Mountain cutting temporary road design method based on real scene model

Abstract

The invention discloses a mountain cutting temporary road design method based on a live-action model, and the method comprises the steps: carrying out the omnibearing data collection of a mountain body through an unmanned plane carrying a multi-lens camera; accurately mapping the acquired texture information to a triangulation network model according to the space coordinate position of the sparse point cloud model; carrying out terrain analysis on the created mountain real scene model, and determining a temporary road starting point, an end point and main control points; interactive design is adopted on the mountain real scene model, and a temporary road general plane route is preliminarily planned; picking up the optimized temporary road vertical section data, and generating a temporary road three-dimensional model in the mountain real scene model by using software in combination with the parameterized designed cross section; integrating the created temporary road three-dimensional model with the mountain real scene model, connecting through a spatial position error inspector, endowing real scene materials, and further forming a temporary road design scheme based on the mountain real scene model. The method is used for solving the earthwork transportation planning problem in the mountain mining process.

Description

Technical Field

[0001] This invention belongs to the field of civil engineering technology, specifically a method for designing temporary mountain roads based on a real-world model. Background Technology

[0002] The planning of temporary roads during the construction phase has a significant impact on the implementation of engineering projects, affecting the overall project organization and efficiency. In reclamation projects, the organization of earthwork extraction and transportation is a key factor restricting project progress, making the design and planning of temporary roads during existing mountain excavation processes particularly important. Such planning requires consideration of multiple factors, including the overall road layout and its longitudinal relationship with the mountain. It's not enough to simply consider the overall road layout; the longitudinal relationship between the temporary roads and the mountain must also be comprehensively taken into account. Using traditional plan drawings may overlook certain factors, leading to various adverse effects on the project, such as safety and cost.

[0003] Currently, in the design of temporary mountain roads, the data for the overall road layout, longitudinal profile, and cross-section are separate, making it impossible to dynamically correlate the parameters of each part, and even more difficult to consider the impact of the surrounding environment on road planning.

[0004] Therefore, a method for designing temporary mountain roads based on real-world models is proposed. Summary of the Invention

[0005] To address the aforementioned problems in the existing technology, this invention provides a method for designing temporary roads for mountain excavation based on a real-world model, which is used to solve the problem of earthwork transportation planning during mountain excavation.

[0006] The technical solution to achieve the above objectives is:

[0007] A method for designing temporary mountain roads based on real-world models, comprising:

[0008] Step S1: Use a drone equipped with a multi-lens camera to collect data on the mountain from both vertical and multiple tilt angles.

[0009] Step S2: Import the acquired image data into the aerial triangulation software and calculate the precise three-dimensional coordinates of each point on the mountain surface based on the principles of image point matching and bundle adjustment.

[0010] Step S3: Construct a sparse point cloud model based on the calculated three-dimensional coordinates, and transform it into a dense point cloud model and a triangular mesh model through reverse modeling technology to form the basic three-dimensional geometry of the mountain.

[0011] Step S4: Based on the spatial coordinates of the sparse point cloud model, accurately map the collected texture information onto the triangular mesh model;

[0012] Step S5: Perform texture stitching and optimization on the texture-mapped triangular mesh model to eliminate texture seams and distortions, so that the mountain model presents a complete spatial shape and environmental information.

[0013] Step S6: Conduct terrain analysis on the created mountain landscape model to obtain terrain slope, elevation changes, and geological conditions;

[0014] Step S7: Based on the obtained terrain slope, elevation changes, and geological conditions, and in conjunction with the overall transportation plan of the project, determine the starting point, ending point, and main control points of the temporary road;

[0015] Step S8: Based on the terrain analysis results and transportation needs, an interactive design is used on the mountain landscape model to initially plan the overall route of the temporary road.

[0016] Step S9: Consider road geometry parameters, avoid complex areas with terrain slope α>25°, and formulate the main design rules for the longitudinal section of temporary roads based on vehicle traffic requirements and safety design specifications.

