Excavation and backfill prediction method and system for plateau airport flood control and flood season construction based on landform scanning

Abstract

The invention provides an excavation and backfill prediction method and system for plateau airport flood control construction based on landform scanning, and the method comprises the steps: collecting three-dimensional landform point cloud data and image data based on a plurality of scanning devices, and constructing a three-dimensional landform model of a construction region; based on historical rainfall data and climate characteristics of the construction area, rainfall simulation is carried out on the three-dimensional landform model to determine influence performance of rainfall on all positions in the construction area, and a to-be-excavated area, a to-be-backfilled area and corresponding engineering indexes are determined in combination with the flood control design requirements of the plateau airport and the construction layout of the airport; and according to the three-dimensional landform model and the engineering indexes of the to-be-excavated and to-be-backfilled areas, respectively predicting the construction engineering amount of each to-be-excavated and to-be-backfilled area, and in combination with the position information corresponding to the to-be-excavated and to-be-backfilled areas and the related analysis data, generating a construction prediction report and sending the report to an engineering manager. The method achieves the reasonable planning and prediction of the flood control construction of the plateau airport.

Description

Technical Field

[0001] This invention relates to the field of construction excavation and backfilling technology, and in particular to a method and system for predicting excavation and backfilling in high-altitude airport flood control construction based on topographic scanning. Background Technology

[0002] Due to their unique geographical environment and climate conditions, plateau airports face numerous challenges during flood control and flood season construction. Accurately predicting the volume of excavation and backfilling is crucial for rationally scheduling construction, reducing costs, and ensuring the airport's safety during flood season. However, existing methods for predicting excavation and backfilling largely rely on experience or simple topographic surveys, failing to fully consider the complex terrain and climatic factors affecting construction. These methods cannot accurately obtain detailed topographic information, leading to inaccurate predictions of excavation and backfilling volumes, potentially wasting construction resources, and even impacting the airport's flood control effectiveness, thus exhibiting significant limitations. Summary of the Invention

[0003] This invention provides a method and system for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning. This method aims to solve the problem of inaccurate prediction of excavation and backfilling volumes in existing technologies, improve the accuracy of predictions, and rationally plan flood control construction at plateau airports.

[0004] This invention provides a method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, comprising:

[0005] Step 1: Using multiple scanning devices, conduct a comprehensive topographic scan of the plateau airport construction area to obtain three-dimensional topographic point cloud data and image data, and construct a three-dimensional topographic model of the construction area.

[0006] Step 2: Based on historical rainfall data and climate characteristics of the construction area, conduct rainfall simulation on a three-dimensional topographic model to determine the impact of rainfall on various parts of the construction area;

[0007] Step 3: Based on the impact of rainfall on various parts of the construction area, combined with the flood control and flood season design requirements of the plateau airport and the airport construction layout, determine the areas to be excavated and the areas to be backfilled, and their corresponding engineering indicators.

[0008] Step 4: Based on the 3D terrain model and the engineering indicators of the areas to be excavated and backfilled, predict the construction volume of each area to be excavated and backfilled.

[0009] Step 5: Based on the location information of the areas to be excavated and the areas to be backfilled, the corresponding predicted construction volume, and related analysis data, generate a construction prediction report and send it to the project management personnel.

[0010] Preferably, in a method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, step 2 includes:

[0011] Based on climate characteristics, the historical rainfall data corresponding to the construction area is divided into seasons, and the maximum predicted rainfall and the maximum annual rainfall for each season are determined.

[0012] Based on climate characteristics, the parameters of the three-dimensional landform model are seasonally adaptively adjusted, and the maximum predicted rainfall for the corresponding season is input to conduct the first rainfall simulation, so as to determine the first impact of heavy rainfall in each season on various locations in the construction area.

[0013] The annual maximum rainfall was input into the corresponding three-dimensional geomorphological model for the season to conduct a second rainfall simulation, and the second impact of the annual maximum rainfall on various locations in the construction area in different seasons was determined.

[0014] By summarizing the first and second impact scenarios, we can obtain the impact of rainfall on various locations within the construction area.

[0015] Preferably, in a method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, the historical rainfall data corresponding to the construction area is divided into seasons based on climate characteristics, and the maximum predicted rainfall and the maximum annual rainfall for each season are determined, including:

[0016] Historical rainfall data for the construction area within a preset year is obtained. Based on the climate characteristics corresponding to the construction area, climate change nodes are determined. Based on the climate change nodes, the historical rainfall data for each year is divided into historical rainfall datasets corresponding to multiple seasons.

[0017] Each historical rainfall dataset is filtered, and historical rainfall data with precipitation above the preset data value are retained to generate a new historical rainfall dataset. The historical rainfall data in the new historical rainfall dataset are then averaged to obtain the seasonal average maximum rainfall.

[0018] By comparing the seasonal average maximum rainfall in multiple years corresponding to the same season, the seasonal rainfall fluctuation characteristics and the maximum average rainfall can be determined.

[0019] Based on the rainfall fluctuation characteristics, a rainfall fluctuation factor is generated, and the maximum average rainfall is corrected using the fluctuation factor to obtain the maximum rainfall.

[0020] The maximum rainfall is compared with the maximum rainfall of the current season, and the maximum value in the comparison result is taken as the target rainfall. Based on a preset ratio coefficient, the target rainfall is corrected to obtain the maximum predicted rainfall of the current season in the construction area.

[0021] And the highest rainfall in history is used as the maximum annual rainfall.

[0022] Preferably, in a method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, the first and second impact factors are summarized to obtain the impact of rainfall on various locations within the construction area, including:

[0023] By comparing the first and second impact scenarios for the same season, the differences in the impact of rainfall can be obtained.

[0024] By comparing the primary and secondary impacts of different seasons, the differences in seasonal rainfall impacts can be obtained.

[0025] By comparing the secondary impact scenarios corresponding to different seasons, the degree of impact of the annual maximum rainfall on the topography of the construction area in different seasons is determined, and the secondary impact scenario with the greatest impact is taken as the target impact scenario.

[0026] Based on the differences in the impact of rainfall and the differences in the impact of seasonal rainfall, the impact data on the target is supplemented to obtain the final impact performance.

[0027] Preferably, in a method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, step 3 includes:

[0028] Based on the airport construction layout, the key and non-key areas corresponding to the airport's key facilities are determined. In conjunction with the flood control and flood season design requirements for plateau airports, the special drainage requirements for each key area and the basic drainage requirements for non-key areas are determined respectively.

[0029] Based on the impact of rainfall on various parts of the construction area, the special drainage requirements of each key area, and the basic drainage requirements of non-critical areas, drainage within the construction area is planned using a three-dimensional topographic model.

[0030] Based on the drainage planning results, the areas to be excavated and the areas to be backfilled within the construction area, along with their corresponding engineering indicators, are determined.

