation, in the above modeling method, based on the presence of shoulder wall components in the parameterized components, the fill components, embankment wall components, drainage ditch components, cutting wall components and excavation components are shrunk to points.

[0016] According to a specific implementation, in the above modeling method, based on the presence of embankment wall components in the parameterized components, the drainage ditch components, cutting wall components and excavation components are shrunk to points.

[0017] In a second aspect, the present invention provides an electronic device, the device comprising a memory and a processor; Wherein, the memory is used to store computer programs; the processor is used to call and execute the computer program so that the device performs a road combined cross-section modeling method as described in any one of the above items.

[0018] Compared with the prior art, the present invention has the following beneficial effects: The present invention provides a road combined cross-section modeling method, which aims to solve the modeling efficiency problem while taking into account the modeling accuracy, and has the following distinct advantages: (1) High precision; The entire modeling process can combine the horizontal and vertical data of the target route to automatically generate a road model based on parametric components, which can be exactly the same as the overall map and adjust the modeling accuracy according to the actual situation, fully meeting the needs of project production and reporting, and solving the problem of insufficient detail accuracy in the traditional modeling process; (2) High efficiency; The present invention generates parametric components based on road cross sections. In the entire modeling process, except for a few parameter configurations and manual adjustments, semi-automatic modeling is basically achieved. It can be completed independently or through division of labor, which significantly improves efficiency and solves the problem of frequent, time-consuming and labor-intensive manual modifications during the modeling process. (3) Parameterization; The parametric components provided by the present invention all have built-in parameters and are adjusted according to the parameters of each component. At the same time, the parametric modular cross-section can also be used in other BIM systems such as construction management systems to serve the entire life cycle of the project and solve the problem of digitization of BIM projects. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic diagram of a flow chart of a road combined cross-section modeling method provided by an embodiment of the present invention; Figure 2 A schematic diagram of the structure of a parameterized component provided by an embodiment of the present invention; Figure 3 A schematic diagram of a filling component provided in an embodiment of the present invention; Figure 4 A schematic cross-sectional view of a slope shear line provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0020] The present invention is further described in detail below in conjunction with specific embodiments. However, this should not be understood as the scope of the above subject matter of the present invention being limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

[0021] As building information modeling (BIM) technology has become an important productivity tool for solving practical problems in the fields of construction and transportation, the parameterization and informatization of BIM models in the field of transportation engineering, especially in strip projects such as highways, are still in rapid development. At present, the common BIM software for road design follows the modeling principles of horizontal, vertical and horizontal. The main process is: mapping of terrain point sets - road linear (plane) design - road longitudinal section design - road cross section design - BIM modeling and rendering - project results delivery or full life cycle application.

[0022] The BIM model can be generated by integrating the cross-section algorithm with the plane data, longitudinal section data, and terrain data of the traditional design. The cross-section algorithm is based on the horizontal and longitudinal design of the road and starts the BIM modeling. At the same time, the construction of the cross section directly interacts with the terrain point set and is directly related to the accuracy of the model, which is the core link in the modeling process.

[0023] At present, mainstream BIM software such as Bentley, Glodon, and Diweipu all adopt the idea of ​​"one section and one face" to construct cross sections, that is, one road condition corresponds to one cross section component. For example, when the cross section of a pile number contains secondary fill, tertiary excavation, and a retaining wall, in order to pursue the accuracy of the model, three cross section components need to be constructed, and the workload is relatively mechanical and redundant. This cross section processing method can basically meet the modeling needs in plain areas with relatively flat terrain using the idea of ​​"one slope to the end". However, in mountainous and hilly areas, a highway involves more than a dozen cross section components such as high fill and deep excavation, with many slope levels and complex road conditions. The modeling workload of "one section and one face" is huge, and accuracy is usually sacrificed for modeling efficiency.

[0024] In order to improve modeling efficiency while taking into account accuracy, the present invention provides a road combined cross-section modeling method based on Civil 3D. The technical solution provided by the present invention is further introduced and illustrated below.

[0025] Please refer to Figure 1 , which shows a schematic flow chart of a road combined cross-section modeling method provided by an embodiment of the present invention, the method comprising: Step 1: Generate parametric components based on the road cross section.

[0026] Specifically, the present invention takes the combined cross-section design as the research object. The cross-section components include seven components, namely, road pavement, shoulder wall components, fill components, embankment wall components, drainage ditch components, cutting wall components and excavation components, and are divided into five levels from bottom to top. Each component can be independently judged and completed through algorithm logic, and the components are combined according to the standard cross-section logic to form a parametric component.

