A highway disaster reduction route selection method in strong earthquake areas based on multi-source digital information

Abstract

The present application provides a highway disaster reduction route selection method based on multi-source digital information, which relates to the technical field of highway route selection. The method includes: constructing a geographic information database for the area through which the highway route passes; analyzing the area through which the highway route passes based on the data in the geographic information database, determining the necessary points and prohibited areas of the highway route, and generating a comprehensive geological suitability evaluation layer, a slope structure layer, and a disaster susceptibility layer based on the analysis results; performing raster calculation layer superposition on the comprehensive geological suitability evaluation layer, the slope structure layer, and the disaster susceptibility layer, and determining the passable area based on the result of the layer superposition; within the passable area, constructing a target path optimization model based on the highway route selection objective function, executing a path search algorithm in the target path optimization model, and outputting a seismic-resistant highway route, which can improve the reliability and safety of highway route selection.

Description

Technical Field

[0001] This application relates to the technical field of highway route selection, and particularly relates to a highway disaster reduction route selection method in strong earthquake areas based on multi-source digital information. Background Art

[0002] The geological structure activities in strong earthquake areas are frequent and intense, and the stratum structure is complex and changeable. Geological structures such as faults and folds are widely distributed. These structures not only make the rocks fragmented and the rock mass integrity poor, but also may cause local stress concentration. During the highway construction process, if the route is not properly selected and passes through fault fracture zones, geological disaster-prone areas, etc., it is extremely easy to cause engineering geological problems such as uneven settlement of the foundation and slope instability, severely damaging the structures such as highway bridges and tunnels, and even completely invalidating them. At the same time, the properties of rock and soil masses in strong earthquake areas are also relatively special. Due to the long-term action of seismic forces, the mechanical properties of rock and soil masses change, and their shear strength, bearing capacity and other indicators decrease. In addition, there may be a large amount of loose accumulations in strong earthquake areas, such as accumulations formed by collapses and landslides. These accumulations are prone to secondary disasters under the induction of factors such as earthquakes or rainfall, bringing great potential safety hazards to the construction and operation of highways.

[0003] Nowadays, the construction of transportation infrastructure plays a crucial role in aspects such as regional economic development, social communication, and emergency rescue. As an important part of the transportation network, the reasonable route selection of highways is the key link to ensure the safe, efficient, and economic operation of highway projects. Traditional highway route selection methods are mainly based on on-site surveys and empirical judgments, and the consideration of geological conditions and seismic effects is not comprehensive and in-depth enough. On-site surveys are often restricted by conditions such as terrain and traffic, and it is difficult to obtain geological information over a large range and with high precision. Moreover, traditional methods are difficult to effectively predict and evaluate seismic activities and their secondary disasters, and cannot accurately quantify the risk levels of different route schemes under seismic action. In addition, traditional route selection methods are less efficient in dealing with multi-source data and complex spatial relationships, and it is difficult to comprehensively consider various factors such as geology, terrain, traffic, and economy, resulting in certain blindness and irrationality in the route selection results, increasing the cost and risk of highway construction.

[0004] CN101540020A discloses a three-dimensional highway route selection method, which obtains the DEM and high-resolution image maps of the area through which the route passes for preliminary planar route determination; conducts three-dimensional horizontal and vertical route determination; conducts three-dimensional model route determination to determine the final selected route. However, the cost of obtaining high-resolution image data is high, and the processing process has strict requirements for hardware. CN114418333A discloses a multi-factor comprehensive weight determination method for highway route scheme evaluation, providing a multi-factor comprehensive weight determination method for highway route scheme evaluation with a quantifiable subjective and objective comprehensive decision-making optimization model. However, when determining the factor weights, there are no clear and definite operation steps and verification means, and the weights are prone to deviation in actual application.

[0005] CN119203304A discloses a highway route selection optimization method and system based on AI and quantitative parameter constraints, including establishing an initial preset parameter library for highway route selection, using high-precision remote sensing technology, drones, GIS databases and traffic monitoring systems to collect quantitative data, and automatically preprocess the data, develop and train deep learning models, and obtain the optimal route selection scheme. However, AI model training requires massive high-quality data and precise annotations, consumes a lot of computing resources and time, and the geological and topographical differences in different regions are large, and the generalization ability of the model is questionable.