[0031] Preferably, in a method for predicting excavation and backfilling during flood control construction at a plateau airport based on topographic scanning, drainage within the construction area is planned based on the impact of rainfall on various locations within the construction area, the specific drainage requirements of key areas, and the basic drainage requirements of non-critical areas, combined with a three-dimensional topographic model. This includes:

[0032] Based on the impact of rainfall on various parts of the construction area, the water flow path, water convergence and accumulation, and water accumulation and flooding in each key and non-key area during the rainfall process were determined. Under the premise of not affecting the airport's key facilities, multiple drainage nodes were identified and marked on the three-dimensional terrain model.

[0033] Based on a three-dimensional topographic model, the rivers and drainage pipes surrounding the plateau airport were identified.

[0034] Based on the relative location information of each river and drainage pipeline to the plateau airport, the location information of each drainage node inside the airport, and the maximum flood discharge corresponding to the target impact, multiple drainage outlets and the expected drainage capacity of each drainage outlet are determined based on the principle of proximity.

[0035] Starting from each drainage outlet, connect each drainage node according to the maximum line length to obtain the planned drainage connection trajectory, and mark it on the three-dimensional terrain model;

[0036] Based on the planned drainage connection trajectory location, as well as the drainage slope and airport construction flatness requirements, the design height corresponding to each location is determined, and the drainage planning results are generated.

[0037] Preferably, in a method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, the areas to be excavated and backfilled within the construction area, along with their corresponding engineering indicators, are determined according to drainage planning results, including:

[0038] Based on the actual height of the drainage planning results, and combined with the actual height of various locations within the construction area marked on the three-dimensional topographic model, the areas to be excavated and the areas to be backfilled are determined.

[0039] The project height is determined based on the height difference between the design height and the actual height. Combined with the planned drainage connection trajectory and the expected drainage capacity of each drainage outlet, the project scope corresponding to the area to be excavated and the area to be backfilled is determined respectively.

[0040] Based on the project height and scope, corresponding engineering indicators are generated for the areas to be excavated or backfilled.

[0041] Preferably, in a method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, after determining the areas to be excavated and backfilled within the construction area and their corresponding engineering indicators based on drainage planning results, the method further includes:

[0042] Based on the drainage planning results, a three-dimensional geomorphological model was used to simulate backfilling and excavation of the areas to be excavated and backfilled, generating a new three-dimensional geomorphological model.

[0043] Based on the new three-dimensional landform model, the first and second simulations were performed to obtain the simulation results. The simulation results were then compared with the expected results. If the simulation results did not meet the expected results, the drainage plan and the areas to be excavated and backfilled were re-determined.

[0044] Otherwise, proceed to step 4.

[0045] Preferably, in a method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, step 4 includes:

[0046] Based on the three-dimensional geomorphological model, the actual geological structure corresponding to the area to be excavated and the area to be backfilled is obtained, and grid marking is performed on the area to be excavated and the area to be backfilled based on engineering indicators.

[0047] Based on the grid marking results, the actual volume of each area to be excavated and the area to be backfilled is determined respectively.

[0048] For the area to be excavated, the soil characteristics of each area to be excavated are determined according to the actual geological structure, and the soil type of each soil layer in each area to be excavated is determined based on the soil characteristics.

[0049] Based on the three-dimensional geomorphological model and the grid marking results, the soil volume corresponding to different soil layers is determined. Combined with the preset soil loosening coefficient table and the soil type of each soil layer, the construction soil volume corresponding to each soil layer is determined and marked on the three-dimensional model.

[0050] The soil type and construction soil volume corresponding to each soil layer in each area to be excavated are obtained and summarized to obtain the construction volume of each area to be excavated.

[0051] For the areas to be backfilled, various historical backfilling data were collected based on the Internet, and combined with the actual geological structure of each area to be backfilled, various recommended backfilling schemes were determined for each area to be backfilled.

[0052] Obtain the backfill compaction requirements for airport construction, determine the backfill compaction coefficient corresponding to the construction area, and obtain the construction volume corresponding to each backfill area based on the actual volume of each backfill area and the backfill compaction coefficient.

[0053] Based on the characteristics of backfill materials and their combinations for various backfilling schemes, and combined with the construction volume of the area to be backfilled, the required amount of backfill materials for different recommended backfilling schemes is determined, thus obtaining the construction volume of the area to be backfilled.

[0054] This invention provides a prediction system for excavation and backfilling during flood control construction at plateau airports based on topographic scanning, comprising:

[0055] The terrain model building module is used to perform a comprehensive terrain scan of the plateau airport construction area based on various scanning devices, obtain three-dimensional terrain point cloud data and image data, and build a three-dimensional terrain model of the construction area.

[0056] The rainfall simulation and analysis module is used to simulate rainfall on a three-dimensional terrain model based on historical rainfall data and climate characteristics of the construction area, and to determine the impact of rainfall on various parts of the construction area.

[0057] The module for determining excavation and backfill areas is used to determine the areas to be excavated and backfilled, along with their corresponding engineering indicators, based on the impact of rainfall on various parts of the construction area, combined with the flood control and flood season design requirements of the plateau airport and the airport construction layout.

[0058] The engineering quantity prediction module is used to predict the construction engineering quantity of each excavation area and backfill area based on the three-dimensional terrain model and the engineering indicators of the excavation area and the backfill area.

[0059] The report generation and sending module is used to generate a construction prediction report and send it to the project management personnel based on the location information of the area to be excavated and the area to be backfilled, the corresponding predicted construction volume, and related analysis data.

[0060] Compared with the prior art, the present invention has at least the following beneficial effects:

[0061] This invention utilizes multiple scanning devices to perform a comprehensive topographic scan of the construction area, acquiring rich information including 3D topographic point cloud data and image data. This provides a more comprehensive and accurate reflection of the topographic features of the plateau airport construction area. Based on this data, a 3D topographic model is constructed, providing a high-precision foundation for subsequent rainfall simulation, area determination, and engineering quantity prediction. This improves the accuracy of excavation and backfill engineering quantity prediction, making the prediction results more closely match actual construction needs. Then, based on historical rainfall data and climate characteristics, rainfall simulation is performed on the 3D topographic model. This allows for a direct and scientific determination of the impact of rainfall on various parts of the construction area, helping to identify high-risk areas susceptible to rainfall (such as areas prone to water accumulation or landslides) in advance. Furthermore, based on the simulation results and combined with flood control design requirements and the airport construction layout, the areas to be excavated and backfilled can be accurately delineated. The invention provides a foundation for predicting excavation and backfill volumes by clearly defining relevant engineering indicators. Subsequently, based on a 3D geomorphological model and these indicators, the construction volume of each excavation and backfill area is accurately predicted. This allows project managers to anticipate the necessary human, material, and financial resources, effectively avoiding waste caused by excessive resource reserves and preventing delays due to resource shortages. Finally, the location information of the excavation and backfill areas, the predicted construction volume, and related analysis data are generated into a construction prediction report and sent to project managers. This visualized presentation of complex construction information facilitates a quick and comprehensive understanding of the construction situation for project managers. It also promotes information sharing and collaboration among different departments and personnel, reducing communication costs and information errors, ensuring the smooth progress of the construction project, and improving the efficiency and quality of overall project management. This invention obtains real geomorphological data of the construction site through geomorphological scanning and establishes a 3D geomorphological model to accurately predict the excavation and backfill areas and their quantities within the construction site, achieving rational planning and prediction for flood control and flood season construction at plateau airports.