[0027] Furthermore, a parameterized component is generated based on the road cross section, including: An origin is generated according to the centerline point of the road cross section, and corresponding three-dimensional points are generated and connected according to the origin combined with the road cross section parameters to obtain cross section components; with the road pavement component as the center, the shoulder wall component, fill component, embankment wall component, drainage ditch component, cutting wall component and excavation component are connected in sequence to generate a parametric component.

[0028] Specifically, the combined cross section is divided into seven components according to the algorithm logic: road surface, shoulder wall, fill, embankment wall, drainage ditch, cutting wall, and excavation. Each component can be parameterized and configured, and the algorithm logic runs independently. The components are connected to each other to form an assembly, and the components that are logically judged to be non-existent are shrunk to a point, that is, the minimum state.

[0029] (1) Road surface In one possible implementation, the road surface is mirrored to both sides with the road centerline as the axis. The basic parameters are configured by default according to the local road specification, and the parameter configuration can be modified according to the standard cross section. In the gradient section, the earth shoulder edge line is extended by picking the road edge line of the overall map to ensure the same road width.

[0030] (2) Shoulder wall In a possible implementation, the shoulder wall is outside the road surface. When it exists, the subsequent components shrink to the minimum state; when it does not exist, it shrinks to the minimum state and the filling component is attached for subsequent judgment. That is, based on the presence of the shoulder wall component in the parameterized component, the filling component, embankment wall component, drainage ditch component, cutting wall component and excavation component shrink to the minimum state.

[0031] (3) Backfill In a possible implementation, the fill is composed of multiple levels of fill units, and each unit is controlled by three parameters: fill slope rate, fill slope height, and fill platform width.

[0032] (4) Embankment wall In a possible implementation, the embankment wall needs to be picked up at the corresponding position of the overall diagram using a polyline. When it exists, the subsequent components shrink to the minimum state, and the wall height is connected to the terrain; otherwise, the subsequent judgment is entered. That is, based on the presence of the embankment wall component in the parameterized component, the drainage ditch component, the cutting wall component and the excavation component shrink to the minimum state.

[0033] (5) Drainage ditch In a possible implementation, the parameters of the drainage ditch itself are relatively fixed and do not need to be modified. When fill exists, the drainage ditch is connected to the ground; otherwise, the shoulder wall, fill, and embankment wall shrink to the minimum state, and the drainage ditch is connected to the excavation.

[0034] (6) Cutting wall In a possible implementation, the cutting wall needs to be identified like other retaining walls. However, whether the cutting wall exists is included in the excavation component judgment, which only affects the height of the first-level excavation starting point.

[0035] (7) Excavation In a possible implementation, excavation is similar to filling and is composed of multiple excavation units, each unit being controlled by three parameters: excavation slope rate, excavation slope height, and excavation platform width.

[0036] After all components are edited, the editing results are exported in PKT format. In Civil 3D software, import each component to form a component library. In the component library, components are formed according to the idea of ​​road cross section - shoulder wall - fill - embankment wall - drainage ditch - cutting wall - excavation, and saved as CAD standard templates for reuse. Please refer to Figure 2 , which shows a schematic diagram of the structure of a parameterized component provided by an embodiment of the present invention.

[0037] Step 2: Generate the route offset line based on the horizontal and vertical data and pile number of the target route.

[0038] After importing the plan and longitudinal section data of the target route, generate accurate route offset lines according to the stake numbers in the offset line table for subsequent road modeling to distinguish types.

[0039] Step 3: Match the parameterized components according to the route offset line to obtain a road model.

[0040] Specifically, matching the parameterized component according to the route offset line includes: Based on the advancing direction and the preset step length of the route offset line, matching the origin of the parameterized component and generating a corresponding number of parameterized components; The generated parameterized components are connected end to end to form a mesh surface to obtain a road model.

[0041] It should be noted that the model is relatively complex at this time. In order to meet the accuracy requirements, the model needs to be refined, such as processing adjacent slopes, and using the QEM algorithm to lightweight the mesh surface to obtain a lightweight road model.