[0006] CN116957326A discloses a method for selecting a road ecological geological route with low environmental impact, including an intelligent control center, a GPS positioning device, and a remote sensing information processing module. The terrain information is collected by detecting a remote sensing detector, and the terrain information is positioned in combination with a GPS positioning device. Finally, the processed terrain information is transmitted to the intelligent control center for storage. The operator can connect the signal of the intelligent control center through an external display to understand the corresponding terrain information. However, the remote sensing detector is restricted by factors such as weather and terrain shielding, and the accuracy of the data is difficult to guarantee. The collaborative working mechanism of each module is unclear, and data transmission and processing problems are prone to occur. Moreover, none of the above considers the control conditions such as the complex regional geology, slope structure and geological disaster susceptibility in the strong earthquake zone. After consulting the data, it is found that there are few invention patents in the field of highway route selection technology, and the advanced technologies such as GIS are not fully utilized. The data processing and analysis methods are relatively single, and it is difficult to comprehensively and accurately evaluate the advantages and disadvantages of the route plan, but the pain points of geological route selection still exist for a long time. Summary of the invention

[0007] Based on this, the present application provides a method for selecting highway routes for disaster reduction in strong earthquake zones based on multi-source digital information, which can simultaneously consider and process a variety of data related to highway route selection, such as geological, topographic, earthquake, traffic and other data, and can conduct comprehensive and in-depth analysis and evaluation of the geological structure, slope stability, and susceptibility to geological disasters in strong earthquake zones.

[0008] The present application provides a highway disaster reduction route selection method based on multi-source digital information, including: constructing a geographic information database for the area through which the highway route passes; performing geological structure analysis, bad geology analysis, disaster susceptibility analysis, and slope mass structure analysis on the area through which the highway route passes based on the data in the geographic information database, determining the necessary passing points and restricted areas of the highway route, and generating a comprehensive geological suitability evaluation layer, a slope structure layer, and a disaster susceptibility layer based on the analysis results; performing raster calculation layer overlay on the comprehensive geological suitability evaluation layer, the slope structure layer, and the disaster susceptibility layer, and determining the passable area based on the layer overlay result; within the passable area, constructing a target path optimization model based on the highway route selection objective function, and executing a path search algorithm in the target path optimization model to output an earthquake-resistant highway route.

[0009] According to an embodiment of the present application, the constructing of the geographic information database for the area through which the highway route passes includes: collecting digital elevation model data and orthophoto image data for the area through which the highway route passes; integrating current road network, water system vector data, and urban planning boundary data; obtaining seismic activity data, where the seismic activity data includes spatial distribution vector data of active fault zones and historical earthquake data; processing geological structure data to generate an engineering geological map including stratigraphic lithology classification, fault line, and fold axis distribution; converting all data into a geographic coordinate system and performing spatial registration to construct the multi-source data fusion geographic information database.

[0010] According to an embodiment of the present application, the performing of geological structure analysis, bad geology analysis, disaster susceptibility analysis, and slope mass structure analysis on the area through which the highway route passes based on the data in the geographic information database, determining the necessary passing points and restricted areas of the highway route, and generating a comprehensive geological suitability evaluation layer, a slope structure layer, and a disaster susceptibility layer based on the analysis results includes: calculating the slope aspect and slope gradient in the area through which the highway route passes; comparing the calculated slope aspect data with the formation dip data to determine whether the slope mass is a forward slope or a reverse slope; determining whether each slope mass is a highway cutting slope; in the case where the slope mass is a highway cutting slope, calculating the cutting height; generating the slope structure layer based on the slope aspect, slope gradient, determination result of whether the slope mass is a forward slope or a reverse slope, whether it is a highway cutting slope, and the cutting height.

[0011] According to an embodiment of the present application, the calculating of the slope aspect and slope gradient of the slopes in the area through which the highway route passes includes:

[0012] Using the algorithm of a neighborhood window of a target size, determining the slope gradient of the central grid by calculating the elevation difference between the slope gradient and adjacent grids; setting the elevation of the central grid as and the elevation of the adjacent grid as ( = 1, 2, …, n), calculate the slope through the arctangent function:

[0013]

[0014] Wherein, includes the elevation of the central grid and the elevations of the adjacent grids of the central grid ; and are respectively and the elevation change rates in the directions, which are calculated through the elevation differences of adjacent grids;

[0015] According to the elevation change rates in the x and y directions, use the arctangent function to calculate the angle with the due north direction, and determine the slope direction of the slope.

