Railway line search method, medium and equipment in a dense obstacle environment

Abstract

The present invention relates to the technical field of railway line selection and design, and specifically to a method, medium and equipment for searching railway lines in an environment with widespread and dense obstacles. The method comprises obtaining the obstacles that the line passes through and determining the obstacles to be handled first; inserting the optimal line intersection around the obstacle, adjusting the line plan and repeating the insertion operation until the spatial relationship requirements between the line and the obstacle are met, and finally generating a global optimal line that meets the constraints. This method uses a priority obstacle handling strategy and a dynamic insertion mechanism to intelligently identify key obstacles and preferentially generate intersections around obstacles, avoiding redundant line detours or repeated adjustments caused by improper obstacle handling order in traditional methods, and significantly improving the efficiency and quality of line plan design in complex environments. Through point-by-point insertion iterative search, it is ensured that each adjustment approaches the global optimal direction, which reduces computational time compared to traditional trial-and-error search and avoids falling into local optimality.

Description

Technical Field

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

[0002] With the rapid development of railway construction, the railway network has gradually extended to areas with complex terrain, sensitive ecology, and dense existing facilities. The design of railway lines faces the challenge of a wide-area, high-density obstacle environment, which is characterized by the spatial superposition effect of multiple types of obstacles such as mountainous fold belts, densely built-up urban areas, ecological red line areas, and transportation hubs.

[0003] In an environment with widespread and dense obstacles, railway alignment planning must strictly adhere to engineering technical specifications and accurately construct spatial trajectories through multi-dimensional geographic information analysis, thereby achieving a balance between operational safety, engineering economy, and full-cycle operation and maintenance costs. However, the current design process is still dominated by manual interactive operations. Engineers must rely on CAD platforms to manually lay out routes, repeatedly identify sensitive control points, coordinate multi-disciplinary boundary conditions, and rely on experience-driven decision-making models to iterate multi-dimensional solutions. This manually-led operating paradigm is not only subject to individual cognitive biases and collaborative efficiency bottlenecks, but also lacks intelligent decision-making support. Given limited time and resources, it is easy to miss potentially valuable solutions.

[0004] To address the shortcomings of manual design and ensure the safety of railway lines throughout their entire lifecycle, scholars at home and abroad have proposed representative intelligent route selection methods. Among these, a global traversal search method based on distance transformation can assess path feasibility through systematic spatial scanning and automatically generate feasible route plans, providing an effective solution for intelligent railway route selection in complex geographical environments. However, this method still has significant limitations in practical applications: when faced with complex route selection scenarios with widespread and dense obstacles and narrow feasible corridors, traditional global traversal algorithms frequently traverse invalid areas, resulting in wasted computing resources and significantly reduced efficiency. Furthermore, its trial-and-error search strategy of "generating paths first and then screening them" not only generates a large number of redundant paths but also easily leads to a shortage of feasible solutions, or even an unsolvable dilemma.

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

[0006] The purpose of the present invention is to provide a method, medium and device for searching railway lines in an environment with widespread and dense obstacles. The specific technical solutions are as follows:

[0007] The method for searching a railway line in an environment with dense and widespread obstacles comprises the following steps:

[0008] Step S1: construct an expression model of obstacles in the line selection environment;

[0009] Step S2: Combined with the expression model of environmental obstacles, a comprehensive geographic information model of the study area is established;

[0010] Step S3: Initialize the route plan and obtain the environmental obstacle set of the route plan;

[0011] Step S4: Based on the priority judgment criterion, the obtained set of environmental obstacles is prioritized, and the environmental obstacle with the highest priority in the set of environmental obstacles is selected as the obstacle to be handled first;

[0012] Step S5: Based on the alignment principle of the intersection of the railway line and the planar environmental obstacles, a candidate intersection pool of planar environmental obstacles that the current line crosses is constructed;

[0013] Step S6: Based on the alignment principle of orthogonal linear environmental obstacles of railway lines, a candidate pool of intersection points of linear environmental obstacles intersecting the current line is constructed;

[0014] Step S7: performing quantitative evaluation of the evaluation index and sorting the candidate points in the intersection candidate pool according to the quantitative evaluation results of the evaluation index to obtain recommended intersection points;

[0015] Step S8: Adjust the route plan based on the recommended intersection points, then reacquire the environmental obstacles that the route plan crosses based on the comprehensive geographic information model, and update the environmental obstacle set; if the environmental obstacle set is empty, output the route plan as the preferred route plan; otherwise, go back to step S4 until the preferred route plan is output.

[0016] Preferably, the step S1 includes:

[0017] Step S1-1: Classify the environmental obstacles in the study area and abstract them into line and surface entities, specifically linear environmental obstacles and surface environmental obstacles, as follows:

[0018] 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. Their entities are displayed as non-closed polylines, and the endpoints of the non-closed polylines represent linear obstacles.

[0019] Surface environmental obstacles: Surface environmental obstacles in the geographical environment include environmental protection areas, landslide geological areas, and noise and vibration sensitive areas. Their entities are displayed as closed polylines, and the endpoints of the closed polylines are used to represent the surface environmental obstacles.

[0020] Step S1-2: Record the existence characteristics and specific three-dimensional coordinate values ​​of the environmental obstacle entity;

[0021] Step S1-3: Uniquely encode the environmental obstacle entity.

[0022] Preferably, the method for establishing a comprehensive geographic information model of a study area comprises the following steps:

[0023] 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;

[0024] Other relevant information data required for the route search include main technical standards, terrain features, land prices and project unit prices.

[0025] Preferably, step S3 includes:

[0026] Connect the starting and ending points to form an initial route plan ;

[0027] Based on the comprehensive geographic information model, the initial route plan is spatially analyzed to extract the set of obstacles it crosses. , and record obstacle information by type, and then remove linear obstacles that meet the intersection angle constraint;

[0028] The obstacle information is specifically:

[0029] Surface obstacles: obstacle code number, crossing start and end grid numbers, surface obstacle area and crossing length;

[0030] Linear obstacles: obstacle code number, intersection grid number, intersection angle with the line and clearance distance.