[0042] Since road modeling is generally accompanied by three-dimensional terrain data, the embodiment of the present invention further provides a method for constraining the parameterized component based on the terrain data of the target route, specifically including: The level of the filling components is constrained according to the terrain data; for example, when the height of the filling slope drops below the ground line and above the height of the drainage ditch, the next level of filling is entered; otherwise, it is determined that the drainage ditch exists and the terrain is connected with the drainage ditch component, and the subsequent components are contracted to the minimum state.

[0043] The position of the gutter member is constrained according to the terrain data; for example, the gutter is connected to the ground position.

[0044] The level of the excavation components is constrained according to the terrain data; for example, when the height of an excavation component of a certain level is lower than the ground line and the height of the next level is higher than the ground line, the excavation component of this level is directly connected to the terrain.

[0045] Specifically, the embodiment of the present invention further provides the parameterized component constrained based on the road, bridge and tunnel data of the target route; the road, bridge and tunnel data includes a roadbed, a bridge and a tunnel; Constraining the parameterized component specifically includes: If one side of the target route is a roadbed, the non-roadbed on the other side is shrunk to a point, and the adjacent horizontal and vertical sections are identified to generate parameterized components; or, a guardrail is placed on the bridge on the other side instead of grading to generate parameterized components; or, a tunnel on the other side is not graded to generate parameterized components; If one side of the target route is a bridge, guardrails are placed instead of grading, the non-roadbed on the other side is shrunk to points, and adjacent horizontal and vertical sections are identified to generate parametric components; or guardrails are placed instead of grading on the bridge on the other side, and interval bridge piers are generated according to pile numbers to generate parametric components; When one side of the target route is a tunnel, no grading is set, the non-roadbed corresponding to the other side is shrunk to a point, and the adjacent horizontal and vertical sections are identified to generate parametric components.

[0046] Based on the above technical scheme, the present invention establishes a general cross-section algorithm component based on Civil 3D, including common structures such as multi-level slopes, retaining walls, drainage ditches, etc. The present invention relies on the combined cross-section algorithm to develop a modeling method based on Civil 3D. The component algorithm quickly models the complex conditions of the road and can achieve "multiple sections and one face", that is, multiple road conditions can be solved by one algorithm.

[0047] The present invention is further described and illustrated below in conjunction with specific implementation methods.

[0048] Specifically, this embodiment provides a road combined cross-section modeling method based on Civil 3D, in which the combined cross-section components (parametric components) are divided into five levels from bottom to top: points, lines, surfaces, components, and assemblies. Points, lines, and surfaces do not have the characteristics of independently realizing functions in Civil 3D, and need to be defined and packaged in the component editor software, which is the basic part of this embodiment; components and assemblies can independently realize specific functions in Civil 3D or combine to realize complex functions, which is the core part of this embodiment.

[0049] (1) Point Three-dimensional points are the most basic units of all components. The point on the centerline of the road cross section is taken as the origin, and the other points have XYZ coordinates corresponding to the origin. At the same time, points have the attributes of real points or virtual points. Real points are points that actually exist in the road cross section, such as points on drainage ditches, points on fill components, etc., which are used to combine components; virtual points are points extending outward from the last level of the slope of fill or cut, which are usually on the extension line of a certain line and do not necessarily exist. They are only used for logical judgment when interacting with other components.

[0050] (2) Line Solid lines are formed between real points. Solid lines have basic properties such as distance and can be further combined into surfaces. The lines where real points intersect with terrain are dotted lines, which are used for logical judgment. In addition, there are independent ground lines that replace ground lines and interact with dotted lines.

[0051] The connection of points and lines constitutes the cross-sectional component provided in this embodiment. It should be noted that each point is a three-dimensional point that reflects the parameters of each component in the cross-sectional component. After the points are connected, the corresponding parameters are represented as lines. After all the wires are connected, the parametric component is generated, and the next step is performed.

[0052] (3) Surface A surface is an extension of a line, and is generally extended along the normal vector of the road's forward direction. Several solid lines form a closed figure, which is filled with corresponding materials. The corresponding entity in the model is expressed as the most basic unit with color distinction, called a mesh surface. The properties of the mesh surface include a number based on the road stake number for later search and modification.

[0053] (4) Components Several grid surfaces are combined in sequence into an independent unit with specific functions, called a component, which has practical significance, such as fill components, retaining wall components, etc. The collection of components forms a component library, which is the important data relied on by this embodiment.

[0054] (5) Components Components are connected and combined according to standard cross-sectional logic rules to cope with various complex situations, which is called an assembly. The assembly is the culmination of components and is also the final presentation of this embodiment.