[0062] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in this application.

[0063] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0064] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0065] Figure 1A flowchart of a method for predicting excavation and backfilling during flood control construction at a plateau airport based on topographic scanning;

[0066] Figure 2 This is a flowchart of step 1 of a method for predicting excavation and backfilling during flood control construction at a plateau airport based on topographic scanning.

[0067] Figure 3 This is a flowchart of step 2 of a method for predicting excavation and backfilling during flood control construction at a plateau airport based on topographic scanning.

[0068] Figure 4 This is a flowchart of step 3 of a method for predicting excavation and backfilling during flood control construction at a plateau airport based on topographic scanning.

[0069] Figure 5 This is a structural diagram of a prediction system for excavation and backfilling during flood control construction at a plateau airport, based on topographic scanning. Detailed Implementation

[0070] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0071] Example 1:

[0072] This invention provides a method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, such as... Figure 1 As shown, it includes:

[0073] Step 1: Using multiple scanning devices, conduct a comprehensive topographic scan of the plateau airport construction area to obtain three-dimensional topographic point cloud data and image data, and construct a three-dimensional topographic model of the construction area.

[0074] Step 2: Based on historical rainfall data and climate characteristics of the construction area, conduct rainfall simulation on a three-dimensional topographic model to determine the impact of rainfall on various parts of the construction area;

[0075] Step 3: Based on the impact of rainfall on various parts of the construction area, combined with the flood control and flood season design requirements of the plateau airport and the airport construction layout, determine the areas to be excavated and the areas to be backfilled, and their corresponding engineering indicators.

[0076] Step 4: Based on the 3D terrain model and the engineering indicators of the areas to be excavated and backfilled, predict the construction volume of each area to be excavated and backfilled.

[0077] Step 5: Based on the location information of the areas to be excavated and the areas to be backfilled, the corresponding predicted construction volume, and related analysis data, generate a construction prediction report and send it to the project management personnel.

[0078] In this embodiment, the three-dimensional landform point cloud data and image data include detailed landform information such as terrain elevation, slope, aspect, and surface texture.

[0079] In this embodiment, the impact manifestations in various parts of the construction area include the rainfall inundation range, water flow path, and the scouring and deposition of floodwater in different areas.

[0080] In this embodiment, the scanning equipment includes, but is not limited to, LiDAR and UAV oblique photography. Different scanning equipment has its own advantages. For example, LiDAR can acquire high-precision elevation information, while UAV oblique photography can present rich surface textures. Multiple data complement each other, avoiding the limitations of single-device acquisition.

[0081] In this embodiment, the climate characteristics include the climate performance of the construction area in different seasons (temperature, precipitation, sunshine, wind, seasonal changes) and the changing characteristics of different climate performances due to seasonal changes.

[0082] The beneficial effects of the above technical solution are as follows: This invention uses multiple scanning devices to perform a comprehensive geomorphological scan of the construction area, acquiring rich information including three-dimensional geomorphological point cloud data and image data. This allows for a more comprehensive and accurate reflection of the geomorphological characteristics of the plateau airport construction area. Based on this data, a three-dimensional geomorphological model is constructed, providing a high-precision foundation for subsequent rainfall simulation, area determination, and engineering quantity prediction. This improves the accuracy of excavation and backfill engineering quantity prediction, making the prediction results more consistent with actual construction needs. Then, based on historical rainfall data and climate characteristics, rainfall simulation is performed on the three-dimensional geomorphological model. This allows for an intuitive and scientific determination of the impact of rainfall on various parts of the construction area, helping to identify high-risk areas susceptible to rainfall (such as areas prone to water accumulation or landslides) in advance. Furthermore, based on the simulation results and combined with flood control design requirements and the airport construction layout, the areas to be excavated and the... The identification of areas to be backfilled and the definition of corresponding engineering indicators provide a basis for predicting the excavation and backfilling volumes. Subsequently, based on a three-dimensional topographic model and clearly defined engineering indicators, the construction volume of each area to be excavated and backfilled is accurately predicted. This allows project managers to grasp the necessary human, material, and financial resources in advance, effectively avoiding waste caused by excessive resource reserves and preventing delays due to resource shortages. Finally, the location information of the areas to be excavated and backfilled, the predicted construction volume, and related analysis data are generated into a construction prediction report and sent to project managers. This presents complex construction information in a visual form, facilitating project managers to quickly and comprehensively understand the construction situation. It also helps information sharing and collaborative work between different departments and personnel, reducing communication costs and information errors, ensuring the smooth progress of the construction project, and improving the efficiency and quality of the entire project management. This invention obtains real topographic data of the construction site through topographic scanning and establishes a three-dimensional topographic model to accurately predict the excavation and backfilling areas and their volumes within the construction site, realizing the rational planning and prediction of flood control and flood season construction for plateau airports.

[0083] Example 2:

[0084] Based on Example 1, step 1, as follows: Figure 2 As shown, it includes:

[0085] Step 101: Acquire 3D terrain point cloud data and image data collected by various scanning devices and perform preprocessing;

[0086] Step 102: Using GIP software and 3D modeling algorithms, construct a high-precision 3D terrain model of the construction area based on the preprocessed 3D terrain point cloud data and image data.

[0087] The beneficial effects of the above technical solution are as follows: This invention achieves multi-dimensional and comprehensive capture of the geomorphological information of the construction area by acquiring three-dimensional geomorphological point cloud data and image data collected by various scanning devices. Furthermore, the collected data is preprocessed (e.g., noise and redundant information removal, image error correction) to further improve data quality, providing a reliable data foundation for subsequent analysis and ensuring the scientific rigor and accuracy of the entire construction prediction process from the source. Finally, using GIP software and 3D modeling algorithms, a high-precision 3D terrain model is constructed based on the high-quality preprocessed data. This model can highly reproduce the real geomorphological features of the construction area, including details such as terrain undulations, slope changes, and surface characteristics. This makes the geomorphological information of the construction area more intuitive and three-dimensional, facilitating observation and analysis by engineers from multiple angles. It also provides more accurate reference data for subsequent flood control and flood season analysis, and the determination of excavation and backfill areas.

[0088] Example 3:

[0089] Based on Example 1, step 2, as follows: Figure 3 As shown, it includes:

[0090] Step 201: Based on climate characteristics, divide the historical rainfall data corresponding to the construction area into seasons, and determine the maximum predicted rainfall and the maximum annual rainfall for each season.

[0091] Step 202: Based on the climate characteristics, the parameters of the three-dimensional landform model are seasonally adaptively adjusted, and the maximum predicted rainfall for the corresponding season is input to conduct the first rainfall simulation, and the first impact of heavy rainfall in each season on various locations within the construction area is determined.

