Railway line searching method, medium and equipment in environment with wide and dense obstacles

Abstract

The invention relates to the technical field of railway line selection design, in particular to a railway line searching method, medium and equipment in a wide and dense obstacle environment. The method comprises the following steps: acquiring obstacles passed by a line and determining preferentially treated obstacles; and inserting an optimal line intersection point around the obstacle, adjusting the line scheme and repeating the point insertion operation until the spatial relationship requirement of the line and the obstacle is met, and finally generating a global optimal line conforming to the constraint. According to the method, through a priority obstacle handling strategy and a dynamic point insertion mechanism, key obstacles are intelligently recognized, intersection points are preferentially generated around the obstacles, the problem of circuit bypassing redundancy or repeated adjustment caused by an improper obstacle handling sequence in a traditional method is avoided, and the efficiency and quality of circuit scheme design in a complex environment are remarkably improved. Through point-by-point insertion type iterative search, it is ensured that each adjustment approaches to the global optimum direction, and compared with a traditional trial and error method, the calculation time consumption is reduced, and meanwhile local optimum is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of railway route design, and particularly relates to a railway line search method, medium and device in an environment with widespread and dense obstacles. Background Art

[0002] With the rapid development of railway construction, the railway network is gradually extending to areas with complex terrain, ecologically sensitive areas, and dense existing facilities. The design of railway line alignment faces challenges in an environment with widespread and high-density obstacles, which is characterized by the spatial superposition effect of multiple types of obstacles such as mountain fold belts, urban built-up areas, ecological red line areas, and transportation hub areas.

[0003] In the context of an environment with widespread and dense obstacles, railway alignment planning needs to strictly follow engineering technical specifications, and achieve the precise construction of spatial trajectories through multi-dimensional geographic information analysis, so as to achieve the balance of operation safety, engineering economy, and full-cycle operation and maintenance costs. However, the current design process is still dominated by manual interactive operations. Engineers need to manually layout the lines relying on the CAD platform, repeatedly identify sensitive control points, coordinate multi-professional boundary conditions, and rely on an experience-driven decision-making mode to complete the iteration of multi-dimensional schemes. This manual-dominated operation paradigm is not only restricted by individual cognitive biases and collaborative efficiency bottlenecks, but also prone to missing potentially valuable solutions due to the lack of intelligent decision support under limited time and resources.

[0004] To make up for the deficiencies of manual design and ensure the safety of the entire life cycle of railway lines, domestic and foreign scholars have proposed representative intelligent route selection methods. Among them, the global traversal search method with distance transformation as the core can evaluate the feasibility of paths through systematic spatial scanning and automatically generate feasible line schemes, providing an effective solution for railway intelligent route selection in complex geographical environments. However, this method still has obvious limitations in practical applications: when facing complex route selection scenarios with widespread, high-density obstacles and narrow feasible corridors, traditional global traversal algorithms need to frequently traverse invalid areas, resulting in waste of computing resources and significant reduction in efficiency; at the same time, its trial-and-error search strategy of "generating paths first and then screening paths" not only generates a large number of redundant paths, but also easily falls into the dilemma of scarce or even no feasible solutions.

[0005] In summary, there is an urgent need for a railway line search method in an environment with widespread and dense obstacles to solve the problems existing in the prior art. Summary of the Invention

[0006] The purpose of the present invention is to provide a railway line search method, medium and device in an environment with widespread and dense obstacles, and the specific technical solutions are as follows: A railway line search method in an environment with widespread and dense obstacles includes the following steps: Step S1: Construct an expression model for the environmental obstacles in the route selection environment; Step S2: Combine the expression model of the environmental obstacles to establish a comprehensive geographic information model for the research area; Step S3: Initialize the route plan and obtain the set of environmental obstacles for this route plan; Step S4: Based on the priority discrimination criterion, perform a priority ranking on the obtained set of environmental obstacles, and select the environmental obstacle with the highest priority in the set of environmental obstacles as the obstacle to be disposed of first; Step S5: According to the route alignment principle for the planar environmental obstacle directly opposite the intersection of the railway line, construct an alternative pool of intersections for the planar environmental obstacle crossed by the current route; Step S6: According to the route alignment principle for the linear environmental obstacle orthogonal to the railway line, construct an alternative pool of intersections for the linear environmental obstacle intersected by the current route; Step S7: Conduct a quantitative evaluation of the evaluation indicators and sort the alternative points in the alternative pool of intersections according to the results of the quantitative evaluation of the evaluation indicators to obtain the recommended intersections; Step S8: According to the obtained recommended intersections, adjust the route plan, and then based on the comprehensive geographic information model, re-obtain the environmental obstacles crossed by the route plan and update the set of environmental obstacles; if the set of environmental obstacles is empty, output this route plan as the optimal route plan, otherwise re-enter Step S4 until the optimal route plan is output.

[0007] Preferably, the said Step S1 includes: Step S1-1: Classify and abstract the environmental obstacles in the research area into line and surface entities, specifically linear environmental obstacles and planar environmental obstacles, as follows: Linear environmental obstacles: The linear environmental obstacles in the geographical environment include underground pipelines, high-voltage lines, fault zones, existing roads, railways, urban rail transit, and rivers. Their entities are displayed as non-closed polylines, and the endpoints of the non-closed polylines are taken to represent the linear obstacles; Planar environmental obstacles: The planar environmental obstacles in the geographical environment include environmental protection areas, landslide and debris flow geological regions, and noise and vibration sensitive areas. Their entities are displayed as closed polylines, and the endpoints of the closed polylines are taken to represent the planar environmental obstacles; Step S1-2: Record the existence characteristics and specific three-dimensional coordinate values of the environmental obstacle entities; Step S1-3: Perform a unique coding on the environmental obstacle entities.

[0008] Preferably, the method for establishing a comprehensive geographic information model for the research area includes the following steps: First, divide the research area into a series of regular unit grids, and then store the environmental entity information and other relevant information required for line search into the grids at the corresponding positions; The other relevant information data required for line search includes main technical standards, terrain features, land prices, and engineering unit prices.