[0055] In one possible implementation, the standard cross-section logic rules are explained using fill components as an example. In the Civil 3D component editor, components are edited from bottom to top using points, lines, and surfaces. Figure 3 , which shows a schematic diagram of the fill component provided in this embodiment. Specifically, real points AP1, AP2, and AP3 are set to represent the starting point of the fill platform, the end point of the fill platform (also the starting point of the fill slope), and the end point of the fill slope, respectively. At the same time, a virtual point AP103 is set at the foot of the slope as a logical judgment indicator. The line segments AL1 and AL2 between the three points represent the width of the fill platform and the length of the fill slope. The virtual points AP904, AP905, and AP906 of the projection of the fill height line, the fill slope line, and the fill platform width line at the origin are used as logical judgment parameters. First, the existence of the shoulder wall is judged. The existence of the shoulder wall indicates that one side of the cross section is only composed of the road surface and the shoulder wall, and the subsequent components are shrunk to the minimum state; otherwise, the shoulder wall is shrunk to the minimum state, the fill is judged to exist, and the control line judgment is entered. When there is a slope shear line, the fill slope is sloped and ends at the shear line, and there is no need to connect to the ground line, otherwise it enters a comprehensive judgment.

[0056] 1) When the distance from AP103 to the ground line is greater than 0, it means that the height of the current level of filling is insufficient, the foot of the slope is not connected to the ground line, and the control line judgment of the next level of filling is entered; 2) When an embankment wall exists, the fill ends at the slope, connects to the embankment wall and joins the ground line with the embankment wall; 3) When the distance from AP103 to the ground line is less than or equal to 0, it means that the fill at this level just meets the conditions, the fill ends at the platform, connected to the drainage ditch below and connected to the ground line through the drainage ditch.

[0057] Among them, the ground line is represented by a dotted line (DMX) in the component.

[0058] The line segments where AP904, AP905, and AP906 are located are used for parameter control. The default values ​​of the fill platform width, fill height, and fill slope are set to 1m, 8m, and 1.5, respectively. When the actual project values ​​are different from the default values, the Z value of the 3D polyline is used as the input parameter. After the cross-section component picks up the value, the reference line corresponding to the virtual point is adjusted, and the solid line is adjusted to the intersection of the reference line and the solid line to complete the modification of the parameter value.

[0059] After the components are completed, in order to improve the overall efficiency, it is necessary to make a comprehensive judgment on the complex road conditions and quickly classify them, so a comprehensive judgment method for roads, bridges and tunnels is formed. This method summarizes and integrates all the situations of road modeling and classifies each situation by number, effectively reducing redundancy and improving efficiency. The method reversely supplements the roadbed pile number with the pile number of the bridge and tunnel table to form a road, bridge and tunnel table that runs through the starting and ending pile numbers of the route, and marks the offset value for identification according to whether there are left and right lines. Considering the complexity of road conditions, it is necessary to make a comprehensive classification. In addition to the normal full-width roads, bridges, and tunnels, there are also several situations such as left and right lines, half-width bridges, and excavated bridges. According to the above rules, the road conditions are summarized and sorted.

[0060] Specifically, the cross section is mirrored to both sides with the center line of the road as the axis, and is mainly divided into the road cross section and the slope cross section. The road cross section is generally fixed in width according to the standard, and the problem of gradual change of road width within the interchange range needs to be specially considered. The slope cross section extends outward from the road cross section, with filling first and then excavation. The ordinary filling and excavation height is about 8 meters or 10 meters. Generally, bridges will be considered when the filling exceeds 30 meters; the excavation in mountainous areas generally does not exceed level 6, and more than 80 meters only occurs in special cases such as dams. Therefore, considering the efficiency balance comprehensively, the selection of level 6 filling and level 10 excavation can meet most situations. There is a drainage ditch between the filling and the excavation, and the height and slope are set according to the specifications. The retaining wall type is relatively special. Unlike other components, the retaining wall is a non-essential component and needs to be added manually in the later stage. There are three main types of retaining walls: shoulder wall, embankment wall and cutting wall. The shoulder wall is located between the road cross section and the fill, the embankment wall is located at the outermost side of the fill slope, and the cutting wall is located between the drainage ditch and the excavation.