[0016] According to an embodiment of the present application, the neighborhood window is a 3×3 neighborhood window, or a neighborhood window larger than 3×3.

[0017] According to an embodiment of the present application, the comparison of the calculated slope direction data with the formation dip data to determine whether the slope body is a forward slope or a reverse slope includes: based on the collected formation dip data, comparing the calculated slope direction data with the formation dip data; in the case where the angle between the slope direction and the formation dip is less than the first angle threshold and the directions are the same, determining that the slope is a forward slope; in the case where the angle between the slope direction and the formation dip is greater than the second angle threshold, determining that the slope is a reverse slope.

[0018] According to an embodiment of the present application, the determination of whether each slope body is a highway cut slope includes: calling the highway vector line layer from the geographic information database, converting the highway vector line layer into a raster layer; detecting the elevation change of the adjacent terrain raster at the position of the highway raster in the raster layer, if the elevation change exceeds the change threshold and there is a height difference in the terrain elevations on both sides of the highway, then determine a highway cut slope.

[0019] According to an embodiment of the present application, in the case where the slope body is a highway cut slope, calculating the cut slope height includes: at the position determined to be a highway cut slope, obtaining the highest elevation and the lowest elevation within a preset range of the terrain rasters on both sides of the highway, and the difference between the highest elevation and the lowest elevation is the cut slope height of the highway cut slope.

[0020] According to an embodiment of the present application, within the passable area, a target path optimization model is constructed based on the highway route selection objective function, and a path search algorithm is executed in the target path optimization model to output a seismic-resistant highway route, including: constructing a multi-objective optimization model with the engineering cost, seismic risk impact, route connectivity, and service benefit as objectives; wherein, the engineering cost is estimated based on land use type and terrain slope data, and the seismic risk impact is quantified by the fault zone avoidance distance and the disaster susceptibility probability value; using the Dijkstra algorithm or the A* algorithm to search for highway candidate paths that satisfy the constraints of route length, slope, and curve radius; evaluating the slope stability of the highway candidate paths by loading ground motion parameters, and simulating the influence range of secondary disasters of the earthquake to dynamically correct the highway candidate paths to obtain the corrected highway paths; iteratively optimizing the model parameters according to the simulation results of the multi-objective optimization model to output a seismic-resistant highway route.

[0021] According to an embodiment of the present application, the method further includes: comprehensively evaluating the output highway route; if the highway route does not meet the seismic requirements, repeat the steps of outputting the seismic-resistant highway route until the output highway route meets the comprehensive evaluation, and output the highway route that meets the seismic requirements.

[0022] Compared with the prior art, the beneficial effects of the present application are: by integrating multi-source geographic information data and constructing a multi-dimensional analysis model, and through multi-level geological analysis based on the geographic information database, high-incidence earthquake disaster areas and geological weak points can be accurately identified, and the safety foundation of route selection can be significantly improved by designating necessary points and restricted areas; the complex geological conditions are converted into visual spatial data by using the rasterized layer superposition method, making the determination of the passable area more objective and efficient, and potential risks such as landslides and faults can be effectively avoided; through an optimization model that combines the objective function and the path search algorithm, on the premise of ensuring seismic performance, multiple factors such as route length, engineering cost, and environmental interference can be dynamically balanced, and a route plan with the optimal comprehensive benefit can be output. The highway disaster reduction route selection method provided in the present application has the advantages of strong risk prediction ability, high spatial analysis accuracy, and multi-objective collaborative optimization compared with the traditional manual route selection method, and can provide data-driven decision support for highway planning in complex geological environments in strong earthquake areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a step schematic diagram of the highway disaster reduction route selection method in strong earthquake areas based on multi-source digital information provided by an embodiment of the present application.

[0024] Figure 2 It is an implementation flowchart of the highway disaster reduction route selection method in strong earthquake areas based on multi-source digital information provided by an embodiment of the present application.

[0025] Figure 3 It is an orthophoto map of the area through which the highway route provided by the embodiment of the present application passes.

[0026] Figure 4 It is a distribution map of mountain shadows and slope units provided by the embodiment of the present application.

[0027] Figure 5 It is a schematic diagram of aspect distribution provided by the embodiment of the present application.