[0031] Preferably, step S4 includes:

[0032] Step S4-1: For each obstacle, construct a mathematical model of the impact index of the environmental obstacle, which includes:

[0033] Impact Index of Environmental Protection Areas , the calculation expression is as follows:

[0034] ;

[0035] in, represents the impact weight of the environmental protection zone, Indicates the protection level impact coefficient, represents the area impact coefficient of the environmental protection zone, Indicates the influence coefficient of the line length crossing the environmental protection zone;

[0036] Noise and vibration sensitive area impact index , the calculation expression is as follows:

[0037] ;

[0038] in, Indicates the impact weight of noise and vibration sensitive areas, Indicates the noise and vibration sensitivity of different functional areas, Indicates the influence coefficient of the line length passing through the area, represents the area influence coefficient of the region, Indicates the propagation of noise from different structures;

[0039] Fault zone earthquake risk impact index , the calculation expression is as follows:

[0040] ;

[0041] in, is the impact 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 fault zone intersection angle, If the angle is greater than the intersection angle threshold, it takes 0, otherwise it takes 1;

[0042] Landslide and landslide disaster risk impact index , the calculation expression is as follows:

[0043] ;

[0044] in, is the impact weight of landslide and landslide disasters, Indicates the hazard level impact coefficient, Indicates the vulnerability of the structure. represents the area influence coefficient of the region, Indicates the influence coefficient of the line length passing through the area;

[0045] Impact index of existing transportation routes , the calculation expression is as follows:

[0046] ;

[0047] in, is the impact weight of existing transportation routes, Indicates the level impact coefficient of existing traffic lines, Indicates the vulnerability of the structure. is the influence coefficient of the intersection angle of existing traffic lines, If the angle is greater than the intersection angle threshold, it takes 0, otherwise it takes 1;

[0048] Surface River Impact Index , the calculation expression is as follows:

[0049] ;

[0050] in, is the impact weight of surface rivers, It is a coefficient related to whether it is navigable or not, if it is not navigable, it is 1, if it is navigable, it is 2; is the flood probability factor, is the influence coefficient of the surface river intersection angle, If the angle is greater than the intersection angle threshold, it takes 0, otherwise it takes 1;

[0051] Underground River Impact Index , the calculation expression is as follows:

[0052] ;

[0053] in, is the influence weight of the underground river, is the slope factor, is the soil permeability coefficient, is the influence coefficient of the underground river intersection angle, If the angle is greater than the intersection angle threshold, it takes 0, otherwise it takes 1;

[0054] The impact weight of the environmental protection zone , noise and vibration sensitive area impact weight , Fault zone earthquake risk impact weight , impact weight of landslide and landslide disasters , the influence weight of existing transportation routes , surface river impact weight , underground river impact weight Determined by multi-criteria decision-making method;

[0055] Step S4-2: Based on the mathematical model of the environmental obstacle impact index in step S4-1, calculate The impact index values ​​of all environmental obstacles in the system are sorted from large to small according to the impact index values ​​of each environmental obstacle. The environmental obstacle with the largest impact index value is the environmental obstacle with the highest priority. ;

[0056] Step S4-3: Based on the geometric type of the obstacle, if the If it is a planar obstacle, then go to step S5. If step S4-2 If it is a linear obstacle, go to step S6.

[0057] Preferably, step S5 includes:

[0058] Step S5-1: Based on the morphological features of the current planar environment obstacles, obtain the feasible region for line intersection search and generate a set of scan lines, specifically:

[0059] Obstacle boundary point projection positioning determines the reference point: Project each corner point of the area of ​​the planar environment obstacle that the current route passes through onto the current route. Among all the projected points, obtain the maximum and minimum values ​​of their horizontal coordinates, calculate the coordinates of the midpoint, and use this point as the reference point;

[0060] Obstacle Bilateral Spatial Analysis: The current route divides the planar environmental obstacle it traverses into two regions. The vertical distances from all boundary corner points in each region to the route are calculated, and the maximum vertical distance on each side is found. The maximum distances on both sides are compared, and the smaller one is used as the side for inserting new intersection points.

[0061] Feasible domain generation: Draw a perpendicular line from the reference point to the side where the intersection is located to generate a reference line, and then rotate the reference line 15° to both sides with the reference point as the center of the circle. The area covered is the feasible domain for line intersection search. ;

[0062] Parametric generation of scan line sets: In the feasible domain, with the baseline as the initial direction, according to the preset angle parameter z, multiple straight lines are rotated to form the scan line set of the line intersection ;

[0063] Step S5-2: Based on the scan line set of line intersections, scan grid by grid to generate all candidate points that meet the conditions and add them to the candidate pool The candidate pool of intersection points of the planar environment obstacles that the current route passes through is obtained in the following steps:

[0064] Starting from the reference point, find the first grid outside the current obstacle along the scan line as the starting grid;

[0065] Get the plane coordinates of the current grid and use them as the temporary intersection point of the line;

[0066] Generate a temporary line plan based on the temporary intersection configuration curve; the configuration curve includes determining the curve radius and the length of the transition curve that matches it, and the radius of the temporary intersection is initially the maximum curve radius , Determined based on driving speed and line conditions;

[0067] Constraint checks are performed on the temporary route plan. If the current intersection meets the constraints, it is directly added to the candidate pool and the subsequent grid search phase begins. If the constraints are not met, the radius iterative optimization mechanism is initiated: the radius value of the temporary intersection is gradually reduced and the constraint check is repeatedly performed until the radius falls below the minimum curve radius threshold, terminating the optimization. During this process, if a radius value meets the constraints, the intersection radius is updated and added to the candidate pool, jumping to the next grid search. If no valid solution is generated after the iteration terminates, the current temporary intersection is discarded and the next grid search begins.