[0009] Preferably, the step S3 includes: Connect the starting and ending points to form an initial line plan ; Based on the comprehensive geographic information model, conduct a spatial analysis of the initial line plan, extract the set of obstacles it crosses , record the obstacle information by type, and then eliminate the linear obstacles that meet the intersection angle constraint; The specific obstacle information is as follows: Areal obstacles: the coding number of the obstacle, the grid numbers of the starting and ending points it crosses, the area of the areal obstacle, and the crossing length; Linear obstacles: the coding number of the obstacle, the grid number of the intersection point, the intersection angle with the line, and the clearance distance.

[0010] Preferably, the step S4 includes: Step S4-1: For each type of obstacle, construct a mathematical model of the influence index of environmental obstacles, and the model includes: Influence index of the environmental protection area , and the calculation expression is as follows: ; Among them, represents the influence weight of the environmental protection area, represents the influence coefficient of the protection level, represents the influence coefficient of the area of the environmental protection area, represents the influence coefficient of the line length crossing the environmental protection area; Influence index of the noise and vibration sensitive area , and the calculation expression is as follows: ; Among them, represents the influence weight of the noise and vibration sensitive area, represents the noise and vibration sensitivity of different functional areas, represents the influence coefficient of the line length crossing this area, represents the influence coefficient of the area of this area, represents the propagation of noise of different structures; Influence index of the seismic risk of the fault zone , and the calculation expression is as follows: ; Among them, is the influence weight of earthquake risk, is the influence coefficient of the activity level of the fault zone, is the vulnerability of the structure, is the influence coefficient of the intersection angle of the fault zone, If it is greater than the intersection angle threshold, take 0, otherwise take 1; Landslide, collapse and debris flow geological disaster risk influence index , and the calculation expression is as follows: ; Among them, is the influence weight of landslide, collapse and debris flow geological disasters, represents the influence coefficient of the danger level, represents the vulnerability of the structure, represents the influence coefficient of the area of this area, represents the influence coefficient of the line length passing through this area; Existing traffic line influence index , and the calculation expression is as follows: ; Among them, is the influence weight of the existing traffic line, represents the influence coefficient of the existing traffic line level, represents the vulnerability of the structure, is the influence coefficient of the intersection angle of the existing traffic line, If it is greater than the intersection angle threshold, take 0, otherwise take 1; Surface river influence index , and the calculation expression is as follows: ; Among them, is the influence weight of the surface river, is the coefficient related to whether it is navigable. If it is not navigable, take 1, if it is navigable, take 2; is the flood probability factor, is the influence coefficient of the intersection angle of the surface river, If it is greater than the intersection angle threshold, take 0, otherwise take 1; Underground river influence index , and the calculation expression is as follows: ; Among them, is the influence weight of the underground river, is the slope factor, is the soil permeability coefficient, is the influence coefficient of the intersection angle of the underground river, If it is greater than the intersection angle threshold, take 0, otherwise take 1; The influence weight of the environmental protection area , the influence weight of the noise and vibration sensitive area , the influence weight of the seismic risk of the fault zone , the influence weight of the landslide, collapse and debris flow geological disasters , the influence weight of the existing traffic lines , the influence weight of the surface river , the influence weight of the underground river is determined by calculation using the multi-criteria decision-making method; Step S4-2: Based on the mathematical model of the influence index of the environmental obstacles in Step S4-1, calculate the influence index values of all environmental obstacles in ; sort them from large to small according to the influence index values of each environmental obstacle, and the environmental obstacle with the largest influence index value is the environmental obstacle with the highest priority ; If it is a planar obstacle as described in Step S4-2, go to Step S5. If it is a linear obstacle as described in Step S4-2, go to Step S6.

[0011] Preferably, the said Step S5 includes: Step S5-1: Based on the morphological characteristics of the current planar environmental obstacle, obtain the feasible region for searching the line intersection points and generate a set of scan lines. Specifically: Projection positioning of the obstacle boundary points to determine the reference point: Project each corner point of the area of the planar environmental obstacle crossed by the current line onto the current line. Among all the projection points, obtain the maximum and minimum values of their abscissas, calculate the midpoint coordinates, and take this point as the reference point; Spatial analysis on both sides of the obstacle: The current line divides the planar environmental obstacle crossed into two side regions. Calculate the perpendicular distances from all boundary corner points in each side region to the line respectively, and find the maximum perpendicular distance on each side; Compare the maximum distances on both sides, and take the side with the smaller distance as the side where the subsequent newly inserted intersection point is located; Generation of the feasible region range: Draw a reference line perpendicular to the side where the intersection point is located from the reference point, and then rotate the reference line 15° to both sides with the reference point as the center. The covered area is the feasible region for searching the line intersection points ; Parameterized generation of the scan line set: Inside the feasible region, with the reference line as the initial direction, rotate according to the preset angle parameter z to obtain multiple straight lines, forming a scan line set of the line intersection points ; Step S5-2: Based on the scan line set of the line intersection points, scan grid by grid to generate all alternative points that meet the conditions and add them to the alternative pool Obtain the intersection alternative pool of the planar environmental obstacles crossed by the current line. The specific steps are as follows: Starting from the reference point, find the first grid outside the current obstacle along the scan line as the starting grid; Obtain the plane coordinates of the current grid and use them as the temporary intersection point of the line; Generate a temporary line plane scheme based on the configuration curve of the temporary intersection point; the configuration curve includes determining the curve radius and the matching transition curve length, and the radius of the temporary intersection point is initially the maximum curve radius , the is determined based on the driving speed and line conditions; Conduct constraint detection on the temporary line plane scheme. If the current intersection point meets the constraint conditions, directly include it in the alternative pool and enter the subsequent grid search stage; if it does not meet the constraint conditions, start the radius iterative optimization mechanism: gradually reduce the radius value of the temporary intersection point and repeatedly perform constraint detection until the radius is lower than the minimum curve radius threshold to terminate the optimization; during this process, if there is a radius value that meets the constraints, update the intersection point radius and add the intersection point to the alternative pool, and jump to the next grid search; if no valid solution is generated after the iteration terminates, discard the current temporary intersection point and enter the next grid search; The constraint detection includes: plane avoidance distance detection, minimum circular curve detection, minimum straight line detection; Search for alternative points grid by grid along the scan line, and at the same time judge whether the grid meets the termination condition. If the condition is met, the search for this scan line stops; otherwise, traverse the grid and continue the search. The termination condition is that the line deflection angle reaches the maximum value.