[0092] Step 203: Input the annual maximum rainfall into the corresponding three-dimensional geomorphological model for the season to conduct a second rainfall simulation, and determine the second impact of the annual maximum rainfall on various locations in the construction area in different seasons;

[0093] Step 204: Summarize the first and second impact scenarios to obtain the impact of rainfall on various locations within the construction area.

[0094] In this embodiment, the first impact scenario refers to the impact of heavy rainfall in different seasons on the construction area; the second impact scenario refers to the impact of rainfall on the construction area simulated using the annual maximum rainfall on three-dimensional geomorphological models corresponding to different seasons.

[0095] The beneficial effects of the above technical solution are as follows: Based on climate characteristics, the present invention divides historical rainfall data into seasons and determines the maximum predicted rainfall for each season and year. It fully considers the characteristics of complex and changeable climate and significant seasonal differences in rainfall in plateau areas, and realizes seasonal subdivision and accurate prediction, which can better fit the actual climate conditions in plateau areas. Simultaneously, the parameters of the 3D geomorphological model are seasonally adaptively adjusted based on climate characteristics, enabling the model to more accurately reflect the interaction between the actual geomorphology and rainfall in different seasons. This overcomes the shortcomings of previous predictions that ignored seasonal differences and had fixed model parameters, significantly improving the scientificity and reliability of rainfall simulation and impact prediction, and providing a more realistic basis for subsequent construction decisions. Then, a first rainfall simulation based on the maximum predicted rainfall for each season and a second rainfall simulation based on the maximum annual rainfall were conducted, comprehensively covering the possible situations that the construction area may face under different rainfall intensities and seasonal conditions. The first rainfall simulation focuses on the impact of conventional high-intensity rainfall in each season, while the second rainfall simulation considers extreme rainfall situations. The two simulations complement each other, enabling the early detection of risks such as water accumulation, erosion, and landslides that may occur in the construction area under different rainfall scenarios, including some special risks caused by seasonal differences. Finally, the first and second impact situations obtained from the two rainfall simulations are summarized to form a comprehensive representation of the impact of rainfall on various parts of the construction area. This provides a complete picture of the impact on the construction area throughout the entire rainfall cycle for the subsequent determination of excavation and backfill areas, effectively improving the accuracy and scientificity of the determination of candidate excavation and backfill areas.

[0096] Example 4:

[0097] Based on Example 3, the historical rainfall data corresponding to the construction area is divided into seasons according to climate characteristics, and the maximum predicted rainfall and the maximum annual rainfall for each season are determined, including:

[0098] Historical rainfall data for the construction area within a preset year is obtained. Based on the climate characteristics corresponding to the construction area, climate change nodes are determined. Based on the climate change nodes, the historical rainfall data for each year is divided into historical rainfall datasets corresponding to multiple seasons.

[0099] Each historical rainfall dataset is filtered, and historical rainfall data with precipitation above the preset data value are retained to generate a new historical rainfall dataset. The historical rainfall data in the new historical rainfall dataset are then averaged to obtain the seasonal average maximum rainfall.

[0100] By comparing the seasonal average maximum rainfall in multiple years corresponding to the same season, the seasonal rainfall fluctuation characteristics and the maximum average rainfall can be determined.

[0101] Based on the rainfall fluctuation characteristics, a rainfall fluctuation factor is generated, and the maximum average rainfall is corrected using the fluctuation factor to obtain the maximum rainfall.

[0102] The maximum rainfall is compared with the maximum rainfall of the current season, and the maximum value in the comparison result is taken as the target rainfall. Based on a preset ratio coefficient, the target rainfall is corrected to obtain the maximum predicted rainfall of the current season in the construction area.

[0103] And the highest rainfall in history is used as the maximum annual rainfall.

[0104] In this embodiment, climate change nodes refer to key time nodes that are divided into different climate stages based on the climate characteristics of the construction area (such as the alternation of rainy and dry seasons in plateau areas, temperature abrupt change points, monsoon influence cycles, etc.).

[0105] In this embodiment, the historical rainfall dataset refers to the collection of all historical rainfall data belonging to a certain season after being segmented according to climate change nodes within a preset year (such as the last 5 years or 10 years) in the construction area (such as rainfall data for all years corresponding to the "rainy season").

[0106] In this embodiment, the maximum average rainfall refers to the seasonal average maximum rainfall obtained by comparing the historical rainfall data of multiple years in the same season after filtering (retaining valid data above a preset value) and averaging. The seasonal average maximum rainfall corresponding to the year with the largest value is the maximum average rainfall.

[0107] In this embodiment, the seasonal rainfall fluctuation characteristic refers to the fluctuation pattern between the maximum average rainfall in different years of the same season (such as the increasing or decreasing trend of rainfall between years, the fluctuation range, etc.).

[0108] In this embodiment, the rainfall fluctuation factor refers to a coefficient (such as the percentage of fluctuation range, the trend slope, etc.) calculated based on the seasonal rainfall fluctuation characteristics. It is used to correct the maximum average rainfall to reflect the possible rainfall situation in extreme years.

[0109] In this embodiment, the maximum rainfall refers to the "near-extreme" rainfall value that may occur in historical data for this season after the maximum average rainfall is corrected by the rainfall fluctuation factor.

[0110] In this embodiment, the preset proportional coefficient refers to an empirical coefficient (such as 1.1, 1.2, etc.) set by humans, which is used to further correct the maximum value after comparing the maximum rainfall with the maximum rainfall in the current season, so as to reserve a safety redundancy.

[0111] The beneficial effects of the above technical solution are as follows: This invention determines climate change nodes based on the climate characteristics of the construction area, thereby scientifically dividing historical rainfall data into multiple seasonal datasets. This changes the traditional, crude method of simply dividing seasons according to the calendar, accurately reflecting the complex and variable rainfall patterns in plateau regions. Then, the historical rainfall datasets are filtered, retaining valid rainfall data and performing a weighted average, effectively removing interference from outliers and invalid data. This makes the obtained seasonal average maximum rainfall more reflective of the true rainfall level, providing a reliable basis for determining the excavation and backfill areas for flood control and ensuring the effectiveness of the excavation and backfill areas for airport flood control. Subsequently, by analyzing rainfall data from multiple years in the same season, the seasonal rainfall fluctuation characteristics are determined, and a rainfall fluctuation factor is generated to correct the maximum average rainfall, fully considering the high altitude... The large interannual variability of rainfall in the original region allows for dynamic reflection of rainfall fluctuations, making the predicted maximum rainfall closer to the actual extreme rainfall scenarios. This significantly improves the adaptability of the prediction model to the variable climate of the plateau, effectively avoiding the risk of insufficient flood control measures in excavation and backfill areas due to underestimating extreme rainfall. The corrected maximum rainfall is compared with the current seasonal maximum rainfall, and the maximum value is taken. Further adjustments are made based on a preset proportional coefficient. This approach considers both extreme cases in historical data and reasonable adjustments to the rainfall forecast towards higher values ​​based on actual conditions. The highest rainfall in previous years is used as the annual maximum rainfall, effectively ensuring the scientific and rational nature of flood control construction planning for plateau airports and avoiding the waste of construction resources or insufficient flood control capacity caused by inaccurate rainfall forecasts.