[0068] The constraint detection includes: plane avoidance distance detection, minimum circular curve detection, and minimum straight line detection;

[0069] The candidate points are searched one by one along the scan line, and the grid is judged whether the grid meets the termination condition. If the condition is met, the search of the scan line stops, otherwise the search continues by traversing the grid. The termination condition is that the line angle reaches the maximum value.

[0070] Preferably, step S6 includes:

[0071] The intersection of the line and its intersecting linear obstacle is used as the reference point, and perpendicular lines are drawn to both sides to form the scanning baseline. and ;

[0072] Shift the scanning baseline to both sides along the scanning baseline direction , as the initial scan starting point and ;

[0073] The offset The calculation formula is as follows:

[0074] ;

[0075] in, is the minimum tangent length, is the minimum straight line length;

[0076] Starting from the scanning starting point, 、 Search for candidate points, specifically: generate temporary intersection points grid by grid, configure curves to form a temporary line plan, then perform constraint detection, and use temporary intersection points that meet the requirements as candidate points until the line reaches the maximum turning angle, and finally obtain a set of candidate points. and ,as follows:

[0077] ; ;

[0078] in, Represents the set of candidate points The alternative point in Indicates along The number of searched alternative points; Represents the set of candidate points The alternative point in Indicates along The number of searched alternative points;

[0079] The constraint detection includes: minimum straight line detection and minimum circular curve detection;

[0080] Based on the candidate point set and , perform random permutations and combinations, and form a candidate pool of intersection points of linear environmental obstacles that intersect the current line in the form of point pairs ;

[0081] Based on the line plane corresponding to the alternative points in the alternative pool, the ground line interpolation is performed by combining the comprehensive geographic information model, and the corresponding line longitudinal section is generated according to the principle of minimum slope section and minimum earthwork volume.

[0082] Based on the generated line longitudinal section and the clearance constraint of the current linear obstacle, the candidate pool is screened to eliminate candidate points that do not meet the clearance requirement, and then the process proceeds to step S7;

[0083] The clearance constraint is the minimum free space that must be retained within the linear area where the railway line passes over or under, to avoid interference between objects, structures or equipment.

[0084] Preferably, step S7 includes:

[0085] Step S7-1: Based on the project cost , surface risk and linear risk Three indicators are used to establish a quantitative evaluation model, specifically:

[0086] Calculate the project cost, area risk, and linear risk index values ​​using the following formula:

[0087] Project Cost ;

[0088] in, For the cost of bridge construction along the entire line, For the whole line tunnel construction costs, The entire line subgrade engineering cost, Track laying costs for the entire line, Land acquisition costs for the entire line, For the demolition costs of the entire line;

[0089] Area risk ;

[0090] in, is the total number of surface obstacles that the line passes through, For the k The risk weight of each surface obstacle is determined by the analytic hierarchy process. is the crossing length;

[0091] Linear risk ;

[0092] in, is the total number of linear obstacles that the line passes through; For the j The level weight of each linear obstacle; is the intersection angle penalty coefficient, is the clearance penalty coefficient;

[0093] is the intersection angle deviation function, and the formula is as follows:

[0094] ;

[0095] in, For the line and j The intersection angle of the linear obstacles, is the intersection angle threshold between the obstacle and the line;

[0096] is the clearance deviation function, and the formula is as follows:

[0097] ;

[0098] in, For the line and j The clearance value of linear obstacles, is the clearance threshold between the obstacle and the line;

[0099] Using the CRITIC multi-criteria decision-making method, the three indicators of project cost, surface risk and linear risk are integrated into the comprehensive adaptability of the alternative point. , the formula is as follows:

[0100] ;

[0101] in, , , are the indicator weights of project cost, surface risk, and linear risk, 、 、 is the normalized value;

[0102] Step S7-2: Calculate the comprehensive fitness values ​​of all candidate points in the candidate pool based on the indicator quantitative evaluation model, and sort them from small to large. The point with the smallest comprehensive fitness value is the recommended intersection point.

[0103] The present invention also provides a readable storage medium having computer program instructions stored thereon, which, when executed by a processor, implements the railway line search method in an environment with widespread and dense obstacles as described above.

[0104] The present invention also provides an electronic device comprising: 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 railway line search method in an environment with widespread and dense obstacles as described above is performed.

[0105] The application of the technical solution of the present invention has the following beneficial effects:

[0106] (1) The present invention uses a priority obstacle handling strategy and a dynamic insertion mechanism to intelligently identify key obstacles, preferentially generate intersections around obstacles, and quickly generate a route plan that meets all constraints, providing a reference for manual route selection. It effectively avoids the redundant route detours or repeated adjustments caused by improper obstacle handling order in traditional methods, and significantly improves the efficiency and quality of route plan design in complex environments.

[0107] (2) This invention uses a point-by-point iterative search method to determine the route based on obstacles. The route is updated in real time after each intersection point is inserted. Through the collaborative calculation and evaluation of multiple indicators, each adjustment is ensured to approach the global optimum. Compared with traditional trial-and-error search methods, this method can reduce computational time and avoid falling into local optimality.

[0108] In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0109] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0110] Figure 1 A schematic flow chart of a method for searching for railway lines in an environment with widespread and dense obstacles according to an embodiment of the present invention;

[0111] Figure 2 Schematic diagram of constructing a candidate intersection pool at a planar obstacle in this embodiment;

[0112] Figure 3 Schematic diagram of constructing an intersection candidate pool at a linear obstacle in this embodiment. DETAILED DESCRIPTION

[0113] The embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0114] In one embodiment, see Figure 1 This example discloses a railway route search method in an environment with widespread and dense obstacles. The method aims to find the optimal route plan in a complex obstacle environment. The basic principle of the method is to first obtain the obstacles that the route passes through and determine the obstacles to be handled first; then, insert the preferred route intersection points around the obstacles, adjust the route plan and repeat the insertion operation until the spatial relationship requirements between the route and the obstacles are met, and finally generate a global optimal route that meets the constraints.