[0061] Furthermore, the modeling implementation process of each component includes: (1) Road surface The pavement structure is configured according to the standard cross section, and the component combination is central divider - lane - hard shoulder - earth shoulder, including the full width of the roadbed (as a total constraint), central divider width, lane width, lane slope, single lane width, number of lanes, hard shoulder width, hard shoulder slope, earth shoulder width, earth shoulder slope and other parameter configurations. The basic components of a solid oblique line (such as a hard shoulder) can be accurately controlled by two parameters: width and slope, and each component is connected in sequence. The pavement is generally configured according to the two-way four-lane highway, with a default of 25.5m. At the same time, it can be freely combined by adjusting parameters to form a lane pavement with a standard cross section.

[0062] The roadbed width of the standard cross section is a fixed value and is applicable within the non-interchange range. In the interchange range, since the road width gradually changes, the judgment of the full-width roadbed width as a total constraint condition is no. The road width can be dynamically adjusted by identifying the road edge line. The road edge line is obtained from the general plan or the overall plan. The road edge lines on both sides are picked as the total boundary of the road width. The last level of earth shoulder to the road edge line is still used as the earth shoulder, and the width remains unchanged. At the same time, the width of the driving lane forms a gradient, and the parameter configuration of the other components remains unchanged. In summary, by picking the road edge lines on both sides as the width boundary, only the width of the driving lane is increased, and the width of the other components remains unchanged, thereby solving the problem of gradual width change within the interchange range.

[0063] (2) Shoulder wall The shoulder wall component is immediately attached to the outside of the road pavement component and has only one basic component. By default, the shoulder wall exists in a minimum state, and the point of the shoulder wall component is shrunk to a length of 0.0001. It is not visible on the model and is actually connected between the pavement and fill of the model to ensure the continuity of the component.

[0064] When there is a shoulder wall in the overall diagram and the shoulder wall needs to be modeled, a 3D polyline with an offset distance of 1 is set on the side of the road centerline close to the shoulder wall. After the algorithm recognizes the existence, it determines the existence of the shoulder wall. The road model presents the shoulder wall within the corresponding range outside the earth shoulder, and the original fill slope component and other components outside it shrink to the minimum state. The height and slope of the shoulder wall can be adjusted through parameter configuration, and the Z value of the 3D polyline is assigned to parameters other than the default value for dynamic adjustment. The offset distance of the 3D polyline is artificially set to 1, or it can be other values, but it needs to be distinguished from other retaining walls, and different offset distances are identified as different types of retaining walls.

[0065] (3) Backfill The fill component is connected to the shoulder wall component. When the shoulder wall is in the minimum state, the model shows that the fill is directly connected to the road surface model. If there is a shoulder wall, the fill shrinks to the minimum state. According to the basic idea of ​​the algorithm, the fill component is set to six levels of fill by default, which can handle all terrain conditions.

[0066] The minimum unit of fill is the first-level fill component, which is specifically controlled by three parameters: fill height, fill slope, and fill platform. The parameters are generally set according to local standards. In special cases, they can be modified manually or assigned by 3D polylines (refer to the retaining wall assignment method). Each level of fill components can be repeatedly connected to itself and is constrained by the maximum number of fill levels. For example, if the terrain conditions of the sixth-level fill are three-level slope, the remaining three-level fill components will shrink to the minimum state.

[0067] (4) Embankment wall The embankment wall component is connected to the fill component, which is special among the retaining wall types. It does not use the offset line assignment method to judge the retaining wall, but directly picks the 3D polyline where the embankment wall is located. The picking method refers to the road edge line of the road pavement component.

[0068] Due to the particularity of the embankment wall location, the 3D polyline needs to be drawn in the middle of the fill section with reference to the construction drawing or the overall drawing. After the component recognizes the polyline, it models the embankment wall at the corresponding position, and the drainage ditch, excavation and other components outside it shrink to the minimum state. The embankment wall parameter configuration refers to the shoulder wall settings.

[0069] (5) Drainage ditch Drainage ditch components are connected to fill and embankment walls above and cutting walls and excavation below. They may also interact directly with the terrain, making them the most complex of all components.

[0070] The components of drainage ditch are slope protection road - drainage ditch protection - drainage ditch bottom - drainage ditch protection - debris platform - drainage ditch slope, and each detailed component can be configured with parameters.