[0012] Preferably, step S6 includes: Take the intersection point of the line and the linear obstacle it intersects as the reference point, and draw perpendicular lines to both sides respectively to form a scan baseline and ; Offset the scan baseline by to both sides respectively along the scan baseline direction as the initial scan starting points and ; The offset is calculated as follows: ; where is the minimum tangent length, is the minimum straight line length; Starting from the scan starting point, respectively along , Search for alternative points, specifically: generate temporary intersection points grid by grid, configure curves to form a temporary route plane plan, then perform constraint detection, and use the temporary intersection points that meet the requirements as alternative points until the maximum turning angle of the route is reached, finally obtaining an alternative point set and , as follows: ; ; Among them, represents the alternative points in the alternative point set , represents along the number of alternative points searched; represents the alternative points in the alternative point set , represents along the number of alternative points searched; The above-mentioned constraint detection includes: minimum straight-line segment detection and minimum circular curve detection; Based on the alternative point set and , perform random permutation and combination, in the form of point pairs, to form an intersection alternative pool of linear environmental obstacles intersecting the current route ; Based on the route plane corresponding to the alternative points in the alternative pool, through combining with the comprehensive geographic information model for ground line interpolation, generate the corresponding route vertical profile according to the principle of the minimum slope section and the minimum earthwork volume.

[0013] According to the generated route vertical profile, combined with the clearance constraint of the current linear obstacle, screen the alternative pool, eliminate the alternative points that do not meet the clearance requirements, and then enter step S7; The above-mentioned clearance constraint is the minimum free space that must be reserved when the railway line passes through or under a linear area, to avoid interference between objects, structures or equipment.

[0014] Preferably, the above-mentioned step S7 includes: Step S7-1: Establish an index quantitative evaluation model based on three indicators of project cost , areal risk degree and linear risk degree , specifically: Calculate the index values of project cost, areal risk degree, and linear risk degree, and the calculation formulas are as follows: Project cost ; Among them, is the cost of the bridge project for the whole line, is the cost of the tunnel project for the whole line, is the cost of the subgrade project for the whole line, The cost of laying tracks throughout the line, The cost of land acquisition throughout the line, is the cost of demolition throughout the line; Areal risk degree ; Among them, is the total number of areal obstacles crossed by the line, is the k th risk weight of the areal obstacle, and the weight is determined by the analytic hierarchy process, is the crossing length; Linear risk degree ; Among them, is the total number of linear obstacles crossed by the line; is the j th grade weight of the linear obstacle; is the intersection angle penalty coefficient, is the clearance penalty coefficient; is the intersection angle deviation function, and the formula is as follows: ; Among them, is the intersection angle between the line and the j th linear obstacle, is the intersection angle threshold between the obstacle and the line; is the clearance deviation function, and the formula is as follows: ; Among them, is the clearance value between the line and the j th linear obstacle, is the clearance threshold between the obstacle and the line; Using the CRITIC multi-criteria decision-making method, the three indicators of project cost, areal risk degree, and linear risk degree are integrated into the comprehensive fitness of this alternative point , and the formula is as follows: ; Among them, , , are the index weights of project cost, areal risk degree, and linear risk degree, , , are the normalized values; Step S7-2: Calculate the comprehensive fitness values of all alternative points in the alternative pool based on the index quantization evaluation model, and sort them from smallest to largest. The smallest comprehensive fitness value is the recommended intersection point.

[0015] The present invention also provides a readable storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the method for searching railway lines in a widely distributed and densely populated obstacle environment as described above is implemented.

[0016] The present invention also provides an electronic device, including: at least one processor, at least one memory, and computer program instructions stored in the memory. When the computer program instructions are executed by the processor, the method for searching railway lines in a widely distributed and densely populated obstacle environment as described above is implemented.

[0017] Applying the technical solution of the present invention has the following beneficial effects: (1) Through the priority disposal obstacle strategy and the dynamic insertion point mechanism, the present invention can intelligently identify key obstacles, preferentially generate intersection points around the obstacles, and quickly generate a line plan that can meet all constraint conditions, providing a reference for manual route selection, effectively avoiding the problems of redundant line detours or repeated adjustments caused by improper obstacle processing order in traditional methods, and significantly improving the efficiency and quality of line plan design in complex environments.

[0018] (2) The present invention adopts an iterative search method of point-by-point insertion, conducts guiding route alignment based on obstacles, updates the line in real time after each intersection point is inserted, and ensures that each adjustment approaches the global optimum direction through collaborative calculation and evaluation of multiple indicators. Compared with the traditional trial-and-error search method, it can reduce certain calculation time consumption and avoid falling into local optima.

[0019] In addition to the purposes, features, and advantages described above, the present invention has other purposes, features, and advantages. The present invention will be further described in detail below with reference to the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings: Figure 1 It is a schematic flowchart of a method for searching railway lines in a widely distributed and densely populated obstacle environment according to an embodiment of the present invention; Figure 2 It is a schematic diagram of constructing an intersection alternative pool at a planar obstacle in this embodiment; Figure 3 It is a schematic diagram of constructing an intersection alternative pool at a linear obstacle in this embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] The following will describe the embodiments of the present invention in detail with reference to the drawings.

[0022] In one embodiment, refer to Figure 1, this example discloses a railway line search method in a widely distributed and dense obstacle environment, aiming to search for the optimal line plan in a complex obstacle environment. Through point-by-point insertion search, its basic principle is as follows: First, obtain the obstacles crossed by the line and determine the obstacles to be disposed of preferentially; then, insert preferred line intersection points around the obstacle, adjust the line plan and repeat the point insertion operation until the spatial relationship requirements between the line and the obstacle are met, and finally generate a globally optimal line that meets the constraints.