[0115] The steps of the railway line search method in a dense obstacle environment are as follows:

[0116] Step S1: Construct an expression model of obstacles in the route selection environment, specifically:

[0117] Step S1-1: Classify the environmental obstacles in the study area and abstract them into line and surface entities, specifically linear environmental obstacles and surface environmental obstacles, in the following way:

[0118] (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 polylines, and the endpoints of the polylines are taken to represent linear obstacles.

[0119] (2) Surface environmental obstacles: Surface environmental obstacles in the geographical environment include environmental protection areas, landslide geological areas, noise and vibration sensitive areas, etc. Their entities are displayed as closed polylines, and the endpoints of the polylines are taken to represent the surface environmental obstacles.

[0120] Step S1-2: Record the existence characteristics and specific three-dimensional coordinate values ​​of the environmental obstacle entity, wherein the existence characteristics are:

[0121] (1) The attributes of linear obstacles mainly include: name, level, type, intersection angle threshold, clearance threshold and other information;

[0122] (2) The attributes of surface obstacles mainly include: name, level, type, minimum safe clearance, reference elevation and other information.

[0123] Step S1-3: Uniquely encode the environmental obstacle entity, specifically:

[0124] The code is a string of 10 characters in length. The first character of the code is a character bit, indicating the geometric type of the entity, with Z indicating surface and L indicating line. The second and third characters of the code are combined character bits, forming the type name of the entity. For example, EF indicates that the entity is an environmental protection area. Starting from the fifth character bit, adjacent three-digit characters are combined to indicate the rank of the entity among all entities of this geometric type. The eighth, ninth, and tenth characters indicate the disposal measures of the line for the entity. For linear entities, it is the minimum limit of the intersection angle, and for surface entities, it is the minimum safe clearance.

[0125] Step S2: Combined with the expression model of environmental obstacles, a comprehensive geographic information model of a certain study area is established, specifically:

[0126] First, the study area is divided into a series of regular unit grids. Then, the environmental entity information and other relevant information required for route search are stored in the corresponding grid locations. The other relevant information data required for route search includes major technical standards, terrain characteristics, land prices, and project unit prices.

[0127] Step S3: Initialize the route plan and obtain the environmental obstacle set of the route plan, specifically:

[0128] Connect the starting and ending points to form an initial route plan Then, based on the comprehensive geographic information model, the initial route is spatially analyzed to extract the set of obstacles it passes through. , and record obstacle information by type, and then remove linear obstacles that meet the intersection angle constraint.

[0129] The obstacle information is specifically:

[0130] Surface obstacles: obstacle code number, crossing start and end grid numbers, surface obstacle area and crossing length;

[0131] Linear obstacles: obstacle code number, intersection grid number, intersection angle with the line, and clearance distance.

[0132] Step S4: Based on the priority judgment criterion, the obtained set of environmental obstacles is prioritized, and the environmental obstacle with the highest priority in the set of environmental obstacles is taken as the obstacle to be handled first, which is recorded as .

[0133] Because different types of obstacles have varying degrees of impact on routes, route selection requires prioritizing each obstacle based on its specific impact. To this end, an evaluation model based on priority criteria has been designed to prioritize intersection insertion by quantifying the impact of each obstacle. Each obstacle type is assigned an impact index based on its impact on the route, resulting in a clear priority ranking. The specific steps are as follows:

[0134] Step S4-1: For each obstacle, construct a mathematical model of the impact index of the environmental obstacle. The mathematical model of the environmental obstacle includes but is not limited to:

[0135] (1) Impact index of environmental protection zone, calculated as follows:

[0136] ;

[0137] in, represents the impact weight of the environmental protection zone, Indicates the protection level impact coefficient, represents the area impact coefficient of the environmental protection zone, Indicates the impact coefficient of the line length crossing the environmental protection zone. Refer to Table 1, and the protection zone is classified according to the impact coefficient as follows:

[0138] Table 1. Impact coefficients of protected area levels

[0139]

[0140] (2) The noise and vibration sensitive area impact index is calculated as follows:

[0141] ;

[0142] in, Indicates the impact weight of noise and vibration sensitive areas, Indicates the noise and vibration sensitivity of different functional areas, Indicates the influence coefficient of the line length passing through the area, represents the area influence coefficient of the region, Indicates the propagation of noise from different structures. Refer to Table 2, and the functional areas are classified according to the impact coefficient as follows:

[0143] Table 2 Sensitivity table of different functional areas in noise and vibration sensitive areas

[0144]

[0145] Among them, functional areas can be divided into three categories according to the maximum noise requirements: Class I functional areas require an extremely quiet environment, mainly including laboratories, medical institutions, high-precision production areas, high-end office areas, etc.; Class II functional areas require a relatively quiet environment, mainly including educational places, residential areas, etc.; Class III functional areas have loose noise requirements, mainly including industrial production areas, warehouses and logistics areas, commercial areas, etc.