[0017] Step S10: Considering the heavy load of stone transport vehicles, limit the longitudinal slope and slope length of key road sections.

[0018] Step S11: Project the planned overall route onto the longitudinal profile of the mountain landscape model, and use the cubic spline interpolation algorithm to fit the road longitudinal profile design line with the discrete points on the surface of the mountain landscape model.

[0019] Step S12: Check whether the slope of the longitudinal section design meets the transportation requirements, and determine the cross section design requirements based on the vehicle type, traffic flow and pedestrian passage of the temporary road.

[0020] Step S13: Calculate the drainage flow rate, design the drainage ditch size according to the drainage capacity, and parametrically process the cross-section of the temporary road, defining the road width, shoulder width, and slope size as adjustable parameters.

[0021] Step S14: Pick up the optimized longitudinal profile data of the temporary road, combine it with the parametrically designed cross-section, and use the software to generate a three-dimensional model of the temporary road in the mountain landscape model.

[0022] Step S15: Use software to calculate the initial excavation and filling volumes of the temporary road, obtain the earthwork difference, and then fill and excavate the temporary road until the overall earthwork is balanced.

[0023] Step S16: Integrate the created temporary road 3D model with the mountain real scene model, check the connection through spatial position error checker, and assign real scene materials to form a temporary road design scheme based on the mountain real scene model.

[0024] Preferably, in the step S1, the flight altitude of the drone is set to be greater than the altitude of the mountain top, the forward overlap degree is greater than 80%, the side overlap degree is greater than 70%, and the three-dimensional coordinates and texture information of the mountain surface are obtained;

[0025] In the step S2, the formula for calculating the accurate three-dimensional coordinates of each point on the mountain surface is as follows:

[0026]

[0027] In the formula, (x , , , , , j , , , i ,

[0032] , , i ,

[0031] , ,

[0040] ,

[0029] ,

[0028] , ,

[0034] ,

[0033] ,

[0039] , j , ,

[0038] , i , ,

[0037] , i , ,

[0036] , ,

[0030] ,

[0035] , , , y i , z i ) is the coordinate corresponding to the i-th image point, w i is the weight corresponding to the i-th image point, and n is the total number of image points.

[0028] Preferably, in the step S4, texture mapping error is used for error control, and the calculation formula is as follows:

[0029]

[0030] In the formula, I j is the original texture pixel value, I′ j is the texture pixel value after mapping, m is the total number of pixels, and E ≤ 5 gray levels.

[0031] Preferably, in the step S6, the formula for calculating the terrain slope is as follows:

[0032]

[0033] In the formula, (x1, y1, z1) and (x2, y2, z2) are the coordinates of two adjacent points.

[0034] Preferably, in the step S8, the road turning radius R follows:

[0035] When the designed vehicle speed v ≤ 20 km / h, R ≥ 15 m;

[0036] When the designed vehicle speed 20 km / h < v ≤ 30 km / h, R ≥ 20 m;

[0037] In the step S9, the vehicle passing requirements are: the maximum longitudinal slope does not exceed 8% and the minimum longitudinal slope is not less than 0.3%.

[0038] Preferably, in the step S10, the formula for calculating the road bearing capacity is as follows:

[0039]

[0040] In the formula, F is the vehicle load, A is the road surface area, and the road bearing capacity P is ≥ 1.5 times the full load of the vehicle.

[0041] Limits are imposed on the longitudinal slope and slope length of key road sections: when the longitudinal slope θ>5%, the slope length L≤300m; when the longitudinal slope 3%<θ≤5%, the slope length L≤500m.

[0042] Preferably, in step S11, the set of control points for the road longitudinal profile design line is set as follows: The set of corresponding points on the surface of the mountain real scene model is Control the vertical distance error between the design line and the points on the mountain surface:

[0043]

[0044] Preferably, in step S12, when the vehicle is fully loaded, the longitudinal slope θ is controlled within the range of -5% < θ < 7%.