[0023] The steps of the railway line search method in the widely distributed and dense obstacle environment are as follows: Step S1: Construct an expression model for the obstacles in the line selection environment, specifically: Step S1-1: Classify and abstract the environmental obstacles in the research area into line and surface entities, specifically linear environmental obstacles and planar environmental obstacles. The specific method is as follows: (1) Linear environmental obstacles: Linear environmental obstacles in the geographical environment include underground pipelines, high-voltage lines, fault zones, existing roads, railways, urban rail transit, and rivers, etc. Their entities are displayed as non-closed poly-lines, and the endpoints of the poly-lines are used to represent the linear obstacles.

[0024] (2) Planar environmental obstacles: Planar environmental obstacles in the geographical environment include environmental protection areas, landslide and debris flow geological areas, noise and vibration sensitive areas, etc. Their entities are displayed as closed poly-lines, and the endpoints of the poly-lines are used to represent the planar environmental obstacles.

[0025] Step S1-2: Record the existence characteristics and specific three-dimensional coordinate values of the environmental obstacle entities. The existence characteristics are specifically: (1) The attributes of linear obstacles mainly include: name, level, type, intersection angle threshold, clearance threshold, etc. (2) The attributes of planar obstacles mainly include: name, level, type, minimum safety clearance, reference elevation, etc.

[0026] Step S1-3: Perform unique coding on the environmental obstacle entities, specifically: The code is a string with a length of 10. The first digit of the code is a character bit, representing the geometric type of the entity. Z represents a planar entity, and L represents a linear entity; the second and third digits are combined character bits, forming the type name of the entity. For example, EF means that the entity is an environmental protection area. Starting from the fifth digit, adjacent three-digit combinations are used to represent the sequence number of the entity among all entities of this geometric type. The 8th, 9th, and 10th digits represent the disposal measures of the line for this entity. For linear entities, it is the minimum limit of the intersection angle, and for planar entities, it is the minimum safety clearance.

[0027] Step S2: Combine the expression model of the environmental obstacles to establish a comprehensive geographical information model for a certain research area, specifically: First, the study area is divided into a series of regular unit grids, and then the environmental entity information and other relevant information required for route search are stored in the grids at the corresponding positions. The other relevant information data required for route search includes main technical standards, terrain features, land prices, and engineering unit prices, etc.

[0028] Step S3: Initialize the route plan and obtain the set of environmental obstacles for this route plan. Specifically: Connect the starting and ending points to form an initial route plan , and then based on the integrated geographic information model, perform spatial analysis on the initial route, extract the set of obstacles it passes through , record the obstacle information by type, and then eliminate the linear obstacles that meet the intersection angle constraint.

[0029] The specific obstacle information is as follows: Areal obstacles: the coding number of the obstacle, the grid numbers of the starting and ending points passed through, the area of the areal obstacle, and the passing length; Linear obstacles: the coding number of the obstacle, the grid number of the intersection point, the intersection angle with the route, and the clearance distance.

[0030] Step S4: Based on the priority discrimination criterion, perform priority sorting on the obtained set of environmental obstacles, and take the environmental obstacle with the highest priority in the set of environmental obstacles as the obstacle to be disposed of first, denoted as .

[0031] Since the influence degrees of different types of obstacles on the route are different, in the selection of the route direction, it is necessary to determine the priority according to the specific influence of each obstacle. For this reason, based on the priority discrimination criterion, an evaluation model is designed to determine the priority of inserting intersection points by quantifying the influence degree of each obstacle. Each obstacle type will calculate an influence index value according to its different influences on the route, so as to form a clear priority sorting. The specific steps are as follows: Step S4-1: For each obstacle, construct a mathematical model of the influence index of the environmental obstacle. The mathematical model of the environmental obstacle includes but is not limited to: (1) The influence index of the environmental protection area, and the calculation expression is as follows: ; Among them, represents the influence weight of the environmental protection area, represents the influence coefficient of the protection level, represents the area influence coefficient of the environmental protection area, represents the line length influence coefficient of the route passing through the environmental protection area. Refer to Table 1, and classify the protection area according to the influence coefficient as follows: Table 1 Influence Coefficient Table of Reserve Levels

[0032] (2) Influence Index of Noise and Vibration Sensitive Areas, with the calculation expression as follows: ; Wherein, represents the influence weight of the noise and vibration sensitive area, represents the noise and vibration sensitivity of different functional areas, represents the influence coefficient of the line length passing through this area, represents the influence coefficient of the area of this area, represents the propagation of noise of different structures. See Table 2, and classify the functional areas according to the influence coefficient as follows: Table 2 Sensitivity Table of Different Functional Areas in Noise and Vibration Sensitive Areas

[0033] Among them, the functional areas can be divided into 3 categories according to the maximum noise requirement: Class I functional areas require extremely quiet environments, mainly including laboratories, medical institutions, high-precision production areas, high-end office areas, etc.; Class II requires relatively quiet environments, mainly including educational places, residential areas, etc.; Class III functional areas have loose requirements for noise, mainly including industrial production areas, warehouse and logistics areas, commercial areas, etc.

[0034] (3) Influence Index of Seismic Risk in Fault Zones, with the calculation expression as follows: ; Wherein, is the influence weight of seismic risk, is the influence coefficient of the activity level of the fault zone, is the vulnerability of the structure, is the influence coefficient of the intersection angle of the fault zone, If it is greater than the intersection angle threshold, take 0, otherwise take 1. See Table 3, and classify the activity of the functional areas according to the influence coefficient as follows: Table 3 Influence Coefficient Table of Activity Levels of Seismic Risks in Fault Zones

[0035] (4) Influence Index of Landslide, Collapse and Debris Flow Geological Disaster Risks, with the calculation expression as follows: ; Wherein, is the influence weight of landslide, collapse and debris flow geological disasters, represents the influence coefficient of the danger level, represents the vulnerability of the structure, represents the influence coefficient of the area of this area, Indicates the line length influence coefficient for crossing this area. Refer to Table 4. According to the influence coefficient, the risk of landslide, collapse, and debris flow is classified as follows: Table 4 Influence Coefficient Table for the Risk of Landslide, Collapse, and Debris Flow

[0036] (5) Influence index of existing transportation lines. The calculation expression is as follows: ; Where, is the influence weight of existing transportation lines, represents the influence coefficient of the level of existing transportation lines, represents the vulnerability of structures, is the influence coefficient of the intersection angle of existing transportation lines, If it is greater than the intersection angle threshold, take 0; otherwise, take 1. Refer to Table 5. According to the influence coefficient, the existing transportation lines are classified as follows: Table 5 Influence Coefficient Table for the Level of Existing Transportation Lines

[0037] Among them, existing transportation lines can be classified into three categories according to their nature: highway, railway, and urban rail transit. Category I levels include expressways, high-speed railways, and subways; Category II levels include provincial roads, county roads, ordinary railways, and light rails; Category III levels include low-grade roads, freight railways, and monorails.