[0071] When the drainage ditch interacts with the terrain, it is sometimes too close and is handled cheaply during actual construction. Since the drainage ditch masonry itself has a certain height, the drainage ditch elevation has the ditch surface elevation and the ditch bottom elevation. When writing the algorithm, the point where the last level of fill slope extension line intersects with the ground line is called a virtual point, and its attribute also has an elevation. The ditch surface elevation, ditch bottom elevation, virtual point elevation, and ground point elevation interact with each other, and the distance between the end point of the drainage ditch and the terrain point falls between the four elevations, forming four basic situations of the drainage ditch, namely, the normal situation, the drainage ditch position offset, the drainage ditch elevation offset, and the drainage ditch position and elevation offset at the same time.

[0072] (6) Cutting wall The cutting wall component is connected to the drainage ditch component and only exists in the excavation state. Its principle and parameter composition are roughly the same as other retaining walls. When there is no cutting wall in the overall diagram, the cutting wall component shrinks to the minimum state. When there is a cutting wall in the overall diagram, a three-dimensional polyline with an offset distance of 5 is set on the side of the road centerline close to the cutting wall. After the algorithm recognizes the existence, it determines the existence of the cutting wall, and the road model presents the cutting wall within the corresponding range outside the drainage ditch. Slightly different from other retaining walls, regardless of whether the cutting wall component exists, the components behind the cutting wall do not shrink, and the excavation component always exists until it interacts with the terrain.

[0073] (7) Excavation The excavation components are connected to the cutting wall components, which are similar to the filling components, except that the lower filling is changed to the upper excavation, and the cycle is connected to the tenth level. The rest are the same and will not be repeated here.

[0074] After all components are edited, the editing results are exported in PKT format. In Civil 3D software, import each component to form a component library. In the component library, components are formed according to the idea of ​​road cross section - shoulder wall - sixth-level fill - embankment wall - drainage ditch - cutting wall - tenth-level excavation, and saved as CAD standard templates for reuse.

[0075] After importing the route plan and longitudinal section data, generate accurate route offset lines according to the pile numbers in the road, bridge and tunnel table for subsequent road modeling to distinguish types. According to the horizontal and longitudinal data and route offset lines, match the cross-section components to generate a road model. The road model is checked against the overall drawing, and a small part needs to be modified manually. Since the cross-section component already covers most cases, the efficiency of this step has been more than doubled compared to the original.

[0076] In this embodiment, the combined cross section is formed into components according to the idea of ​​road cross section - shoulder wall - sixth-level fill - embankment wall - drainage ditch - cutting wall - tenth-level excavation. Each component independently completes its internal function and controls whether the component is visible in the minimum state, so as to achieve the effect of coping with various situations with a set of components, which is truly exquisite and comprehensive. Among them, each component is parameterized and easy to maintain and promote. The cross-section combined algorithm is based on roads, bridges and tunnels, and various situations in the road are classified and numbered. The control of left and right lines and one-way slope is realized through offset lines. At the same time, the default parameters can be modified by assigning values ​​to three-dimensional polylines.

[0077] The rapid modeling method is based on plane data, longitudinal section data, and terrain data, and incorporates a cross-section algorithm template. Only a small number of parameters need to be filled in to quickly generate the main line model of the entire line. After the interchange part is modeled according to the number of ramps, it can be completed by making a small amount of manual modifications using tools such as cut lines. The components of the algorithm form a component library, and subsequent updates and modifications only require upgrading individual components. The workload is controllable and maintenance is relatively easy. At the same time, the algorithm components form a CAD template, which takes into account both modeling efficiency and accuracy, can be reused, and is easy to promote to other projects.

[0078] Furthermore, the classification and logical judgment processing of the road width types are described according to a specific implementation method, as shown in the following table.

[0079] Table 1 List of road width types

[0080] Numbers 1 and 2 are for the left and right lines, and for the half-width roadbed. If the horizontal and vertical sections of the adjacent roads are different from the original, it can be determined as the left and right lines. At this time, the component only displays one side line with the center line of the road as the axis, and the other side line shrinks to the minimum state. Number 3 is the full-width roadbed, and the component is completely retained, which is the most common situation. Numbers 4 and 5 are for the half-width bridge. The component uses the center line of the road as the axis, and the slope of one side of the roadbed is normally cut, and the bridge code is displayed on the other side. There is no slope on the outside of the bridge and a dedicated guardrail code is set. Number 6 is a full-width bridge, and the slope of both sides is not cut. The default bridge piers are set at 30-meter intervals under the bridge deck according to the pile number. Numbers 7 and 8 are single-line bridges under the left and right line conditions, which are slightly different from the half-width bridge. At this time, the cross-sectional components of the side line without the roadbed are half displayed, but the slope of both sides is normally cut. Numbers 9 and 10 are tunnel situations. The tunnel does not consider the slope, and there is no full-width tunnel situation. Only half-width tunnels can be made in the road components. Number 11 is a special case, which leaves an interface for manual modification of road collapse, flattening, etc. This completes the processing of all situations of the main line road.