[0112] Example 5:

[0113] Based on Example 3, the first and second impact scenarios are summarized to obtain the impact of rainfall on various locations within the construction area, including:

[0114] By comparing the first and second impact scenarios for the same season, the differences in the impact of rainfall can be obtained.

[0115] By comparing the primary and secondary impacts of different seasons, the differences in seasonal rainfall impacts can be obtained.

[0116] By comparing the secondary impact scenarios corresponding to different seasons, the degree of impact of the annual maximum rainfall on the topography of the construction area in different seasons is determined, and the secondary impact scenario with the greatest impact is taken as the target impact scenario.

[0117] Based on the differences in the impact of rainfall and the differences in the impact of seasonal rainfall, the impact data on the target is supplemented to obtain the final impact performance.

[0118] In this embodiment, the differences in rainfall impact include differences in inundation range, differences in waterway path, and differences in rainfall erosion and deposition; the differences in rainfall amount impact refer to the differences in rainfall impact caused by changes in rainfall amount; and the differences in seasonal rainfall impact refer to the differences in rainfall impact caused by seasonal climate changes.

[0119] The beneficial effects of the above technical solution are as follows: By comparing the first impact scenario (based on the simulation of the maximum predicted rainfall in the season) and the second impact scenario (based on the simulation of the maximum annual rainfall) in the same season, the present invention can intuitively present the difference between the impact of normal rainfall intensity and extreme rainfall intensity on the construction area, and help engineers clearly understand the additional risks brought about by extreme rainfall. Meanwhile, by comparing the primary and secondary impacts in different seasons, the changing patterns of rainfall impacts across seasons can be clarified. For example, in some seasons, rainfall erosion may be more severe due to topographic or climatic factors. This enables a multi-dimensional comparative analysis of the impact of rainfall on the construction area, providing more comprehensive and detailed information on rainfall impacts for engineers and flood control planning. Finally, by comparing the secondary impacts in different seasons, the degree of impact of the annual maximum rainfall on the topography of the construction area is determined, and the scenario with the greatest impact is selected as the target impact scenario. This highlights the scenario with the greatest threat to the construction area under extreme rainfall conditions. Based on the differences in rainfall impact and seasonal rainfall impact, data is supplemented to the target impact scenario, forming a complete and detailed final impact representation. This not only includes the impact of extreme rainfall but also integrates the comprehensive impact of different rainfall intensities and seasonal variations on the construction area. This enables a more comprehensive understanding of the risk status of the construction area throughout the entire rainfall cycle, providing a reliable foundation for the accurate design of excavation and backfilling schemes and the optimization of drainage system layout.

[0120] Example 6:

[0121] Based on Example 1, step 3, as follows: Figure 4 As shown, it includes:

[0122] Step 301: Based on the airport construction layout, determine the key and non-key areas corresponding to the airport's key facilities. In conjunction with the flood control and flood season design requirements for plateau airports, determine the special drainage requirements for each key area and the basic drainage requirements for non-key areas.

[0123] Step 302: Based on the impact of rainfall on various parts of the construction area, the special drainage requirements of each key area, and the basic drainage requirements of non-critical areas, the drainage within the construction area is planned in conjunction with the three-dimensional terrain model.

[0124] Step 303: Based on the drainage planning results, determine the areas to be excavated and backfilled within the construction area and their corresponding engineering indicators.

[0125] In this embodiment, special drainage requirements refer to drainage design indicators and technical measures formulated for key areas of the airport that are higher than the conventional standards. They need to meet the high-intensity flood control needs under the extreme climate of the plateau. For example, they are designed according to the intensity of a "once-in-a-century" rainstorm, and the drainage capacity needs to be 2-3 times higher than that of ordinary areas (such as drainage slope ≥5% and pipe diameter ≥1.5 meters).

[0126] In this embodiment, the basic drainage requirements refer to the drainage design indicators and technical measures formulated for non-critical areas of the airport to meet basic flood control needs, guided by economic and ecological considerations. For example, the drainage capacity is designed according to the intensity of a "once-in-fifty-year" rainstorm and meets the daily rainfall needs (such as drainage slope ≥2% and pipe diameter ≥0.8 meters).

[0127] In this embodiment, the flood control and flood season design requirements for plateau airports refer to the special design guidelines proposed for airport drainage systems in response to the special climatic characteristics (such as large diurnal temperature range, short-term heavy rainfall, and snowmelt runoff) and complex terrain conditions (such as high altitude, multiple valleys, and freeze-thaw landforms) of plateau regions.

[0128] In this embodiment, airport layout refers to the spatial distribution and functional zoning of various airport facilities, including above-ground layout (buildings, runways, roads, etc.) and underground layout (pipelines, infrastructure, etc.).

[0129] The beneficial effects of the above technical solution are as follows: By distinguishing between critical areas (such as runways, terminals, and main drainage channels) and non-critical areas (such as green belts and auxiliary roads), and by formulating specific drainage requirements (such as critical areas needing to meet the 100-year flood standard and drainage slope ≥ 5%) and basic drainage requirements (such as non-critical areas being designed according to the 50-year flood standard), this invention solves the problems of insufficient protection in critical areas and over-design in non-critical areas caused by traditional "one-size-fits-all" planning. It achieves optimized resource allocation, combines the impact performance obtained from rainfall simulation with drainage requirements, and performs visualized planning on a three-dimensional topographic model, significantly improving the rationality of drainage planning. Based on the drainage planning results, the excavation and backfilling areas and their corresponding engineering indicators within the construction area are determined, enabling precise determination of the excavation and backfilling areas for plateau airports.

[0130] Example 7:

[0131] Based on Example 6, and taking into account the impact of rainfall on various parts of the construction area, the specific drainage requirements of key areas, and the basic drainage requirements of non-critical areas, drainage within the construction area is planned using a three-dimensional topographic model, including:

[0132] Based on the impact of rainfall on various parts of the construction area, the water flow path, water convergence and accumulation, and water accumulation and flooding in each key and non-key area during the rainfall process were determined. Under the premise of not affecting the airport's key facilities, multiple drainage nodes were identified and marked on the three-dimensional terrain model.

[0133] Based on a three-dimensional topographic model, the rivers and drainage pipes surrounding the plateau airport were identified.

[0134] Based on the relative location information of each river and drainage pipeline to the plateau airport, the location information of each drainage node inside the airport, and the maximum flood discharge corresponding to the target impact, multiple drainage outlets and the expected drainage capacity of each drainage outlet are determined based on the principle of proximity.

[0135] Starting from each drainage outlet, connect each drainage node according to the maximum line length to obtain the planned drainage connection trajectory, and mark it on the three-dimensional terrain model;

[0136] Based on the planned drainage connection trajectory location, as well as the drainage slope and airport construction flatness requirements, the design height corresponding to each location is determined, and the drainage planning results are generated.