[0038] (6) Influence index of surface rivers. The calculation expression is as follows: ; Where, is the influence weight of surface rivers, is the coefficient related to whether it is navigable. If it is not navigable, take 1; if it is navigable, take 2. is the flood probability factor, is the influence coefficient of the intersection angle of surface rivers, If it is greater than the intersection angle threshold, take 0; otherwise, take 1.

[0039] (7) Influence index of underground rivers. The calculation expression is as follows: ; Where, is the influence weight of underground rivers, is the slope factor, is the soil permeability coefficient, is the influence coefficient of the intersection angle of underground rivers, If it is greater than the intersection angle threshold, take 0; otherwise, take 1;

[0040] Furthermore, the influence weight of the environmental protection area , Influence weight of noise and vibration sensitive areas , Influence weight of seismic risk in fault zones , Influence weight of landslides, avalanches and debris flows , Influence weight of existing transportation lines , Influence weight of surface rivers , Influence weight of underground rivers Determined by multi-criteria decision-making methods.

[0041] Step S4-2: Based on the mathematical model of the influence index of environmental obstacles in Step S4-1, calculate the influence index values of all environmental obstacles in, and then sort them from largest to smallest according to the influence index values of each environmental obstacle. The environmental obstacle with the largest influence index value is the environmental obstacle with the highest priority .

[0042] Step S4-3: Based on the geometric type of the obstacle, if it is a planar obstacle as described in Step S4-2 , go to Step S5; if it is a linear obstacle as described in Step S4-2 , go to Step S6.

[0043] Step S5: According to the alignment principle of the railway line intersection directly opposite the planar environmental obstacle, construct an alternative pool of intersections for the planar environmental obstacle crossed by the current line. Combining Figure 2 , the specific steps are as follows: Step S5-1: Based on the morphological characteristics of the current planar environmental obstacle, obtain the feasible region for searching line intersections and generate a set of scan lines. Specifically: (1) Projection positioning of obstacle boundary points to determine the reference point: Project each corner point of the area of the planar environmental obstacle crossed by the current line onto the current line. Among all the projection points, obtain the maximum and minimum values of their abscissas, calculate the midpoint coordinates, and take this point as the reference point.

[0044] (2) Spatial analysis on both sides of the obstacle to select the side for intersection search: The current line divides the planar environmental obstacle crossed into two side regions. Calculate the perpendicular distances from all boundary corner points in each side region to the line, and find the maximum perpendicular distance on each side. Further compare the maximum distances on both sides, and take the smaller side as the side where the newly inserted intersection will be located later.

[0045] (3) Generation of the feasible region range: Draw a reference line perpendicular to the side of the intersection from the reference point, and then rotate the reference line 15° to both sides with the reference point as the center. The covered area is the feasible region for searching line intersections .

[0046] (4) Parametric generation of the scan line set: Within the feasible region, using the reference line as the initial direction, rotate multiple straight lines according to the preset angular parameter z to form the scan line set of the line intersections. . In this example, z = 5°.

[0047] Step S5-2: Based on the scan line set of the line intersections, scan grid by grid to generate all candidate points that meet the conditions and add them to the candidate pool. Specific implementation steps are as follows: (1) Starting from the reference point, find the first grid outside the current obstacle along the scan line as the starting grid.

[0048] (2) Obtain the plane coordinates of the current grid and use them as the temporary intersection of the line.

[0049] (3) Generate a temporary line plane scheme based on the temporary intersection and configure the curve. The configured curve includes determining the curve radius and the matching transition curve length, and the radius of the temporary intersection is initially the maximum curve radius. , the is determined based on the driving speed and line conditions.

[0050] (4) Conduct constraint detection on the temporary line plane scheme. If the current intersection meets the constraint conditions, directly include it in the candidate pool and enter the subsequent grid search stage; if it does not meet the constraint conditions, start the radius iterative optimization mechanism: by gradually reducing the radius value of the temporary intersection and repeatedly performing constraint detection until the radius is lower than the minimum curve radius threshold, the optimization is terminated. During this process, if there is a radius value that meets the constraints, update the intersection radius and add the intersection to the candidate pool, and jump to the next grid search; if no valid solution is generated after the iteration terminates, discard the current temporary intersection and enter the next grid search. The constraint detection includes: plane avoidance distance detection, minimum curve length detection, and minimum straight line detection.

[0051] Among them, the reduction amount of the radius in the radius iterative optimization is . In this example = 100m.

[0052] (5) Search for candidate points grid by grid along this scan line, and at the same time judge whether this grid meets the termination condition. If the condition is met, the search for this scan line stops; otherwise, traverse the grid and continue the search. The termination condition is that the line turning angle reaches the maximum value.

[0053] (6) Repeat steps (1)-(5) until the search for all scan lines is completed, and then transfer to step S7.

[0054] Step S6: According to the route alignment principle of the ortho-linear environmental obstacles of the railway line, construct the candidate pool of the intersections of the linear environmental obstacles intersecting with the current line, and combineFigure 3 , the specific steps are as follows: (1) Take the intersection point of the line and the linear obstacle it intersects as the reference point, and draw perpendicular lines to both sides respectively to form a scanning baseline and .

[0055] (2) Offset the scanning baseline by to both sides respectively along the scanning baseline direction as the initial scanning starting points and . The offset formula is as follows: ; where is the minimum tangent length, is the minimum straight line length between curves.