[0045] In step S13, the drainage flow rate is calculated using the following formula, taking into account the regional rainfall intensity I, the catchment area B, and the runoff coefficient C:

[0046] Q = I × B × C.

[0047] Preferably, in step S15, the initial excavation volume V of the temporary road is calculated using software. 挖 and fill volume V 填 The earthwork difference value is obtained as follows:

[0048] ΔV=V 挖 -V 填 ;

[0049] If ΔV>0, while meeting road design and transportation requirements, reduce the excavation depth of local sections and increase the embankment height, ensuring the longitudinal slope is within the range of -5% < θ < 7%, and recalculate V. 挖 and V 填 Until ΔV does not exceed 5% of the total volume;

[0050] If ΔV < 0, increase the excavation depth of the local section, reduce the embankment height, and recalculate until the overall cut and embankment are balanced.

[0051] Preferably, in step S16, the formula for calculating the spatial position error is as follows:

[0052]

[0053] In the formula, (x m ,y m ,z m ) and (x s ,y s ,z sThe coordinates are the coordinates of the corresponding points on the surface of the mountain real scene model and the coordinates of the corresponding points on the surface of the temporary road 3D model, respectively.

[0054] Compared with existing technologies, the beneficial effects of this invention are as follows: By creating a realistic mountain model and establishing three-dimensional terrain data, combined with BIM technology, this invention can directly use the digital model as the design object, forming temporary roads for mountain opening on the digital mountain model. This achieves a planning scheme that integrates with the engineering environment through a forward design approach. Furthermore, by setting relevant design parameters for the temporary roads, the slope relationship between the roads and the mountain is established, improving the safety and feasibility of the temporary road design scheme. The temporary roads designed by this invention have high accuracy and safety, and new design schemes can be automatically generated by adjusting parameters. Different schemes can be compared and optimized based on the data provided by the model, thereby improving the efficiency and quality of implementation. Attached Figure Description

[0055] 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:

[0056] Figure 1 This is a flowchart of a method for designing temporary mountain roads based on a real-scene model, according to the present invention. Detailed Implementation

[0057] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0058] like Figure 1 As shown, a method for designing temporary mountain roads based on a real-world model includes:

[0059] Step S1: Use a drone equipped with a multi-lens camera to collect data on the mountain from both vertical and multiple tilt angles.

[0060] In this embodiment, the drone is set to fly at an altitude greater than the mountaintop, with a heading overlap greater than 80% and a lateral overlap greater than 70%, to obtain the three-dimensional coordinates and texture information of the mountain surface.

[0061] Step S2: Import the acquired image data into aerial triangulation software (including but not limited to ContextC apture) and calculate the precise three-dimensional coordinates of each point on the mountain surface based on image point matching and bundle adjustment principles.

[0062] In this embodiment, the formula for calculating the precise three-dimensional coordinates of each point on the mountain surface is as follows:

[0063]

[0064] In the formula, (x i ,y i ,z i Let be the coordinates of the i-th image point, and w be the coordinates of the i-th image point. i Let be the weight corresponding to the i-th image point, and n be the total number of image points.

[0065] Step S3: Construct a sparse point cloud model based on the calculated three-dimensional coordinates, and transform it into a dense point cloud model and a triangular mesh model through reverse modeling technology to form the basic three-dimensional geometry of the mountain.

[0066] In this embodiment, after aerial triangulation, the mountain is reverse-modeled, and texture mapping is performed based on the spatial coordinates of the model. This allows the mountain model to not only have a complete spatial shape, but also to analyze the texture of the mountain, thereby obtaining environmental information based on the real situation, such as existing objects and surface soil types, providing rich reference information for the design of temporary roads through the mountains.

[0067] Step S4: Based on the spatial coordinates of the sparse point cloud model, accurately map the collected texture information onto the triangular mesh model.