[0081] In addition, this embodiment also provides a ramp and a separated intersecting slope processing method.

[0082] In the interchange range, ramps intersect each other, and their slopes sometimes overlap. It is necessary to manually process the slope range by referring to the overall drawing and construction drawing. In mountainous and hilly areas, there are many levels of slope reduction, which cannot be simply flattened. It is necessary to manually draw a slope reduction boundary range. Usually, the boundary is at the middle line where the slopes meet, which is called the slope shear line.

[0083] The slope shear line can be copied and pasted from the overall drawing or drawn manually. The principle is that after the slope shear line is identified, the cross-section of the slope component outside the shear line shrinks to the minimum state, presenting a small cross-section on the model, thereby handling the ramp slope. It can be understood that the slope component is a general term for fill, embankment wall, drainage ditch, cutting wall and excavation. Please refer to Figure 4 , which shows a schematic cross-sectional view of the slope shear line provided by an embodiment of the present invention. As can be seen from the cross-sectional view, the slope of the left ramp and the right main line both stop at the shear line, and there is still a certain distance from the ground line where they stop. In the model, the slopes of the main line and the ramp intersect perfectly, and the position is completely consistent with the overall diagram and the cross-section, which meets the accuracy and has a good performance effect.

[0084] After the preliminary BIM model is refined, it is lightweighted using the QEM algorithm to control the maximum length and intersection angle of the mesh surface, reduce redundant edges, generate the final BIM model, and establish a deliverable road surface model.

[0085] Since the cross-section component already includes all road conditions, the operation of manually selecting corresponding components based on road conditions in traditional design can now be solved once by the combined cross-section component and automatically calculated by the computer. This will reduce a lot of manual selection and improve modeling efficiency.

[0086] In order to verify the effect of the combined cross-section components, a mountain highway project A with preliminary design, a hilly reconstruction and expansion highway project B with construction drawing design, and a plain new highway project C with construction drawing design were selected for modeling efficiency tests at the same level of model accuracy (LOD). The projects were divided into four categories according to the main line, hub, interchange, and service area. The original process or combined cross-section was randomly selected for modeling, keeping the number roughly balanced and estimating the total time to complete the sub-item according to the coefficient. The results are shown in Table 2.

[0087] Table 2 Modeling time table

[0088] Actual engineering projects show that compared with the original "one section and one face" modeling process, the combined cross-section modeling reduces the time used in mainline projects by more than half, and the efficiency of the comprehensive judgment method of roads, bridges and tunnels is significantly improved; the time used in projects with multiple ramps and complex road conditions such as hubs and interchanges can also be reduced by about half; the time used in simpler projects such as service areas is still reduced but not significantly. According to the above project total time data, the combined cross-section modeling time is about 45% of the original process at the same accuracy.

[0089] After using the combined cross-section modeling method to quickly establish the BIM model, the idea of ​​the combined cross-section can also be extended to other platforms with the road BIM model as the core, that is, using the BIM model as the data base to extend upstream and downstream, establish a related ecosystem, cover the entire life cycle of the project, and realize the digital empowerment of the project.

[0090] On the other hand, an embodiment of the present invention further provides an electronic device, which includes a processor, a network interface and a memory, wherein the processor, the network interface and the memory are interconnected, wherein the memory is used to store a computer program, the computer program includes program instructions, and the processor is configured to call the program instructions to execute the above-mentioned road combined cross-section modeling method.

[0091] In the embodiments of the present invention, the processor may be an integrated circuit chip having the ability to process signals. The processor may be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0092] The methods, steps and logic block diagrams disclosed in the embodiments of the present invention can be implemented or executed. The general processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the embodiments of the present invention can be directly embodied as a hardware decoding processor for execution, or can be executed by a combination of hardware and software modules in the decoding processor. The software module can be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The processor reads the information in the storage medium and completes the steps of the above method in combination with its hardware.

[0093] The storage medium may be a memory, which may be, for example, a volatile memory or a nonvolatile memory, or may include both volatile and nonvolatile memory.

[0094] Among them, the non-volatile memory can be a read-only memory (ROM), a programmable ROM (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory.