[0056] (3) Starting from the scanning starting points, search for alternative points along , respectively: Generate temporary intersection points grid by grid, configure curves to form a temporary line plane scheme, and then perform constraint detection. Take the temporary intersection points that meet the requirements as alternative points until the line reaches the maximum turning angle, and finally obtain the alternative point set ; where represents the alternative points in the alternative point set , represents the number of alternative points searched along ; represents the alternative points in the alternative point set , represents the number of alternative points searched along ; The constraint detection includes: minimum straight line length between curves detection, minimum circular curve detection.

[0057] (4) Based on the alternative point set and , perform random permutation and combination, in the form of point pairs, to form an alternative pool .

[0058] Based on the line plane corresponding to the alternative points in the alternative pool, through combining with the comprehensive geographic information model, perform ground line interpolation, and generate the corresponding line vertical section according to the principle of the minimum slope section and the minimum earthwork volume.

[0059] According to the generated line vertical section, combined with the clearance constraint of the current linear obstacle, screen the alternative pool, eliminate the alternative points that do not meet the clearance requirements, and then enter step S7; The clearance constraint is the minimum free space that must be reserved within the linear area where the railway line passes over or under, to avoid interference between objects, structures or equipment.

[0060] Step S7: Conduct a quantitative evaluation of the evaluation indicators and sort the alternative points in the alternative point pool according to the results of the quantitative evaluation of the evaluation indicators. Specifically: Step S7-1: Based on the project cost , the areal risk degree , and the linear risk degree , establish an index quantitative evaluation model. Specifically: (1) Calculate the index values of the project cost, areal risk degree, and linear risk degree. The calculation formulas are as follows: Project cost: ; Where, is the cost of the bridge project for the whole line, is the cost of the tunnel project for the whole line, is the cost of the subgrade project for the whole line, is the cost of track laying for the whole line, is the land acquisition cost for the whole line, is the demolition cost for the whole line.

[0061] Areal risk degree: ; Where, is the total number of areal obstacles crossed by the line, is the risk weight of the k th areal obstacle, and the weight is determined by the analytic hierarchy process, is the crossing length.

[0062] Linear risk degree: ; Where, is the total number of linear obstacles crossed by the line; is the grade weight of the j th linear obstacle; for first-level obstacles, take 1.0 (such as national highways, high-speed railway lines, high-voltage pipelines, fault zones, etc.); for second-level obstacles, take 0.6 (such as surface rivers, underground rivers, etc.); for third-level obstacles, take 0.3 (such as county roads, communication pipelines, etc.); is the intersection angle penalty coefficient, take 0.7, is the clearance penalty coefficient, take 0.3.

[0063] is the intersection angle deviation function, and the formula is as follows: ; Where, is the intersection angle between the line and the j th linear obstacle, is the intersection angle threshold between the obstacle and the line.

[0064] is the clearance deviation function, and the formula is as follows: ; where is the clearance value between the line and the j th linear obstacle, and is the clearance threshold between the obstacle and the line.

[0065] (2) Using the CRITIC multi-criteria decision-making method, the three indicators of project cost, areal risk degree, and linear risk degree are integrated into the comprehensive fitness of this alternative point , and the formula is as follows: ; where , , are the index weights of project cost, areal risk degree, and linear risk degree, and , , are the normalized values.

[0066] Step S7-2: Based on the index quantization evaluation model, calculate the comprehensive fitness values of all alternative points in the alternative pool, and sort them from small to large. The alternative point with the smallest comprehensive fitness value is the recommended intersection point.

[0067] Step S8: According to the recommended intersection point obtained above, adjust the line plan, and then based on the comprehensive geographic information model, re-obtain the environmental obstacles crossed by the line plan and update the environmental obstacle set. If the environmental obstacle set is empty, output this line plan as the optimal line plan; otherwise, re-enter Step S4 until the optimal line plan is output.

[0068] This embodiment also includes a readable storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the railway line search method in a widely distributed and dense obstacle environment as described above is implemented.

[0069] Exemplarily, the computer program can be divided into one or more modules / units. The one or more modules / units are stored in the memory and executed by the processor to complete the present invention. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, and these instruction segments are used to describe the execution process of the computer program in the electronic device.

[0070] This embodiment further includes an electronic device, comprising: at least one processor, at least one memory, and computer program instructions stored in the memory, where the computer program instructions, when executed by the processor, perform the railway line search method in a widespread and dense obstacle environment as described above.

[0071] The electronic device may be a computing device such as a mobile phone, a desktop computer, a notebook, a handheld computer, and a cloud server. The electronic device may include, but is not limited to, a processor and a memory. For example, the electronic device may further include input / output devices, network access devices, a bus, etc.

[0072] The foregoing is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A railway line search method in a widely distributed and densely obstructive environment, characterized in that, It includes the following steps: Step S1: Construct an expression model of the environmental obstacles for route selection; Step S2: Combine the expression model of the environmental obstacles to establish a comprehensive geographic information model of the research area; Step S3: Initialize the route plan and obtain the set of environmental obstacles for this route plan; Step S4: Based on the priority discrimination criterion, perform a priority ranking on the obtained set of environmental obstacles, and take the environmental obstacle with the highest priority in the set of environmental obstacles as the obstacle to be disposed of first; Step S5: According to the route alignment principle for the planar environmental obstacle directly opposite the intersection of the railway line, construct an alternative pool of intersections for the planar environmental obstacle crossed by the current route; Step S6: According to the route alignment principle for the linear environmental obstacle orthogonal to the railway line, construct an alternative pool of intersections for the linear environmental obstacle intersected by the current route; Step S7: Conduct a quantitative evaluation of the evaluation indicators and sort the alternative points in the alternative pool of intersections according to the results of the quantitative evaluation of the evaluation indicators to obtain the recommended intersections; Step S8: According to the obtained recommended intersections, adjust the route plan, then based on the comprehensive geographic information model, re-obtain the environmental obstacles crossed by the route plan, and update the set of environmental obstacles; if the set of environmental obstacles is empty, output this route plan as the preferred route plan, otherwise, re-enter Step S4.