[0146] (3) Fault zone earthquake risk impact index, calculated as follows:

[0147] ;

[0148] in, is the impact 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 fault zone intersection angle, If the value is greater than the intersection angle threshold, it is set to 0, otherwise it is set to 1. Referring to Table 3, the activity of the functional area is graded according to the influence coefficient as follows:

[0149] Table 3. Fault zone earthquake risk activity level influence coefficient

[0150]

[0151] (4) Landslide and flow disaster risk impact index, the calculation expression is as follows:

[0152] ;

[0153] in, is the impact weight of landslide and landslide disasters, Indicates the hazard level impact coefficient, Indicates the vulnerability of the structure. represents the area influence coefficient of the region, Indicates the influence coefficient of the line length crossing the area. Refer to Table 4, and the landslide hazard is graded according to the influence coefficient as follows:

[0154] Table 4 Impact coefficients of landslide and landslide hazards

[0155]

[0156] (5) The impact index of existing traffic routes is calculated as follows:

[0157] ;

[0158] in, is the impact weight of existing transportation routes, Indicates the level impact coefficient of existing traffic lines, Indicates the vulnerability of the structure. is the influence coefficient of the intersection angle of existing traffic lines, If the value is greater than the intersection angle threshold, it is set to 0, otherwise it is set to 1. Referring to Table 5, the existing traffic lines are classified according to the influence coefficient as follows:

[0159] Table 5 Influence coefficients of existing traffic lines

[0160]

[0161] Among them, existing transportation routes can be divided into three categories according to their nature: highways, railways, and urban rail transit: Class I includes expressways, high-speed railways, and subways; Class II includes provincial roads, county roads, ordinary railways, and light rail; Class III includes low-grade highways, freight railways, and monorail.

[0162] (6) Surface river impact index, the calculation expression is as follows:

[0163] ;

[0164] in, is the impact weight of surface rivers, It is a coefficient related to whether the country is navigable. If it is not navigable, it is 1; if it is navigable, it is 2. is the flood probability factor, is the influence coefficient of the surface river intersection angle, If the value is greater than the intersection angle threshold, it takes 0; otherwise, it takes 1.

[0165] (7) Underground river impact index, the calculation expression is as follows:

[0166] ;

[0167] in, is the influence weight of the underground river, is the slope factor, is the soil permeability coefficient, is the influence coefficient of the underground river intersection angle, If the angle is greater than the intersection angle threshold, it takes 0, otherwise it takes 1;

[0168] Furthermore, the impact weight of environmental protection areas , noise and vibration sensitive area impact weight , Fault zone earthquake risk impact weight , impact weight of landslide and landslide disasters , the influence weight of existing transportation routes , surface river impact weight , underground river impact weight It is determined by multi-criteria decision-making method.

[0169] Step S4-2: Based on the mathematical model of the environmental obstacle impact index in step S4-1, calculate The impact index values ​​of all environmental obstacles in the system are then sorted from large to small according to the impact index values ​​of each environmental obstacle. The environmental obstacle with the largest impact index value is the environmental obstacle with the highest priority. .

[0170] Step S4-3: Based on the geometric type of the obstacle, if the If it is a planar obstacle, then go to step S5. If step S4-2 If it is a linear obstacle, go to step S6.

[0171] Step S5: Based on the alignment principle of the intersection of the railway line and the planar environmental obstacles, a candidate pool of intersection points of the planar environmental obstacles that the current line passes through is constructed. Figure 2 , the specific steps are as follows:

[0172] Step S5-1: Based on the morphological features of the current planar environment obstacles, obtain the feasible domain for line intersection search and generate a set of scan lines. Specifically:

[0173] (1) Projection positioning of obstacle boundary points to determine the reference point: Project each corner point of the area of ​​the planar environment obstacle that the current route passes through onto the current route. Among all the projected points, obtain the maximum and minimum values ​​of their horizontal coordinates, calculate the midpoint coordinates, and use this point as the reference point.

[0174] (2) Bilateral spatial analysis of obstacles to optimize the side for intersection search: The current route divides the planar obstacle into two regions. The vertical distances from all boundary corners to the route in each region are calculated, and the maximum vertical distance on each side is found. The maximum distances on both sides are then compared, and the smaller side is selected as the side for the newly inserted intersection.

[0175] (3) Generation of feasible domain: Draw a perpendicular line from the reference point to the side where the intersection is located to generate a reference line. Then, rotate the reference line 15° to both sides with the reference point as the center of the circle. The area covered is the feasible domain for searching the intersection of the lines. .

[0176] (4) Parametric generation of scan line sets: In the feasible domain, with the baseline as the initial direction, according to the preset angle parameter z, multiple straight lines are rotated to form the scan line set of the line intersection. In this example z=5°.

[0177] Step S5-2: Based on the scan line set of line intersections, scan grid by grid to generate all candidate points that meet the conditions and add them to the candidate pool The specific implementation steps are:

[0178] (1) Starting from the reference point, find the first grid outside the current obstacle along the scan line as the starting grid.

[0179] (2) Obtain the plane coordinates of the current grid and use them as the temporary intersection point of the line.

[0180] (3) Generate a temporary line plan based on the temporary intersection configuration curve. The configuration curve includes determining the curve radius and the length of the transition curve that matches it, and the radius of the temporary intersection is initially the maximum curve radius. , It is determined based on driving speed and line conditions.

[0181] (4) Constraint detection is performed on the temporary line plan. If the current intersection meets the constraint conditions, it is directly included in the candidate pool and enters the subsequent grid search stage; if the constraint conditions are not met, the radius iterative optimization mechanism is started: 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. In this process, if there is a radius value that meets the constraint, the intersection radius is updated and the intersection is added to the candidate pool, and the next grid search is skipped; if no valid solution is generated after the iteration is terminated, the current temporary intersection is discarded and the next grid search is entered. The constraint detection includes: plane avoidance distance detection, minimum curve length detection, and minimum straight line detection.

[0182] The radius reduction in radius iterative optimization is In this example, =100m.

[0183] (5) Searching for candidate points along the scan line one grid at a time, and determining whether the grid meets the termination condition, if the condition is met, the search of the scan line stops, otherwise the search continues through the grids. The termination condition is that the line angle reaches the maximum value.

[0184] (6) Repeat steps (1) to (5) until all scan lines have been searched and proceed to step S7.