[0068] In this embodiment, texture mapping error is used for error control, and the calculation formula is as follows:

[0069]

[0070] In the formula, I j I' is the original texture pixel value, I' is the mapped texture pixel value, m is the total number of pixels, and E ≤ 5 gray levels.

[0071] Step S5 involves texture stitching and optimization of the texture-mapped triangular mesh model to eliminate texture seams and distortions, so that the mountain model presents a complete spatial shape and environmental information.

[0072] Step S6: Conduct terrain analysis on the created mountain landscape model to obtain terrain slope, elevation changes, and geological conditions.

[0073] In this embodiment, the formula for calculating terrain slope is as follows:

[0074]

[0075] In the formula, (x1,y1,z1) and (x2,y2,z2) are the coordinates of two adjacent points.

[0076] Step S7: Based on the obtained terrain slope, elevation change, and geological conditions, and in combination with the overall transportation plan of the engineering project, determine the starting point, ending point, and main control points of the temporary road.

[0077] Step S8: Based on the terrain analysis results and transportation requirements, adopt interactive design on the mountain real-scene model to preliminarily plan the general layout route of the temporary road.

[0078] In the embodiment, the road turning radius R follows:

[0079] When the designed vehicle speed v ≤ 20 km / h, R ≥ 15 m;

[0080] When the designed vehicle speed 20 km / h < v ≤ 30 km / h, R ≥ 20 m.

[0081] Step S9: Consider the road geometric parameters, avoid complex areas with terrain slope α > 25°, and formulate the main design rules for the longitudinal section of the temporary road according to the vehicle passing requirements and safety design specifications; check and optimize the longitudinal section of the road by creating the main design rules of the temporary road to ensure that it meets the vehicle passing and safety design requirements.

[0082] In the embodiment, the vehicle passing requirements are: the maximum longitudinal slope does not exceed 8% and the minimum longitudinal slope is not less than 0.3%.

[0083] Step S10: Considering the heavy load situation of the stone transport vehicle, limit the longitudinal slope and slope length of the key sections.

[0084] In the embodiment, the road bearing calculation formula is as follows:

[0085]

[0086] In the formula, F is the vehicle load, A is the road surface stress area, and the road bearing capacity P ≥ 1.5 times the vehicle full load;

[0087] Limit the longitudinal slope and slope length of the key sections: when the longitudinal slope θ > 5%, the slope length L ≤ 300 m; when the longitudinal slope 3% < θ ≤ 5%, the slope length L ≤ 500 m to ensure the safety of vehicles going up and down the slope.

[0088] Step S11: Project the planned general layout route onto the longitudinal section direction of the mountain real-scene model, and use the cubic spline interpolation algorithm to fit the discrete points between the road longitudinal section design line and the surface of the mountain real-scene model.

[0089] In the embodiment, let the control point set of the road longitudinal section design line be The corresponding point set on the surface of the mountain real-scene model is Control the vertical distance error between the design line and the mountain surface points:

[0090]

[0091] Step S12: Check whether the slope of the longitudinal section design meets the transportation requirements, and determine the cross section design requirements based on the vehicle type, traffic flow and pedestrian passage of the temporary road.

[0092] In the embodiment, when the vehicle is fully loaded, the longitudinal slope θ is controlled within the range of -5% < θ < 7%.

[0093] Step S13: Calculate the drainage flow rate, design the drainage ditch size according to the drainage capacity, and parametrically process the cross-section of the temporary road, defining the road width, shoulder width, and slope gradient as adjustable parameters.

[0094] In this embodiment, the drainage flow rate is calculated using the following formula, combining the regional rainfall intensity I, the catchment area B, and the runoff coefficient C:

[0095] Q = I × B × C.

[0096] Step S14: Pick up the optimized longitudinal profile data of the temporary road, combine it with the parametrically designed cross-section, and use the software to generate a three-dimensional model of the temporary road in the mountain landscape model; control the model accuracy within 5cm to ensure that the road and the mountain model fit accurately.