[0137] The beneficial effects of the above technical solution are as follows: By analyzing the impact of rainfall on various parts of the construction area, this invention accurately determines the water flow path, convergence, accumulation, and flooding conditions in key and non-key areas. Based on this, drainage nodes are determined. By simulating the actual impact of rainfall, key locations in the construction area that are prone to water accumulation and water flow impact are accurately captured. This can avoid the problem of drainage nodes being omitted or set up irrationally to a certain extent. At the same time, the node setting is carried out without affecting the airport's key facilities, which fully balances the flood control needs with the airport's construction and operation requirements. This allows the drainage system to effectively cope with flood risks without damaging the airport's existing facilities, thus improving the pertinence and effectiveness of drainage planning. Subsequently, based on a 3D topographic model, the surrounding rivers and drainage pipes of the plateau airport were determined. Combined with the locations of drainage nodes, maximum flood discharge, and proximity principles, the drainage outlets and expected drainage capacity were determined. The planned drainage connection trajectory was obtained by connecting drainage nodes starting from the drainage outlets. This fully utilized the intuitiveness and accuracy of the 3D topographic model, comprehensively considered the relationship between the airport and surrounding drainage facilities, and scientifically and rationally planned the drainage path according to the actual terrain and drainage needs. This avoided problems such as circuitous and excessively long drainage paths, reduced water flow resistance, and enabled the drainage system to discharge accumulated water with the shortest path and maximum efficiency. At the same time, the specific details of each... The expected drainage capacity of the drainage outlets ensures the stable operation of the drainage system under varying rainfall intensities, effectively responding to extreme rainfall conditions and reducing the threat of flooding to airport construction and operations. Finally, based on the planned drainage connection trajectory locations, combined with drainage slope and airport construction flatness requirements, the design height of each location is determined, generating drainage planning results. This tightly integrates drainage functional requirements with airport construction standards. By precisely controlling the design height, it satisfies both drainage slope requirements, ensuring smooth water flow, and airport construction flatness requirements, avoiding uneven ground caused by drainage facility construction that could affect subsequent airport use and operational safety. This invention not only effectively improves the flood control capabilities of high-altitude airports but also allows for the rational arrangement of construction sequence and resource allocation during construction, avoiding rework or resource waste due to unreasonable drainage planning, improving construction efficiency, reducing project costs, and ensuring the coordination and compatibility of the airport drainage system with the overall project.

[0138] Example 8:

[0139] Based on Example 6, and according to the drainage planning results, the areas to be excavated and backfilled within the construction area, along with their corresponding engineering indicators, are determined, including:

[0140] Based on the actual height of the drainage planning results, and combined with the actual height of various locations within the construction area marked on the three-dimensional topographic model, the areas to be excavated and the areas to be backfilled are determined.

[0141] The project height is determined based on the height difference between the design height and the actual height. Combined with the planned drainage connection trajectory and the expected drainage capacity of each drainage outlet, the project scope corresponding to the area to be excavated and the area to be backfilled is determined respectively.

[0142] Based on the project height and scope, corresponding engineering indicators are generated for the areas to be excavated or backfilled.

[0143] The beneficial effects of the above technical solution are as follows: By comparing the actual height of the drainage planning results with the actual height of the area on the three-dimensional terrain model, the present invention can accurately identify the areas that need to be excavated or backfilled. Compared with the traditional method of judging the construction area by relying on manual experience or rough measurement, this method uses digital, high-precision three-dimensional terrain model data to reduce the regional positioning error to the centimeter level, accurately distinguish the drainage needs caused by slight terrain differences, and then determine the engineering height based on the height difference between the design height and the actual height. Combined with the drainage trajectory and drainage capacity, the engineering scope is clarified, realizing the quantification and precision of the excavation and backfill engineering indicators, and also providing a basis for determining the subsequent construction volume.

[0144] Example 9:

[0145] Based on Example 7, after determining the areas to be excavated and backfilled within the construction area and their corresponding engineering indicators according to the drainage planning results, the method further includes:

[0146] Based on the drainage planning results, a three-dimensional geomorphological model was used to simulate backfilling and excavation of the areas to be excavated and backfilled, generating a new three-dimensional geomorphological model.

[0147] Based on the new three-dimensional landform model, the first and second simulations were performed to obtain the simulation results. The simulation results were then compared with the expected results. If the simulation results did not meet the expected results, the drainage plan and the areas to be excavated and backfilled were re-determined.

[0148] Otherwise, proceed to step 4.

[0149] The beneficial effects of the above technical solution are as follows: This invention uses a three-dimensional terrain model to simulate the construction of excavation and backfill areas, transforming the abstract drainage plan into a visualized three-dimensional scene. Then, through the first and second simulations (such as conventional rainfall simulation and extreme rainfall simulation), the operating effect of the drainage system under different working conditions is comprehensively evaluated and compared with the expected effect. When the simulation effect does not meet the expectations, the drainage plan and area determination are automatically triggered for readjustment, realizing the automatic optimization of drainage trajectory design, thereby improving the accuracy of excavation and backfill areas, and effectively ensuring that the drainage system can not only meet the daily drainage needs, but also withstand the test of extreme weather to achieve the purpose of flood control.

[0150] Example 10:

[0151] Based on Example 1, step 4 includes:

[0152] Based on the three-dimensional geomorphological model, the actual geological structure corresponding to the area to be excavated and the area to be backfilled is obtained, and grid marking is performed on the area to be excavated and the area to be backfilled based on engineering indicators.

[0153] Based on the grid marking results, the actual volume of each area to be excavated and the area to be backfilled is determined respectively.

[0154] For the area to be excavated, the soil characteristics of each area to be excavated are determined according to the actual geological structure, and the soil type of each soil layer in each area to be excavated is determined based on the soil characteristics.

[0155] Based on the three-dimensional geomorphological model and the grid marking results, the soil volume corresponding to different soil layers is determined. Combined with the preset soil loosening coefficient table and the soil type of each soil layer, the construction soil volume corresponding to each soil layer is determined and marked on the three-dimensional model.

[0156] The soil type and construction soil volume corresponding to each soil layer in each area to be excavated are obtained and summarized to obtain the construction volume of each area to be excavated.

[0157] For the areas to be backfilled, various historical backfilling data were collected based on the Internet, and combined with the actual geological structure of each area to be backfilled, various recommended backfilling schemes were determined for each area to be backfilled.

[0158] Obtain the backfill compaction requirements for airport construction, determine the backfill compaction coefficient corresponding to the construction area, and obtain the construction volume corresponding to each backfill area based on the actual volume of each backfill area and the backfill compaction coefficient.

[0159] Based on the characteristics of backfill materials and their combinations for various backfilling schemes, and combined with the construction volume of the area to be backfilled, the required amount of backfill materials for different recommended backfilling schemes is determined, thus obtaining the construction volume of the area to be backfilled.