[0028] Figure 6 It is a schematic diagram of elevation distribution characterizing historical geological disaster data provided by the embodiment of the present application.

[0029] Figure 7 It is a schematic diagram of a disaster susceptibility layer provided by the embodiment of the present application.

[0030] Figure 8 It is a schematic diagram of the output highway route plan provided by the embodiment of the present application. Detailed implementation manners

[0031] The present application will be further described in detail below in combination with test examples and specific implementation manners. However, this should not be understood as limiting the scope of the above-mentioned subject matter of the present application to the following embodiments. All technologies implemented based on the content of the present application belong to the scope protected by the present application.

[0032] In the description of the specific embodiments of the present application, without special explanation, the expression terms indicating the orientation or positional relationship such as "upper", "lower", "left", "right", "center", "inner", "outer", "side", etc. are all based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship when the product / device / device is usually used and placed. These terms of orientation or positional relationship are only for the convenience of describing the solution of the present application or simplifying the description in the specific embodiment, so as to facilitate technicians to quickly understand the solution, rather than indicating or implying that a specific device / component / element must have a specific orientation or be constructed and operated in a specific positional relationship. Therefore, it should not be construed as a limitation to the present application.

[0033] In the description of the embodiments of the present application, the technical terms "first", "second", etc. only distinguish one entity or operation from another entity or operation, and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity, specific order or primary-secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "a plurality" is two or more, unless otherwise specifically defined.

[0034] References herein to "embodiments" mean that the particular features, structures, or characteristics described in connection with the embodiments can be included in at least one embodiment of the present application. The phrase appears in various places in the specification and does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0035] Please refer to Figure 1 , Figure 1 which is a schematic diagram of the steps of the highway disaster reduction route selection method for strong earthquake areas based on multi-source digital information provided by an embodiment of the present application. The steps of the highway disaster reduction route selection method for strong earthquake areas based on multi-source digital information may include:

[0036] S1. Construct a geographic information database for the area through which the highway route passes.

[0037] S2. Based on the data in the geographic information database, conduct geological structure analysis, adverse geology analysis, disaster susceptibility analysis, and slope structure analysis on the area through which the highway route passes, determine the necessary passing points and restricted areas of the highway route, and generate a comprehensive geological suitability evaluation layer, a slope structure layer, and a disaster susceptibility layer based on the analysis results.

[0038] S3. Perform raster calculation layer overlay on the comprehensive geological suitability evaluation layer, the slope structure layer, and the disaster susceptibility layer, and determine the passable area based on the results of the layer overlay.

[0039] S4. Within the passable area, construct a target path optimization model based on the highway route selection objective function, execute a path search algorithm in the target path optimization model, and output an earthquake-resistant highway route.

[0040] Please refer to Figure 1 on the basis of Figure 2 , Figure 2 which is a flowchart of the implementation of the highway disaster reduction route selection method for strong earthquake areas based on multi-source digital information provided by an embodiment of the present application. The method provided by the present application will be specifically described below with reference to the flowchart of the implementation.

[0041] In step S1, it is necessary to collect high-precision DEM, high-definition orthophoto images, and current road network, water system, earthquake, geology, and town data within the area through which the route passes according to the overall plan. Specifically, the ways to construct a regional geographic information database for the area through which the highway route passes may include:

[0042] Collect digital elevation model data and orthophoto data of the area through which the highway route passes; integrate the existing road network, water system vector data and urban planning boundary data; obtain seismic activity data, which includes spatial distribution vector data of active fault zones and historical earthquake data; process geological structure data to generate engineering geological maps containing stratigraphic lithology classification, fault lines and fold axis distribution; convert all data into a geographic coordinate system and perform spatial registration to construct the geographic information database with multi-source data fusion.

[0043] Please see Figure 3 , Figure 3 The orthophoto map of the area through which the highway route provided in the embodiment of the present application passes. The orthophoto map can provide high-precision terrain reference for geological interpretation and slope unit division, thereby constructing a geographic information database. Figures 3 to 8 The scales and numbers around the map are longitude and latitude markings.

[0044] After constructing a geographic information database based on multi-source digital information, it is necessary to clarify the starting and ending points, necessary points, "three zones and three lines" and other controlling factors of the highway route. Analyze the main factors that may affect the route plan, such as regional geological structure, slope structure and unfavorable geology, and disaster susceptibility evaluation, and finally clarify the necessary points and prohibited areas, that is, detour areas.