2. The railway line search method in a widely distributed and densely obstructed environment according to claim 1, wherein The said Step S1 includes: Step S1-1: Classify and abstract the environmental obstacles in the research area into line and surface entities, specifically linear environmental obstacles and planar environmental obstacles, as follows: Linear environmental obstacles: The linear environmental obstacles in the geographical environment include underground pipelines, high-voltage lines, fault zones, existing roads, railways, urban rail transit, and rivers. Their entities are displayed as non-closed polylines, and the endpoints of the non-closed polylines are taken to represent the linear obstacles; Planar environmental obstacles: The planar environmental obstacles in the geographical environment include environmental protection areas, landslide, collapse, and debris flow geological regions, and noise and vibration sensitive areas. Their entities are displayed as closed polylines, and the endpoints of the closed polylines are taken to represent the planar environmental obstacles; Step S1-2: Record the existence characteristics and specific three-dimensional coordinate values of the environmental obstacle entities; Step S1-3: Perform a unique coding on the environmental obstacle entities.

3. The railway line search method in a widely distributed and dense obstacle environment according to claim 2, wherein The method for establishing a comprehensive geographic information model of the research area includes the following steps: First, divide the research area into a series of regular unit grids, and then store the environmental entity information and other relevant information required for route search into the grids at the corresponding positions; The other relevant information data required for route search includes main technical standards, terrain features, land prices, and engineering unit prices.

4. The method for searching railway lines in an environment with widely distributed and dense obstacles according to claim 3, wherein, The said Step S3 includes: Connect the starting and ending points to form an initial route plan ; Based on the comprehensive geographic information model, perform a spatial analysis on the initial line plan, extract the set of obstacles it crosses, record the obstacle information by type, and then eliminate the linear obstacles that meet the intersection angle constraint; The specific obstacle information is as follows: Planar obstacles: The coding number of the obstacle, the grid numbers of the starting and ending points of crossing, the area of the planar obstacle, and the crossing length; Linear obstacles: The coding number of the obstacle, the grid number of the intersection point, the intersection angle with the route, and the clearance distance.

5. The method for searching railway lines in an environment with widespread and dense obstacles according to claim 4, wherein The said Step S4 includes: Step S4-1: For each type of obstacle, construct a mathematical model of the influence index of the environmental obstacle. The model includes: Impact Index of Environmental Protection Area , and the calculation expression is as follows: ； Among them, represents the influence weight of the environmental protection area, represents the influence coefficient of the protection level, represents the area influence coefficient of the environmental protection area, represents the line length influence coefficient for crossing the environmental protection area; Noise and Vibration Sensitive Area Impact Index , the calculation expression is as follows: ； Among them, represents the influence weight of the noise and vibration sensitive area, represents the noise and vibration sensitivity of different functional areas, represents the line length influence coefficient passing through this area, represents the area influence coefficient of this area, represents the propagation of noise of different structures; Seismic risk impact index of fault zone , and the calculation expression is as follows: ； Among them, is the influence weight of earthquake risk, is the influence coefficient of the activity level of the fault zone, is the vulnerability of the structure, is the influence coefficient of the intersection angle of the fault zone, If it is greater than the intersection angle threshold, take 0, otherwise take 1; Landslide, collapse and debris flow disaster risk impact index , and the calculation expression is as follows: ； Among them, is the influence weight of landslide and debris flow geological disasters, represents the influence coefficient of the danger level, represents the vulnerability of the structure, represents the area influence coefficient of this area, represents the influence coefficient of the line length passing through this area; Existing traffic line influence index , and the calculation expression is as follows: ； Among them, is the influence weight of the existing traffic line, represents the influence coefficient of the existing traffic line level, represents the vulnerability of the structure, is the influence coefficient of the intersection angle of the existing traffic line, If it is greater than the intersection angle threshold, take 0; otherwise, take 1. Surface river influence index , and the calculation expression is as follows: ； Among them, is the influence weight of surface rivers, is a coefficient related to whether it is navigable. If it is not navigable, take 1; if it is navigable, take 2; is the flood probability factor, is the influence coefficient of the intersection angle of surface rivers, If it is greater than the intersection angle threshold, take 0; otherwise, take 1; Underground river influence index , and the calculation expression is as follows: ； Among them, is the influence weight of the underground river, is the slope factor, is the soil permeability coefficient, is the influence coefficient of the intersection angle of the underground river, If it is greater than the intersection angle threshold, take 0, otherwise take 1; The influence weight of the environmental protection area , the influence weight of the noise and vibration sensitive area , the influence weight of the seismic risk in the fault zone , the influence weight of the landslide, collapse and debris flow geological disasters , the influence weight of the existing traffic lines , the influence weight of the surface river , the influence weight of the underground river Determined by the multi-criteria decision-making method; Step S4-2: Based on the mathematical model of the influence index of environmental obstacles in Step S4-1, calculate the influence index values of all environmental obstacles in Sort the influence index values of each environmental obstacle from largest to smallest. The environmental obstacle with the largest influence index value is the environmental obstacle with the highest priority ; Step S4-3: Based on the geometric type of the obstacle, if it is a planar obstacle as described in step S4-2, then proceed to step S5; if it is a linear obstacle as described in step S4-2, then proceed to step S6. If it is a planar obstacle, then proceed to step S5; if it is a linear obstacle, then proceed to step S6.