[0160] The beneficial effects of the above technical solution are as follows: This invention obtains the actual geological structure of the excavation and backfill areas based on a three-dimensional topographic model and divides the area into grids, enabling precise volume calculations down to each soil layer, minimizing errors in engineering quantity calculations. For the excavation area, the system summarizes soil types and construction volume data for each soil layer, forming an accurate construction quantity list, providing a quantitative basis for the allocation of construction machinery (such as the model and quantity of excavators and loaders) and the arrangement of transport vehicles. For the backfill area, the compaction coefficient is determined based on the airport construction backfill compaction requirements, and the construction volume is calculated in conjunction with the actual volume of the backfill area, ensuring that the backfill project meets the design strength and stability standards. By accurately matching the recommended backfill scheme with the required material quantities, suitable backfill materials (such as graded sand and gravel, lime-soil) can be selected in a targeted manner, avoiding quality problems such as settlement and collapse caused by improper material selection, while also providing a reference for subsequent construction. For example, in the backfill area with soft geology, crushed stone soil with good compaction performance is preferentially recommended, which can effectively improve the bearing capacity of the backfill area, extend the service life of airport facilities, and reduce later maintenance costs.

[0161] Example 11:

[0162] This invention provides a prediction system for excavation and backfilling during flood control construction at plateau airports based on terrain scanning, such as... Figure 5 As shown, it includes:

[0163] The terrain model building module is used to perform a comprehensive terrain scan of the plateau airport construction area based on various scanning devices, obtain three-dimensional terrain point cloud data and image data, and build a three-dimensional terrain model of the construction area.

[0164] The rainfall simulation and analysis module is used to simulate rainfall on a three-dimensional terrain model based on historical rainfall data and climate characteristics of the construction area, and to determine the impact of rainfall on various parts of the construction area.

[0165] The module for determining excavation and backfill areas is used to determine the areas to be excavated and backfilled, along with their corresponding engineering indicators, based on the impact of rainfall on various parts of the construction area, combined with the flood control and flood season design requirements of the plateau airport and the airport construction layout.

[0166] The engineering quantity prediction module is used to predict the construction engineering quantity of each excavation area and backfill area based on the three-dimensional terrain model and the engineering indicators of the excavation area and the backfill area.

[0167] The report generation and sending module is used to generate a construction prediction report and send it to the project manager based on the location information of the area to be excavated and the area to be backfilled, the corresponding predicted construction volume, and related analysis data.

[0168] The beneficial effects of the above technical solution are as follows: This invention uses multiple scanning devices to perform a comprehensive geomorphological scan of the construction area, acquiring rich information including three-dimensional geomorphological point cloud data and image data. This allows for a more comprehensive and accurate reflection of the geomorphological characteristics of the plateau airport construction area. Based on this data, a three-dimensional geomorphological model is constructed, providing a high-precision foundation for subsequent rainfall simulation, area determination, and engineering quantity prediction. This improves the accuracy of excavation and backfill engineering quantity prediction, making the prediction results more consistent with actual construction needs. Then, based on historical rainfall data and climate characteristics, rainfall simulation is performed on the three-dimensional geomorphological model. This allows for an intuitive and scientific determination of the impact of rainfall on various parts of the construction area, helping to identify high-risk areas susceptible to rainfall (such as areas prone to water accumulation or landslides) in advance. Furthermore, based on the simulation results and combined with flood control design requirements and the airport construction layout, the areas to be excavated and the... The identification of areas to be backfilled and the definition of corresponding engineering indicators provide a basis for predicting the excavation and backfilling volumes. Subsequently, based on a three-dimensional topographic model and clearly defined engineering indicators, the construction volume of each area to be excavated and backfilled is accurately predicted. This allows project managers to grasp the necessary human, material, and financial resources in advance, effectively avoiding waste caused by excessive resource reserves and preventing delays due to resource shortages. Finally, the location information of the areas to be excavated and backfilled, the predicted construction volume, and related analysis data are generated into a construction prediction report and sent to project managers. This presents complex construction information in a visual form, facilitating project managers to quickly and comprehensively understand the construction situation. It also helps information sharing and collaborative work between different departments and personnel, reducing communication costs and information errors, ensuring the smooth progress of the construction project, and improving the efficiency and quality of the entire project management. This invention obtains real topographic data of the construction site through topographic scanning and establishes a three-dimensional topographic model to accurately predict the excavation and backfilling areas and their volumes within the construction site, realizing the rational planning and prediction of flood control and flood season construction for plateau airports.

[0169] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, characterized in that, include: Step 1: Using multiple scanning devices, conduct a comprehensive topographic scan of the plateau airport construction area to obtain three-dimensional topographic point cloud data and image data, and construct a three-dimensional topographic model of the construction area. Step 2: Based on historical rainfall data and climate characteristics of the construction area, conduct rainfall simulation on a three-dimensional topographic model to determine the impact of rainfall on various parts of the construction area; Step 3: Based on the impact of rainfall on various parts of the construction area, combined with the flood control and flood season design requirements of the plateau airport and the airport construction layout, determine the areas to be excavated and the areas to be backfilled, and their corresponding engineering indicators. Step 4: Based on the 3D terrain model and the engineering indicators of the areas to be excavated and backfilled, predict the construction volume of each area to be excavated and backfilled. Step 5: Based on the location information of the areas to be excavated and the areas to be backfilled, the corresponding predicted construction volume, and related analysis data, generate a construction prediction report and send it to the project management personnel.

2. The method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, as described in claim 1, is characterized in that... Step 2 includes: Based on climate characteristics, the historical rainfall data corresponding to the construction area is divided into seasons, and the maximum predicted rainfall and the maximum annual rainfall for each season are determined. Based on climate characteristics, the parameters of the three-dimensional landform model are seasonally adaptively adjusted, and the maximum predicted rainfall for the corresponding season is input to conduct the first rainfall simulation, so as to determine the first impact of heavy rainfall in each season on various locations in the construction area. The annual maximum rainfall was input into the corresponding three-dimensional geomorphological model for the season to conduct a second rainfall simulation, and the second impact of the annual maximum rainfall on various locations in the construction area in different seasons was determined. By summarizing the first and second impact scenarios, we can obtain the impact of rainfall on various locations within the construction area.

3. The method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, as described in claim 2, is characterized in that... Based on climatic characteristics, historical rainfall data corresponding to the construction area is divided into seasons, and the maximum predicted rainfall and annual maximum rainfall for each season are determined, including: Historical rainfall data for the construction area within a preset year is obtained. Based on the climate characteristics corresponding to the construction area, climate change nodes are determined. Based on the climate change nodes, the historical rainfall data for each year is divided into historical rainfall datasets corresponding to multiple seasons. Each historical rainfall dataset is filtered, and historical rainfall data with precipitation above the preset data value are retained to generate a new historical rainfall dataset. The historical rainfall data in the new historical rainfall dataset are then averaged to obtain the seasonal average maximum rainfall. By comparing the seasonal average maximum rainfall in multiple years corresponding to the same season, the seasonal rainfall fluctuation characteristics and the maximum average rainfall can be determined. Based on the rainfall fluctuation characteristics, a rainfall fluctuation factor is generated, and the maximum average rainfall is corrected using the fluctuation factor to obtain the maximum rainfall. The maximum rainfall is compared with the maximum rainfall of the current season, and the maximum value in the comparison result is taken as the target rainfall. Based on a preset ratio coefficient, the target rainfall is corrected to obtain the maximum predicted rainfall of the current season in the construction area. And the highest rainfall in history is used as the maximum annual rainfall.