[0045] Specifically, in step S2, the method of performing geological structure analysis and adverse geological analysis on the area through which the highway route passes includes:

[0046] Obtain regional geological maps with information on stratum lithology, folds, faults, and geotechnical parameter data. Obtain the distribution, scale, and development degree of adverse geological phenomena such as landslides, debris flows, karst, and goafs through geological surveys, remote sensing interpretation, and historical data. Use digital elevation model (DEM) data to understand terrain undulations, slopes, and slope directions; as well as hydrological data and existing transportation network data.

[0047] In some embodiments, the comprehensive geological suitability evaluation layer can be obtained by:

[0048] After data collection is completed, it is processed and analyzed. Different lithologies are classified and suitability weights are assigned based on geological maps. Complex geological structural areas, folds and fault locations are identified and complex structural areas are set as unsuitable or low-suitability areas. At the same time, the danger of adverse geology is assessed, the manageability and economic feasibility of individual potential adverse geology are evaluated, and the area is marked. The slope is calculated and the slope aspect is analyzed using DEM data. The river and lake buffer zones are determined based on hydrological data and the groundwater level is analyzed. The results of each thematic analysis are then superimposed to obtain a comprehensive geological suitability evaluation layer.

[0049] In some embodiments, the slope structure layer can be obtained in the following manner:

[0050] Calculate the aspect and slope of the slopes in the area through which the highway route passes;

[0051] Compare the calculated aspect data with the formation dip data to determine whether the slope body is a forward slope or a reverse slope;

[0052] Determine whether each of the slope bodies is a highway cutting slope;

[0053] In the case where the slope body is a highway cutting slope, calculate the cutting height;

[0054] Generate the slope structure layer based on the aspect, slope, the determination result of whether the slope body is a forward slope or a reverse slope, whether it is a highway cutting slope, and the cutting height.

[0055] Please refer to Figure 4 , Figure 4 which is the mountain shadow and slope unit distribution map provided by the embodiments of the present application. Figure 4 In this figure, the terrain undulation is displayed by rendering the mountain shadow, and the slope unit division is superimposed to identify potential cutting areas. Optionally, in the process of obtaining the slope structure layer, the method of calculating the aspect and slope of the slopes in the area through which the highway route passes may include:

[0056] Using the algorithm of a neighborhood window of a target size, determine the slope of the central grid by calculating the elevation difference between the slope and the adjacent grids; let the elevation of the central grid be , and the elevation of the adjacent grid be ( = 1, 2,..., n), and calculate the slope through the arctangent function:

[0057]

[0058] where includes the elevation of the central grid and the elevation of the adjacent grid of the central grid ; and are respectively and the elevation change rates in the directions, which are calculated through the elevation difference of the adjacent grids;

[0059] According to the elevation change rates in the x and y directions, use the arctangent function to calculate the angle with the due north direction to determine the aspect of the slope.

[0060] Among them, the neighborhood window of the target size can be a neighborhood window of 3×3 size, or a neighborhood window larger than 3×3. Taking the neighborhood window of 3×3 size as an example, the slope of the central grid is determined by calculating the elevation difference between it and the adjacent 8 grids. Assume the elevation of the central grid is , and the elevation of the adjacent grid is ( = 1, 2,..., 8), and the slope is calculated through the arctangent function: , which is calculated from the elevation difference of adjacent grids. The aspect is the angle with the due north direction calculated by the arctangent function according to the elevation change rates in the x and y directions. Please refer to Figure 5 , Figure 5 which is the aspect distribution schematic diagram provided by the embodiment of the present application.

[0061] Optionally, in the process of obtaining the slope structure layer, the method for determining whether the slope body is a forward slope or a reverse slope may include:

[0062] Based on the collected formation dip data, compare the calculated aspect data with the formation dip data;

[0063] When the angle between the aspect and the formation dip is less than the first angle threshold and the directions are the same, determine that the slope is a forward slope;

[0064] When the angle between the aspect and the formation dip is greater than the second angle threshold, determine that the slope is a reverse slope.

[0065] Specifically, based on the collected formation dip data, compare the calculated aspect data with the formation dip data, set a first angle threshold (such as 30°), when the angle between the aspect and the formation dip is less than this first angle threshold and the directions are the same, determine it as a forward slope; when the angle between the two is greater than the second angle threshold, such as 150° (180° - 30°), it can be determined as a reverse slope.