[0185] Step S6: Based on the alignment principle of orthogonal linear environmental obstacles of railway lines, a candidate pool of intersection points of linear environmental obstacles intersecting the current line is constructed, and combined with Figure 3 , the specific steps are as follows:

[0186] (1) Take the intersection of the line and the linear obstacle as the reference point, and draw perpendicular lines to both sides to form the scanning baseline and .

[0187] (2) Shift the scanning baseline to both sides along the scanning baseline direction , as the initial scan starting point and The offset formula is as follows: ;

[0188] in, is the minimum tangent length, The minimum straight line length.

[0189] (3) Starting from the scanning starting point, follow , Search for candidate points: Generate temporary intersection points grid by grid, configure curves to form a temporary line plan, then perform constraint detection, and use temporary intersection points that meet the requirements as candidate points until the line reaches the maximum turning angle, and finally obtain a set of candidate points. ;

[0190] in, Represents the set of candidate points The alternative point in Indicates along The number of searched alternative points; Represents the set of candidate points The alternative point in Indicates along The number of searched alternative points;

[0191] The constraint detection includes: minimum straight line detection and minimum circular curve detection.

[0192] (4) Based on the candidate point set and , perform random permutations and combinations to form a candidate pool in the form of point pairs .

[0193] Based on the line plane corresponding to the alternative points in the alternative pool, the ground line interpolation is performed by combining the comprehensive geographic information model, and the corresponding line longitudinal section is generated according to the principle of minimum slope section and minimum earthwork volume.

[0194] Based on the generated line longitudinal section and the clearance constraint of the current linear obstacle, the candidate pool is screened to eliminate candidate points that do not meet the clearance requirement, and then the process proceeds to step S7;

[0195] The clearance constraint is the minimum free space that must be retained within the linear area where the railway line passes over or under, to avoid interference between objects, structures or equipment.

[0196] Step S7: Perform quantitative evaluation of the evaluation index and sort the candidate points in the intersection candidate pool according to the quantitative evaluation results of the evaluation index, specifically:

[0197] Step S7-1: Based on the project cost , surface risk , linear risk Three indicators are used to establish a quantitative evaluation model, specifically:

[0198] (1) Calculate the project cost, area risk, and linear risk index values ​​using the following formula:

[0199] Project cost: ;

[0200] in, For the cost of bridge construction along the entire line, For the whole line tunnel construction costs, The entire line subgrade engineering cost, Track laying costs for the entire line, Land acquisition costs for the entire line, For the demolition costs of the entire line.

[0201] Face risk: ;

[0202] in, is the total number of surface obstacles that the line passes through, For the k The risk weight of each surface obstacle is determined by the analytic hierarchy process. is the crossing length.

[0203] Linear risk: ;

[0204] in, is the total number of linear obstacles that the line passes through; For the j The weight of each linear obstacle is 1.0 for level one obstacles (such as national highways, high-speed rail lines, high-voltage pipelines, fault zones, etc.); 0.6 for level two obstacles (such as surface rivers, underground rivers, etc.); and 0.3 for level three obstacles (such as county roads, communication pipelines, etc.). is the intersection angle penalty coefficient, take 0.7, is the clearance penalty coefficient, which is 0.3.

[0205] is the intersection angle deviation function, and the formula is as follows:

[0206] ;

[0207] in, For the line andj The intersection angle of the linear obstacles, is the intersection angle threshold between the obstacle and the line.

[0208] is the clearance deviation function, and the formula is as follows:

[0209] ;

[0210] in, For the line and j The clearance value of linear obstacles, is the clearance threshold between obstacles and lines.

[0211] (2) Using the CRITIC multi-criteria decision-making method, the three indicators of project cost, surface risk and linear risk are integrated into the comprehensive adaptability of the candidate point. , the formula is as follows:

[0212] ;

[0213] in, , , are the indicator weights of project cost, surface risk, and linear risk, , , is the normalized value.

[0214] Step S7-2: Calculate the comprehensive fitness values ​​of all candidate points in the candidate pool based on the indicator quantitative evaluation model, and sort them from small to large. The point with the smallest comprehensive fitness value is the recommended intersection point.

[0215] Step S8: Based on the recommended intersections obtained above, the route plan is adjusted. Then, based on the integrated geographic information model, the environmental obstacles that the route plan traverses are re-acquired and the environmental obstacle set is updated. If the environmental obstacle set is empty, the route plan is output as the preferred route plan. Otherwise, the process returns to step S4 until the preferred route plan is output.

[0216] This embodiment further includes a readable storage medium having computer program instructions stored thereon. When the computer program instructions are executed by a processor, the railway line search method in an environment with widespread and dense obstacles as described above is implemented.

[0217] Exemplarily, the computer program may be divided into one or more modules / units, which are stored in the memory and executed by the processor to implement the present invention. The one or more modules / units may be a series of computer program instruction segments capable of implementing specific functions, and the instruction segments are used to describe the execution process of the computer program in the electronic device.

[0218] This embodiment also includes 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 railway line search method in an environment with widespread and dense obstacles as described above is performed.

[0219] The electronic device may be a computing device such as a mobile phone, desktop computer, laptop, PDA, or cloud server. The electronic device may include, but is not limited to, a processor and memory. For example, the electronic device may also include input / output devices, network access devices, buses, etc.