[0097] Step S15: Use software to calculate the initial excavation and filling volumes of the temporary road, obtain the earthwork difference, and then perform excavation and filling on the temporary road until the overall excavation and filling are balanced.

[0098] In this embodiment, software is used to calculate the initial excavation volume V of the temporary road. 挖 and fill volume V 填 The earthwork difference value is obtained as follows:

[0099] ΔV=V 挖 -V 填 ;

[0100] If ΔV>0, while meeting road design and transportation requirements, reduce the excavation depth of local sections and increase the embankment height, ensuring the longitudinal slope is within the range of -5% < θ < 7%, and recalculate V. 挖 and V 填 Until ΔV does not exceed 5% of the total volume;

[0101] If ΔV < 0, increase the excavation depth of the local section, reduce the embankment height, and recalculate until the overall cut and embankment are balanced.

[0102] Step S16: Integrate the created temporary road 3D model with the mountain real scene model, check the connection through spatial position error checker, and assign real scene materials to form a temporary road design scheme based on the mountain real scene model.

[0103] In this embodiment, the formula for calculating spatial position error is as follows:

[0104]

[0105] In the formula, (x m ,y m ,z m ) and (x s ,y s ,z s The coordinates are the coordinates of the corresponding points on the surface of the mountain real scene model and the coordinates of the corresponding points on the surface of the temporary road 3D model, respectively.

[0106] In this embodiment, the mountain model and the temporary road model are integrated to form a new three-dimensional model. Excavation and filling rules are established so that excavation and filling surfaces can be formed between the temporary road model and the mountain model, thus forming a design method for temporary roads through mountains based on real-scene models. The temporary roads designed by this method have high accuracy and safety, and new design schemes can be automatically generated by adjusting parameters. Different schemes can be compared and optimized based on the data provided by the model, thereby improving the efficiency and quality of implementation.

[0107] Finally, it should be noted that the above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for designing temporary mountain roads based on real-world models, characterized in that, include: Step S1: Use a drone equipped with a multi-lens camera to collect data on the mountain from both vertical and multiple tilt angles. Step S2: Import the acquired image data into the aerial triangulation software and calculate the precise three-dimensional coordinates of each point on the mountain surface based on the principles of image point matching and bundle adjustment. Step S3: Construct a sparse point cloud model based on the calculated three-dimensional coordinates, and transform it into a dense point cloud model and a triangular mesh model through reverse modeling technology to form the basic three-dimensional geometry of the mountain. Step S4: Based on the spatial coordinates of the sparse point cloud model, accurately map the collected texture information onto the triangular mesh model; Step S5: Perform texture stitching and optimization on the texture-mapped triangular mesh model to eliminate texture seams and distortions, so that the mountain model presents a complete spatial shape and environmental information. Step S6: Conduct terrain analysis on the created mountain landscape model to obtain terrain slope, elevation changes, and geological conditions; Step S7: Based on the obtained terrain slope, elevation changes, and geological conditions, and in conjunction with the overall transportation plan of the project, determine the starting point, ending point, and main control points of the temporary road; Step S8: Based on the terrain analysis results and transportation needs, an interactive design is used on the mountain landscape model to initially plan the overall route of the temporary road. Step S9: Consider road geometry parameters, avoid complex areas with terrain slope α>25°, and formulate the main design rules for the longitudinal section of temporary roads based on vehicle traffic requirements and safety design specifications. Step S10: Considering the heavy load of stone transport vehicles, limit the longitudinal slope and slope length of key road sections. Step S11: Project the planned overall route onto the longitudinal profile of the mountain landscape model, and use the cubic spline interpolation algorithm to fit the road longitudinal profile design line with the discrete points on the surface of the mountain landscape model. Step S12: Check whether the slope of the longitudinal section design meets the transportation requirements, and determine the cross section design requirements based on the vehicle type, traffic flow and pedestrian passage of the temporary road. Step S13: Calculate the drainage flow rate, design the drainage ditch size according to the drainage capacity, and parametrically process the cross-section of the temporary road, defining the road width, shoulder width, and slope size as adjustable parameters. Step S14: Pick up the optimized longitudinal profile data of the temporary road, combine it with the parametrically designed cross-section, and use the software to generate a three-dimensional model of the temporary road in the mountain landscape model. Step S15: Use software to calculate the initial excavation and filling volumes of the temporary road, obtain the earthwork difference, and then fill and excavate the temporary road until the overall earthwork is balanced. Step S16: Integrate the created temporary road 3D model with the mountain real scene model, check the connection through spatial position error checker, and assign real scene materials to form a temporary road design scheme based on the mountain real scene model.