[0066] Optionally, in the process of obtaining the slope structure layer, the method for determining whether each slope body is a highway cut slope may include:

[0067] Call the highway vector line layer from the geographic information database and convert the highway vector line layer into a raster layer;

[0068] Detect the elevation change of the adjacent terrain grids at the position of the highway grids in the raster layer. If the elevation change exceeds the change threshold and there is a height difference in the terrain elevation on both sides of the highway, determine the highway cut slope.

[0069] Specifically, convert the highway vector line layer into a raster layer and perform overlay analysis with the terrain DEM raster layer. By detecting the elevation changes of adjacent terrain rasters where the highway raster is located, if the elevation change exceeds a certain threshold (such as 1 m) and there is an obvious height difference in the terrain elevation on both sides of the highway, it can be determined as a cut slope.

[0070] Optionally, in the process of obtaining the slope structure layer, the methods for calculating the cut slope height may include:

[0071] At the position determined as a highway cut slope, obtain the highest elevation and the lowest elevation within a preset range of the terrain rasters on both sides of the highway. The difference between the highest elevation and the lowest elevation is the cut slope height of the highway cut slope.

[0072] Specifically, at the position determined as a cut slope, calculate the cut slope height by obtaining the maximum elevation difference of the terrain rasters on both sides of the highway. Using the raster analysis tool in the terrain information system, extract the highest and lowest elevations of the terrain rasters within a certain range (such as 50 m) on both sides where the highway crosses the slope. The difference between the two is the cut slope height.

[0073] In some embodiments, the disaster susceptibility layer can be obtained through the following methods:

[0074] First, collect various types of basic data, including terrain data (such as DEM, used to extract slope, aspect, terrain undulation degree, etc.), geological data (stratigraphic lithology, geological structure, etc., different lithologies and structures affect the probability of disasters), hydrological data (river distribution, groundwater level, etc., affecting the stability of rock and soil masses), meteorological data (precipitation, earthquake, etc., factors triggering disasters), and historical geological disaster data. Please refer to Figure 6 , Figure 6 which is the elevation distribution schematic diagram of the historical geological disaster data provided by the embodiments of this application.

[0075] Then, based on these data, use evaluation models such as the analytic hierarchy process, information quantity model, and logistic regression model to determine the weights and contribution degrees of each influencing factor. Process and overlay analyze the data of each factor according to the model requirements. On the GIS platform, adopt the random forest model (RF). Based on the foregoing results, randomly draw n sample sets of the same size as the original sample set (usually 2 / 3 of m) from the training set m with replacement. Then establish a decision tree model for each training sample to obtain n classification results. Finally, vote according to the n classification results to output the final result and generate the disaster susceptibility layer. Please refer to Figure 7 , Figure 7 which is the schematic diagram of the disaster susceptibility layer provided by the embodiments of this application. Among them, the more the color tends to the warm color tone, the higher the disaster susceptibility of the area. Red represents the existing geological disasters in the historical data.

[0076] After obtaining the comprehensive geological suitability evaluation layer, the slope structure layer, and the disaster susceptibility layer, the raster calculation layer overlay of the comprehensive geological suitability evaluation layer, the slope structure layer, and the disaster susceptibility layer obtained in step S2 can be performed, and the passable area can be determined based on the result of the layer overlay.

[0077] Optionally, after determining the passable area in step S4, within the passable area, based on the highway route selection objective function, a target path optimization model can be constructed. The ways to execute the path search algorithm in the target path optimization model and output the earthquake-resistant highway route can include:

[0078] Construct a multi-objective optimization model with the engineering cost, earthquake risk impact, route connectivity, and service benefit as the objectives; among them, the engineering cost is estimated based on the land use type and terrain slope data, and the earthquake risk impact is quantified by the fracture zone avoidance distance and the disaster susceptibility probability value;

[0079] Use the Dijkstra algorithm or the A* algorithm to search for highway candidate paths that meet the constraints of route length, slope, and curve radius;

[0080] Evaluate the slope stability of the highway candidate path by loading ground motion parameters, and simulate the influence range of the secondary disasters of the earthquake to dynamically correct the highway candidate path to obtain the corrected highway path;

[0081] Iteratively optimize the model parameters according to the simulation results of the multi-objective optimization model, and output the earthquake-resistant highway route.