4. The method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, as described in claim 2, is characterized in that... By summarizing the first and second impact scenarios, the impact of rainfall on various locations within the construction area is obtained, including: By comparing the first and second impact scenarios for the same season, the differences in the impact of rainfall can be obtained. By comparing the primary and secondary impacts of different seasons, the differences in seasonal rainfall impacts can be obtained. By comparing the secondary impact scenarios corresponding to different seasons, the degree of impact of the annual maximum rainfall on the topography of the construction area in different seasons is determined, and the secondary impact scenario with the greatest impact is taken as the target impact scenario. Based on the differences in the impact of rainfall and the differences in the impact of seasonal rainfall, the impact data on the target is supplemented to obtain the final impact performance.

5. The method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, as described in claim 1, is characterized in that... Step 3 includes: Based on the airport construction layout, the key and non-key areas corresponding to the airport's key facilities are determined. In conjunction with the flood control and flood season design requirements for plateau airports, the special drainage requirements for each key area and the basic drainage requirements for non-key areas are determined respectively. Based on the impact of rainfall on various parts of the construction area, the special drainage requirements of each key area, and the basic drainage requirements of non-critical areas, drainage within the construction area is planned using a three-dimensional topographic model. Based on the drainage planning results, the areas to be excavated and the areas to be backfilled within the construction area, along with their corresponding engineering indicators, are determined.

6. The method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, as described in claim 5, is characterized in that... Based on the impact of rainfall on various parts of the construction area, the specific drainage requirements of key areas, and the basic drainage requirements of non-critical areas, drainage planning is carried out within the construction area using a 3D topographic model, including: Based on the impact of rainfall on various parts of the construction area, the water flow path, water convergence and accumulation, and water accumulation and flooding in each key and non-key area during the rainfall process were determined. Under the premise of not affecting the airport's key facilities, multiple drainage nodes were identified and marked on the three-dimensional terrain model. Based on a three-dimensional topographic model, the rivers and drainage pipes surrounding the plateau airport were identified. Based on the relative location information of each river and drainage pipeline to the plateau airport, the location information of each drainage node inside the airport, and the maximum flood discharge corresponding to the target impact, multiple drainage outlets and the expected drainage capacity of each drainage outlet are determined based on the principle of proximity. Starting from each drainage outlet, connect each drainage node according to the maximum line length to obtain the planned drainage connection trajectory, and mark it on the three-dimensional terrain model; Based on the planned drainage connection trajectory location, as well as the drainage slope and airport construction flatness requirements, the design height corresponding to each location is determined, and the drainage planning results are generated.

7. The method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, as described in claim 5, is characterized in that... Based on the drainage planning results, the areas to be excavated and backfilled within the construction area, along with their corresponding engineering indicators, are determined, including: Based on the actual height of the drainage planning results, and combined with the actual height of various locations within the construction area marked on the three-dimensional topographic model, the areas to be excavated and the areas to be backfilled are determined. The project height is determined based on the height difference between the design height and the actual height. Combined with the planned drainage connection trajectory and the expected drainage capacity of each drainage outlet, the project scope corresponding to the area to be excavated and the area to be backfilled is determined respectively. Based on the project height and scope, corresponding engineering indicators are generated for the areas to be excavated or backfilled.

8. The method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, as described in claim 7, is characterized in that... Based on the drainage planning results, after determining the areas to be excavated and backfilled within the construction area and their corresponding engineering indicators, the following also includes: Based on the drainage planning results, a three-dimensional geomorphological model was used to simulate backfilling and excavation of the areas to be excavated and backfilled, generating a new three-dimensional geomorphological model. Based on the new three-dimensional landform model, the first and second simulations were performed to obtain the simulation results. The simulation results were then compared with the expected results. If the simulation results did not meet the expected results, the drainage plan and the areas to be excavated and backfilled were re-determined. Otherwise, proceed to step 4.

9. The method for predicting excavation and backfilling during flood control construction at plateau airports based on topographic scanning, as described in claim 1, is characterized in that... Step 4 includes: Based on the three-dimensional geomorphological model, the actual geological structure corresponding to the area to be excavated and the area to be backfilled is obtained, and grid marking is performed on the area to be excavated and the area to be backfilled based on engineering indicators. Based on the grid marking results, the actual volume of each area to be excavated and the area to be backfilled is determined respectively. For the area to be excavated, the soil characteristics of each area to be excavated are determined according to the actual geological structure, and the soil type of each soil layer in each area to be excavated is determined based on the soil characteristics. Based on the three-dimensional geomorphological model and the grid marking results, the soil volume corresponding to different soil layers is determined. Combined with the preset soil loosening coefficient table and the soil type of each soil layer, the construction soil volume corresponding to each soil layer is determined and marked on the three-dimensional model. The soil type and construction soil volume corresponding to each soil layer in each area to be excavated are obtained and summarized to obtain the construction volume of each area to be excavated. For the areas to be backfilled, various historical backfilling data were collected based on the Internet, and combined with the actual geological structure of each area to be backfilled, various recommended backfilling schemes were determined for each area to be backfilled. Obtain the backfill compaction requirements for airport construction, determine the backfill compaction coefficient corresponding to the construction area, and obtain the construction volume corresponding to each backfill area based on the actual volume of each backfill area and the backfill compaction coefficient. Based on the characteristics of backfill materials and their combinations for various backfilling schemes, and combined with the construction volume of the area to be backfilled, the required amount of backfill materials for different recommended backfilling schemes is determined, thus obtaining the construction volume of the area to be backfilled.

10. A prediction system for excavation and backfilling during flood control construction at plateau airports based on terrain scanning, characterized in that, include: The terrain model building module is used to perform a comprehensive terrain scan of the plateau airport construction area based on various scanning devices, obtain three-dimensional terrain point cloud data and image data, and build a three-dimensional terrain model of the construction area. The rainfall simulation and analysis module is used to simulate rainfall on a three-dimensional terrain model based on historical rainfall data and climate characteristics of the construction area, and to determine the impact of rainfall on various parts of the construction area. The module for determining excavation and backfill areas is used to determine the areas to be excavated and backfilled, along with their corresponding engineering indicators, based on the impact of rainfall on various parts of the construction area, combined with the flood control and flood season design requirements of the plateau airport and the airport construction layout. The engineering quantity prediction module is used to predict the construction engineering quantity of each excavation area and backfill area based on the three-dimensional terrain model and the engineering indicators of the excavation area and the backfill area. The report generation and sending module is used to generate a construction prediction report and send it to the project management personnel based on the location information of the area to be excavated and the area to be backfilled, the corresponding predicted construction volume, and related analysis data.

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