6. The method for searching railway lines in an environment with widely distributed and dense obstacles according to claim 5, characterized in that, The said Step S5 includes: Step S5-1: Based on the morphological characteristics of the current planar environmental obstacles, obtain the feasible region for line intersection search and generate a set of scan lines. Specifically: Projection positioning of obstacle boundary points to determine the reference point: Project each corner point of the area of the planar environmental obstacle crossed by the current line onto the current line. Among all the projection points, obtain the maximum and minimum values of their abscissas, calculate the midpoint coordinates, and use this point as the reference point; Spatial analysis on both sides of the obstacle: The current line divides the planar environmental obstacle it crosses into two side regions. Calculate the perpendicular distance from all boundary corner points in each side region to the line respectively, and find the maximum perpendicular distance on each side; Compare the maximum distances on both sides, and take the side with the smaller value as the side where the newly inserted intersection point will be located subsequently; Feasible region generation: A perpendicular line is drawn from the reference point to the side where the intersection point is located to generate a reference line. Then, with the reference point as the center, the reference line is rotated 15° to both sides respectively. The covered area is the feasible region for searching the line intersection point ; Parameterized generation of the scan line set: In the feasible region, using the reference line as the initial direction, multiple straight lines are obtained by rotating according to the preset angular parameter z, forming a scan line set for the line intersections ; Step S5-2: Based on the scan line set of the line intersections, scan grid by grid to generate all candidate points that meet the conditions and add them to the candidate pool to obtain the candidate pool of the intersections of the current line passing through the planar environmental obstacles, and the specific steps are as follows: Starting from the reference point, find the first grid outside the current obstacle along the scan line as the starting grid; Obtain the planar coordinates of the current grid and use it as the temporary intersection point of the line; Generate a temporary line plane plan based on a temporary intersection configuration curve; the configuration curve includes determining the curve radius and the matching transition curve length, and the radius of the temporary intersection is initially the maximum curve radius , the is determined based on the driving speed and line conditions; Conduct constraint detection on the temporary line planar scheme. If the current intersection point meets the constraint conditions, directly include it in the alternative pool and enter the subsequent grid search stage; If the constraint conditions are not met, start the radius iteration optimization mechanism: Gradually reduce the radius value of the temporary intersection point and repeatedly perform constraint detection until the radius is lower than the minimum curve radius threshold to terminate the optimization; During this process, if there is a radius value that meets the constraints, update the intersection point radius and add this intersection point to the alternative pool, then jump to the next grid search; If no valid solution is generated after the iteration terminates, discard the current temporary intersection point and enter the next grid search; The said constraint detection includes: planar avoidance distance detection, minimum circular curve detection, minimum tangent length detection; Search for alternative points one by one along this scan line, and at the same time determine whether this grid meets the termination condition. If the condition is met, the search for this scan line stops; otherwise, traverse the grid and continue the search; The termination condition is that the line turning angle reaches the maximum value.

7. The method for searching railway lines in an environment with widespread and dense obstacles according to claim 6, wherein The said Step S6 includes: Taking the intersection point of the line and the linear obstacle it intersects as the reference point, and drawing perpendicular lines to both sides respectively to form a scanning baseline and ; Offset the scanning baseline by respectively to both sides along the scanning baseline direction as the initial scanning starting points and ; The offset The calculation formula is as follows: ； Among them, is the minimum tangent length, is the minimum straight line length between curves; Starting from the scanning starting point, respectively along , search for alternative points. Specifically: generate temporary intersection points grid by grid, configure curves to form a temporary line plane scheme, and then perform constraint detection. Take the temporary intersection points that meet the requirements as alternative points until the line reaches the maximum turning angle. Finally, obtain the alternative point set, as follows: ； ； Among them, represents the alternative points in the alternative point set, represents the number of alternative points searched along the alternative point set; represents the alternative points in the alternative point set, represents the number of alternative points searched along the alternative point set; The said constraint detection includes: minimum tangent length detection and minimum circular curve detection; Based on the alternative point set and , perform random permutations and combinations to form, in the form of point pairs, an alternative pool of intersection points of the linear environmental obstacles where the current line intersects ; Based on the line plane corresponding to the alternative points in the alternative pool, through combining with the comprehensive geographic information model, conduct in-line interpolation of the ground line, and generate the corresponding line vertical profile according to the principle of the minimum slope section and the minimum earthwork volume; According to the generated line vertical profile, combined with the clearance constraint of the current linear obstacle, screen the alternative pool, eliminate the alternative points that do not meet the clearance requirements, and then enter Step S7; The said clearance constraint is the minimum free space that must be reserved within the linear area when the railway line passes above or below, to avoid interference between objects, structures or equipment.

8. The method for searching railway lines in an environment with widely distributed and dense obstacles according to claim 7, wherein, The said Step S7 includes: Step S7-1: Based on the project cost , the areal risk degree and the linear risk degree to establish an index quantitative evaluation model, specifically: Calculate the index values of project cost, planar risk degree, and linear risk degree. The calculation formulas are as follows: Project cost ; Among them, is the cost of bridge works for the whole line, is the cost of tunnel works for the whole line, is the cost of subgrade works for the whole line, is the cost of track laying for the whole line, is the cost of land acquisition for the whole line, is the cost of demolition for the whole line; Planar risk level ; Among them, is the total number of line crossings of planar obstacles, is the k risk weight of the th planar obstacle, and the weight is determined by the analytic hierarchy process; is the crossing length; Linear risk level ; Among them, is the total number of line crossings of linear obstacles; is the j grade weight of the th linear obstacle; is the intersection angle penalty coefficient, is the included angle deviation function, and the formula is as follows: ； Among them, is the intersection angle between the line and the j th linear obstacle, is the intersection angle threshold between the obstacle and the line; is the clearance deviation function, and the formula is as follows: ； Among them, is the clearance value between the line and the j th linear obstacle, is the clearance threshold between the obstacle and the line; Using the CRITIC multi-criteria decision-making method, the three indicators of project cost, areal risk degree, and linear risk degree are integrated into the comprehensive fitness of this alternative point , and the formula is as follows: ； Among them, , , are the index weights of project cost, surface risk degree, and linear risk degree, , , are the values after normalization; Step S7-2: Based on the index quantification evaluation model, calculate the comprehensive fitness values of all alternative points in the alternative pool, sort them from small to large, and the alternative point with the smallest comprehensive fitness value is the recommended intersection point.

9. A readable storage medium, characterized in that, It stores computer program instructions, which when executed by a processor implement the railway line search method in a widely distributed and dense obstacle environment as described in any one of claims 1 to 8.

10. An electronic device, characterized in that, Include: At least one processor, at least one memory, and computer program instructions stored in the memory, where when the computer program instructions are executed by the processor, it is the railway line search method in a widely distributed dense obstacle environment as described in any one of claims 1 to 8.

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