[0082] Specifically, within the passable area, a model is constructed based on the network analysis function of the geographic information system, with the objective function of minimizing engineering costs, minimizing the impact of seismic risks, maximizing route connectivity, and service benefits. Engineering costs include land acquisition costs, earthwork and stonework costs, bridge and tunnel construction costs, etc., which are estimated by obtaining data such as land use types and terrain slopes through the geographic information system; the impact of seismic risks is evaluated based on factors such as seismic activity frequency, magnitude, and geological structure, and higher risk costs are assigned to routes passing through seismic fault zones and high-seismic-risk areas; route connectivity considers the connection with the existing road network and the coverage of towns and important nodes along the line; service benefits are measured by combining traffic flow forecasts and regional economic development needs. Constraint conditions such as route length, slope, and curve radius are set, and path search algorithms such as the Dijkstra algorithm or A* algorithm are used to gradually search for the route plan that passes through each necessary point and satisfies the optimal objective function starting from the starting point while meeting the constraint conditions. At the same time, considering the particularity of the strong earthquake area, a seismic disaster simulation analysis is carried out on the route plan to evaluate the safety of the route under different seismic scenarios, such as simulating the impact of secondary disasters such as landslides and debris flows caused by earthquakes on the route, and further optimizing the route plan to ensure that the finally determined route has high safety and feasibility in the strong earthquake area. Please refer to Figure 8 , Figure 8 which is a schematic diagram of the output highway route plan provided by the embodiment of the present application. Among them, the positions where important towns and bridges pass are necessary points, and the positions where tunnels are bypassed are restricted areas. The orange route is the output highway route.

[0083] In some alternative embodiments, to improve the reliability of the output highway route, the method provided by the present application may further include:

[0084] conducting a comprehensive evaluation of the output highway route;

[0085] If the highway route does not meet the seismic requirements, the step of outputting a seismic-resistant highway route is repeatedly executed until the output highway route meets the comprehensive evaluation, and a highway route that meets the seismic requirements is output.

[0086] In the above implementation process, by integrating multi-source geographic information data and constructing a multi-dimensional analysis model, and based on the multi-level geological analysis of the geographic information database, it is possible to accurately identify high-incidence earthquake hazard areas and geological weak points, and significantly improve the safety foundation of route selection by designating mandatory points and no-go areas; by using the method of rasterized layer superposition, complex geological conditions are converted into visual spatial data, making the determination of passable areas more objective and efficient, and effectively avoiding potential risks such as landslides and faults; through an optimization model combining an objective function and a path search algorithm, on the premise of ensuring seismic performance, multiple factors such as route length, engineering cost, and environmental interference can be dynamically balanced, and a route plan with the optimal comprehensive benefit can be output. Compared with the traditional manual route selection method, the highway disaster reduction route selection method provided in this application has advantages such as strong risk prediction ability, high spatial analysis accuracy, and multi-objective collaborative optimization, and can provide data-driven decision-making support for highway planning in complex geological environments in strong earthquake areas.

[0087] The above-described embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for selecting highway routes for disaster reduction in strong earthquake areas based on multi-source digital information, characterized in that: include: Construct a geographic information database of the areas through which the highway routes pass; Based on the data in the geographic information database, geological structure analysis, adverse geological analysis, disaster susceptibility analysis and slope structure analysis are performed on the area through which the highway route passes, the must-pass points and prohibited areas of the highway route are determined, and based on the analysis results, a comprehensive geological suitability evaluation layer, a slope structure layer and a disaster susceptibility layer are generated; Performing raster calculation layer overlay on the comprehensive geological suitability evaluation layer, the slope structure layer and the disaster susceptibility layer, and determining a passable area based on the result of the layer overlay; In the passable area, a target path optimization model is constructed based on a highway line selection objective function, a path search algorithm is executed in the target path optimization model, and an earthquake-resistant highway route is output; The target path optimization model is constructed based on the highway line selection objective function in the passable area, and a path search algorithm is executed in the target path optimization model to output a seismic-resistant highway route, including: A multi-objective optimization model is constructed with project cost, earthquake risk impact, route connectivity and service benefits as the objectives; wherein the project cost is estimated based on land use type and terrain slope data, and the earthquake risk impact is quantified by the fault zone avoidance distance and disaster susceptibility probability value; Use Dijkstra algorithm or A* algorithm to search for candidate highway paths that meet the constraints of route length, slope and curve radius; By loading earthquake motion parameters to evaluate the slope stability of the candidate highway path and simulating the impact range of secondary disasters caused by earthquakes, the candidate highway path is dynamically corrected to obtain a corrected highway path; The model parameters are iteratively optimized according to the simulation results of the multi-objective optimization model, and an earthquake-resistant highway route is output.