[0220] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A railway line search method in an environment with widespread and dense obstacles, characterized in that: The steps include: Step S1: construct an expression model of obstacles in the line selection environment; Step S2: Combined with the expression model of environmental obstacles, a comprehensive geographic information model of the study area is established; Step S3: Initialize the route plan and obtain the environmental obstacle set of the route plan; Step S4: Based on the priority judgment criterion, the obtained set of environmental obstacles is prioritized, and the environmental obstacle with the highest priority in the set of environmental obstacles is selected as the obstacle to be handled first; Step S5: Based on the alignment principle of the intersection of the railway line and the planar environmental obstacles, a candidate intersection pool of planar environmental obstacles that the current line crosses is constructed; Step S6: Based on the alignment principle of orthogonal linear environmental obstacles of railway lines, a candidate pool of intersection points of linear environmental obstacles intersecting the current line is constructed; Step S7: performing quantitative evaluation of the evaluation index and sorting the candidate points in the intersection candidate pool according to the quantitative evaluation results of the evaluation index to obtain recommended intersection points; Step S8: Adjust the route plan based on the recommended intersection points, then reacquire the environmental obstacles that the route plan crosses based on the comprehensive geographic information model, and update the environmental obstacle set; if the environmental obstacle set is empty, output the route plan as the preferred route plan, otherwise go back to step S4.

2. The railway line search method in a dense obstacle environment according to claim 1, characterized in that: The step S1 comprises: Step S1-1: Classify the environmental obstacles in the study area and abstract them into line and surface entities, specifically linear environmental obstacles and surface environmental obstacles, as follows: 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. Their entities are displayed as non-closed polylines, and the endpoints of the non-closed polylines represent linear obstacles. Surface environmental obstacles: Surface environmental obstacles in the geographical environment include environmental protection areas, landslide geological areas, and noise and vibration sensitive areas. Their entities are displayed as closed polylines, and the endpoints of the closed polylines are used to represent the surface environmental obstacles. Step S1-2: Record the existence characteristics and specific three-dimensional coordinate values ​​of the environmental obstacle entity; Step S1-3: Uniquely encode the environmental obstacle entity.

3. The railway line search method in a dense obstacle environment according to claim 2, characterized in that: The method for establishing a comprehensive geographic information model of the study area includes the following steps: 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; Other relevant information data required for the route search include main technical standards, terrain features, land prices and project unit prices.

4. The railway line search method in a dense obstacle environment according to claim 3, characterized in that: The step S3 comprises: Connect the starting and ending points to form an initial route plan ; Based on the comprehensive geographic information model, the initial route plan is spatially analyzed to extract the set of obstacles it crosses. , and record obstacle information by type, and then remove linear obstacles that meet the intersection angle constraint; The obstacle information is specifically: Surface obstacles: obstacle code number, crossing start and end grid numbers, surface obstacle area and crossing length; Linear obstacles: obstacle code number, intersection grid number, intersection angle with the line and clearance distance.

5. The railway line search method in a dense obstacle environment according to claim 4, characterized in that: The step S4 comprises: Step S4-1: For each obstacle, construct a mathematical model of the impact index of the environmental obstacle, which includes: Impact Index of Environmental Protection Areas , the calculation expression is as follows: ； in, represents the impact weight of the environmental protection zone, Indicates the protection level impact coefficient, represents the area impact coefficient of the environmental protection zone, Indicates the influence coefficient of the line length crossing the environmental protection zone; Noise and vibration sensitive area impact index , the calculation expression is as follows: ； in, Indicates the impact weight of noise and vibration sensitive areas, Indicates the noise and vibration sensitivity of different functional areas, Indicates the influence coefficient of the line length passing through the area, represents the area influence coefficient of the region, Indicates the propagation of noise from different structures; Fault zone earthquake risk impact index , the calculation expression is as follows: ； in, is the impact 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 fault zone intersection angle, If the angle is greater than the intersection angle threshold, it takes 0, otherwise it takes 1; Landslide and landslide disaster risk impact index , the calculation expression is as follows: ； in, is the impact weight of landslide and landslide disasters, Indicates the hazard level impact coefficient, Indicates the vulnerability of the structure. represents the area influence coefficient of the region, Indicates the influence coefficient of the line length passing through the area; Impact index of existing transportation routes , the calculation expression is as follows: ； in, is the impact weight of existing transportation routes, Indicates the level impact coefficient of existing traffic lines, Indicates the vulnerability of the structure. is the influence coefficient of the intersection angle of existing traffic lines, If the angle is greater than the intersection angle threshold, it takes 0, otherwise it takes 1; Surface River Impact Index , the calculation expression is as follows: ； in, is the impact weight of surface rivers, It is a coefficient related to whether it is navigable or not, if it is not navigable, it is 1, if it is navigable, it is 2; is the flood probability factor, is the influence coefficient of the surface river intersection angle, If the angle is greater than the intersection angle threshold, it takes 0, otherwise it takes 1; Underground River Impact Index , the calculation expression is as follows: ； in, is the influence weight of the underground river, is the slope factor, is the soil permeability coefficient, is the influence coefficient of the underground river intersection angle, If the angle is greater than the intersection angle threshold, it takes 0, otherwise it takes 1; The impact weight of the environmental protection zone , noise and vibration sensitive area impact weight , Fault zone earthquake risk impact weight , impact weight of landslide and landslide disasters , the influence weight of existing transportation routes , surface river impact weight , underground river impact weight Determined by multi-criteria decision-making method; Step S4-2: Based on the mathematical model of the environmental obstacle impact index in step S4-1, calculate The impact index values ​​of all environmental obstacles in the system are sorted from large to small according to the impact index values ​​of each environmental obstacle. The environmental obstacle with the largest impact index value is the environmental obstacle with the highest priority. ; Step S4-3: Based on the geometric type of the obstacle, if the If it is a planar obstacle, then go to step S5. If step S4-2 If it is a linear obstacle, go to step S6.