[0095] The volatile memory may be a random access memory (RAM) which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), sync link DRAM (SLDRAM), and direct rambus RAM (DRRAM).

[0096] The storage media described in the embodiments of the present invention are intended to include, but are not limited to, these and any other suitable types of memory.

[0097] It should be understood that the system disclosed in the present invention can be implemented in other ways. For example, the division of the modules is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the communication connection between modules can be through some interfaces, indirect coupling or communication connection of servers or units, which can be electrical or other forms.

[0098] In addition, each functional module in each embodiment of the present invention may be integrated into one processing unit, each module may exist physically separately, or two or more modules may be integrated into one processing unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional unit.

[0099] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0100] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A road combined cross-section modeling method, characterized in that: The method comprises: Generate parametric components based on road cross sections; Generate route offset line based on horizontal and vertical data and stake number of target route; Matching the parameterized components according to the route offset line to obtain a road model; Among them, parameterized components are generated based on the road cross section, including: Generate an origin according to the centerline point of the road cross section, generate corresponding three-dimensional points according to the origin combined with the road cross section parameters, and connect them to obtain a cross section component; The cross-section components include road pavement components, shoulder wall components, fill components, embankment wall components, drainage ditch components, cutting wall components and excavation components; Taking the road pavement component as the center, the shoulder wall component, the fill component, the embankment wall component, the drainage ditch component, the cutting wall component and the excavation component are connected in sequence to generate a parametric component.

2. A road combined cross-section modeling method according to claim 1, characterized in that: Matching the parameterized component according to the route offset line includes: Based on the advancing direction and the preset step length of the route offset line, matching the origin of the parameterized component and generating a corresponding number of parameterized components; The generated parameterized components are connected end to end to form a mesh surface to obtain a road model.

3. A road combined cross-section modeling method according to claim 2, characterized in that: The method further comprises: The mesh surface is lightweighted using the QEM algorithm to obtain a lightweight road model.

4. A road combined cross-section modeling method according to claim 1, characterized in that: The method further comprises: The parameterized components are constrained based on the terrain data of the target route, specifically including: constraining the number of levels of the fill components according to the terrain data; constraining the position of the gutter member according to the terrain data; The number of levels of the cut components is constrained according to the terrain data.

5. A road combined cross-section modeling method according to claim 1, characterized in that: The method further comprises: The parameterized components are constrained based on the road, bridge and tunnel data of the target route; the road, bridge and tunnel data include roadbed, bridge and tunnel; Constraining the parameterized component specifically includes: If one side of the target route is a roadbed, the non-roadbed on the other side is shrunk to a point, and the adjacent horizontal and vertical sections are identified to generate parameterized components; or, a guardrail is placed on the bridge on the other side instead of grading to generate parameterized components; or, a tunnel on the other side is not graded to generate parameterized components; If one side of the target route is a bridge, guardrails are placed instead of grading, the non-roadbed on the other side is shrunk to points, and adjacent horizontal and vertical sections are identified to generate parametric components; or guardrails are placed instead of grading on the bridge on the other side, and interval bridge piers are generated according to pile numbers to generate parametric components; When one side of the target route is a tunnel, no grading is set, the non-roadbed corresponding to the other side is shrunk to a point, and the adjacent horizontal and vertical sections are identified to generate parametric components.

6. A road combined cross-section modeling method according to claim 5, characterized in that: The constraint of the parameterized component also includes the situation that there is no roadbed on both sides of the line, and the parameterized component is set to be manually modified accordingly.

7. A road combined cross-section modeling method according to claim 1, characterized in that: The method further comprises: Constraining the slope components in the parameterized component based on manually set slope shear lines; When the slope component recognizes the slope shear line, the portion other than the slope shear line is shrunk into a point.

8. A road combined cross-section modeling method according to claim 1, characterized in that: Based on the presence of shoulder wall components in the parameterized component, the fill components, embankment wall components, drainage ditch components, cutting wall components and excavation components are shrunk to points.

9. A method for modeling a combined road cross section according to claim 1, characterized in that: Based on the presence of embankment wall components in the parameterized component, the drainage ditch components, cutting wall components and excavation components are shrunk to points.

10. An electronic device, characterized in that: The device comprises a memory and a processor; Wherein, the memory is used to store computer programs; the processor is used to call and execute the computer program, so that the device executes a road combined cross-section modeling method described in any one of claims 1 to 9.

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