2. The method according to claim 1, characterized in that: The construction of the geographic information database of the area through which the highway route passes includes: Collect digital elevation model data and orthophoto data of the area through which the highway route passes; Integrate the existing road network, water system vector data and town planning boundary data; Acquiring seismic activity data, wherein the seismic activity data includes spatial distribution vector data of active fault zones and historical earthquake data; Processing geological structure data to generate engineering geological maps including stratum lithology classification, fault lines and fold axis distribution; All data are converted into geographic coordinate systems and spatially aligned to construct the geographic information database that integrates multi-source data.

3. The method according to claim 1, characterized in that The method of performing geological structure analysis, adverse geological analysis, disaster susceptibility analysis and slope structure analysis on the area through which the highway route passes based on the data in the geographic information database, determining the must-pass points and prohibited areas of the highway route, and generating a comprehensive geological suitability evaluation layer, a slope structure layer and a disaster susceptibility layer based on the analysis results, includes: Calculating the aspect and slope of the slopes in the area through which the highway route passes; Compare the calculated slope data with the stratum dip data to determine whether the slope is a positive slope or a reverse slope; Determining whether each of the slopes is a highway cut slope; When the slope is a highway cut slope, calculating the cut slope height; The slope structure layer is generated according to the slope direction, slope gradient, the determination result of whether the slope is a positive slope or a reverse slope, whether it is a highway cut slope, and the cut slope height.

4. The method according to claim 3, characterized in that The calculating of the slope aspect and the slope gradient of the area through which the highway route passes comprises: The slope of the central grid is determined by calculating the elevation difference between the slope and the adjacent grids using the algorithm of the neighborhood window of the target size; let the elevation of the central grid be , the adjacent grid elevation is , =1, 2, …, n, the slope is calculated by the inverse tangent function: in, Include center grid elevation and the adjacent grid elevations of the center grid ; and They are and The elevation change rate in the direction is calculated by the elevation difference between adjacent grids; According to the elevation change rate in the x and y directions, the included angle with the true north direction is calculated using the inverse tangent function to determine the slope direction.

5. The method according to claim 4, characterized in that The neighborhood window is a neighborhood window of a size of 3×3, or a neighborhood window larger than 3×3.

6. The method according to claim 3, characterized in that: The step of comparing the calculated slope aspect data with the stratum dip data to determine whether the slope is a positive slope or a reverse slope includes: Based on the collected formation dip data, the calculated slope aspect data is compared with the formation dip data; When the angle between the slope direction and the stratum dip is less than a first angle threshold and the directions are the same, the slope is determined to be a positive slope; When the angle between the slope direction and the formation dip is greater than the second angle threshold, the slope is determined to be a reverse slope.

7. The method according to claim 3, characterized in that The step of determining whether each slope is a highway cut slope comprises: Calling a highway vector line layer from the geographic information database, and converting the highway vector line layer into a raster layer; The elevation change of the adjacent terrain grids at the location of the highway grid in the grid layer is detected. If the elevation change exceeds a change threshold and there is a height difference between the terrain elevations on both sides of the highway, it is determined that the highway is cut slope.

8. The method according to claim 3, characterized in that When the slope is a highway cut slope, calculating the cut slope height includes: At the location determined to be a highway slope cut, the highest elevation and the lowest elevation within a preset range of the terrain grids on both sides of the highway are obtained, and the difference between the highest elevation and the lowest elevation is the slope cut height of the highway slope cut.

9. The method according to any one of claims 1 to 8, characterized in that: The method further comprises: Performing a comprehensive evaluation on the output highway route; If the highway route does not meet the earthquake resistance requirements, the step of outputting an earthquake-resistant highway route is repeated until the output highway route meets the comprehensive evaluation and a highway route that meets the earthquake resistance requirements is output.

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