6. The railway line search method in a dense obstacle environment according to claim 5, characterized in that: The step S5 comprises: Step S5-1: Based on the morphological features of the current planar environment obstacles, obtain the feasible region for line intersection search and generate a set of scan lines, specifically: Obstacle boundary point projection positioning determines the reference point: Project each corner point of the area of ​​the planar environment obstacle that the current route passes through onto the current route. Among all the projected points, obtain the maximum and minimum values ​​of their horizontal coordinates, calculate the coordinates of the midpoint, and use this point as the reference point; Obstacle Bilateral Spatial Analysis: The current route divides the planar environmental obstacle it traverses into two regions. The vertical distances from all boundary corner points in each region to the route are calculated, and the maximum vertical distance on each side is found. The maximum distances on both sides are compared, and the smaller one is used as the side for inserting new intersection points. Feasible domain generation: Draw a perpendicular line from the reference point to the side where the intersection is located to generate a reference line, and then rotate the reference line 15° to both sides with the reference point as the center of the circle. The area covered is the feasible domain for line intersection search. ; Parametric generation of scan line sets: In the feasible domain, with the baseline as the initial direction, according to the preset angle parameter z, multiple straight lines are rotated to form the scan line set of the line intersection ; Step S5-2: Based on the scan line set of line intersections, scan grid by grid to generate all candidate points that meet the conditions and add them to the candidate pool The candidate pool of intersection points of the planar environment obstacles that the current route passes through is obtained in the following steps: Starting from the reference point, find the first grid outside the current obstacle along the scan line as the starting grid; Get the plane coordinates of the current grid and use them as the temporary intersection point of the line; Generate a temporary line plan based on the temporary intersection configuration curve; the configuration curve includes determining the curve radius and the length of the transition curve that matches it, and the radius of the temporary intersection is initially the maximum curve radius , Determined based on driving speed and line conditions; Constraint checks are performed on the temporary route plan. If the current intersection meets the constraints, it is directly added to the candidate pool and the subsequent grid search phase begins. If the constraints are not met, the radius iterative optimization mechanism is initiated: the radius value of the temporary intersection is gradually reduced and the constraint check is repeatedly performed until the radius falls below the minimum curve radius threshold, terminating the optimization. During this process, if a radius value meets the constraints, the intersection radius is updated and added to the candidate pool, jumping to the next grid search. If no valid solution is generated after the iteration terminates, the current temporary intersection is discarded and the next grid search begins. The constraint detection includes: plane avoidance distance detection, minimum circular curve detection, and minimum straight line detection; The candidate points are searched one by one along the scan line, and at the same time, it is determined whether the grid meets the termination condition. If the condition is met, the search of the scan line is stopped, otherwise the search is continued by traversing the grid; the termination condition is that the line angle reaches the maximum value.

7. The railway line search method in a dense obstacle environment according to claim 6, characterized in that: The step S6 comprises: The intersection of the line and its intersecting linear obstacle is used as the reference point, and perpendicular lines are drawn to both sides to form the scanning baseline. and ; Shift the scanning baseline to both sides along the scanning baseline direction , as the initial scan starting point and ; The offset The calculation formula is as follows: ； in, is the minimum tangent length, is the minimum straight line length; Starting from the scanning starting point, 、 The search for candidate points is carried out as follows: temporary intersection points are generated grid by grid, and curves are configured to form a temporary route plan. Then, constraint detection is performed and temporary intersection points that meet the requirements are selected as candidate points until the route reaches the maximum turning angle. Finally, the set of candidate points is obtained as follows: ； ； in, Represents the set of candidate points The alternative point in Indicates along The number of searched alternative points; Represents the set of candidate points The alternative point in Indicates along The number of searched alternative points; The constraint detection includes: minimum straight line detection and minimum circular curve detection; Based on the candidate point set and , perform random permutations and combinations, and form a candidate pool of intersection points of linear environmental obstacles that intersect the current line in the form of point pairs ; Based on the line plane corresponding to the alternative points in the candidate pool, the ground line interpolation is performed by combining the comprehensive geographic information model, and the corresponding line longitudinal section is generated according to the principle of minimum slope section and minimum earthwork volume; Based on the generated line longitudinal section and the clearance constraint of the current linear obstacle, the candidate pool is screened to eliminate candidate points that do not meet the clearance requirement, and then the process proceeds to step S7; The clearance constraint is the minimum free space that must be retained within the linear area where the railway line passes over or under, to avoid interference between objects, structures or equipment.

8. The railway line search method in a dense obstacle environment according to claim 7, characterized in that: The step S7 comprises: Step S7-1: Based on the project cost , surface risk and linear risk Three indicators are used to establish a quantitative evaluation model, specifically: Calculate the project cost, area risk, and linear risk index values ​​using the following formula: Project Cost ; in, For the cost of bridge construction along the entire line, For the whole line tunnel construction costs, The entire line subgrade engineering cost, Track laying costs for the entire line, Land acquisition costs for the entire line, For the demolition costs of the entire line; Area risk ; in, is the total number of surface obstacles that the line passes through, For the k The risk weight of each surface obstacle is determined by the analytic hierarchy process. is the crossing length; Linear risk ; in, is the total number of linear obstacles that the line passes through; For the j The level weight of each 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: ； in, For the line and j The intersection angle of the linear obstacles, is the intersection angle threshold between the obstacle and the line; is the clearance deviation function, and the formula is as follows: ； in, For the line and j The clearance value of linear obstacles, is the clearance threshold between the obstacle and the line; Using the CRITIC multi-criteria decision-making method, the three indicators of project cost, surface risk and linear risk are integrated into the comprehensive adaptability of the alternative point. , the formula is as follows: ； in, , , are the indicator weights of project cost, surface risk, and linear risk, 、 、 is the normalized value; Step S7-2: Calculate the comprehensive fitness values ​​of all candidate points in the candidate pool based on the indicator quantitative evaluation model, and sort them from small to large. The point with the smallest comprehensive fitness value is the recommended intersection point.

9. A readable storage medium, characterized in that Computer program instructions are stored thereon, and when the computer program instructions are executed by a processor, a railway line search method in an environment with widespread and dense obstacles as described in any one of claims 1 to 8 is implemented.

10. An electronic device, characterized in that: include: 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, a railway route search method in a widespread and dense obstacle environment is provided as described in any one of claims 1 to 8.

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