2. The method for designing temporary mountain roads based on a real-scene model according to claim 1, characterized in that, In step S1, the drone's flight altitude is set to be greater than the height of the mountain peak, the forward overlap is greater than 80%, and the lateral overlap is greater than 70%, so as to obtain the three-dimensional coordinates and texture information of the mountain surface. In step S2, the formula for calculating the precise three-dimensional coordinates of each point on the mountain surface is as follows: In the formula, (x i ,y i ,z i Let be the coordinates of the i-th image point, and w be the coordinates of the i-th image point. i Let be the weight corresponding to the i-th image point, and n be the total number of image points.

3. The method for designing temporary mountain roads based on a real-scene model according to claim 1, characterized in that, In the step S4, texture mapping error is used for error control, and the calculation formula is as follows: In the formula, I j I' represents the original texture pixel value. j The value represents the mapped texture pixel value, where m is the total number of pixels and E ≤ 5 gray levels.

4. The method for designing temporary mountain roads based on a real-scene model according to claim 1, characterized in that, In the step S6, the terrain slope calculation formula is as follows: In the formula, (x1, y1, z1) and (x2, y2, z2) are the coordinates of two adjacent points.

5. The method for designing temporary mountain roads based on a real-scene model according to claim 1, characterized in that, In the step S8, the road turning radius R follows: When the designed vehicle speed v ≤ 20 km / h, R ≥ 15 m; When the designed vehicle speed 20 km / h < v ≤ 30 km / h, R ≥ 20 m; In the step S9, the vehicle passing requirements are: the maximum longitudinal slope does not exceed 8%, and the minimum longitudinal slope is not less than 0.3%.

6. The method for designing temporary mountain roads based on a real-scene model according to claim 1, characterized in that, In the step S10, the road bearing capacity calculation formula is as follows: In the formula, F is the vehicle load, A is the road surface stress area, and the road bearing capacity P ≥ 1.5 times the vehicle full load; Restrict the longitudinal slope and slope length of the key section: when the longitudinal slope θ > 5%, the slope length L ≤ 300 m; when the longitudinal slope 3% < θ ≤ 5%, the slope length L ≤ 500 m.

7. The method for designing temporary mountain roads based on a real-scene model according to claim 1, characterized in that, In step S11, the set of control points for the road longitudinal profile design line is set as follows: The set of corresponding points on the surface of the mountain real scene model is Control the vertical distance error between the design line and the points on the mountain surface:

8. The method for designing temporary mountain roads based on a real-scene model according to claim 1, characterized in that, In the step S12, when the vehicle is fully loaded, control the longitudinal slope θ within the range of -5% < θ < 7%; In the step S13, combined with the regional rainfall intensity I, catchment area B and runoff coefficient C, use the following formula to calculate the drainage flow: Q = I × B × C.

9. The method for designing temporary mountain roads based on a real-scene model according to claim 1, characterized in that, In step S15, the initial excavation volume V of the temporary road is calculated using software. 挖 and fill volume V 填 The earthwork difference value is obtained as follows: ΔV=V 挖 -V 填 ; If ΔV>0, while meeting road design and transportation requirements, reduce the excavation depth of local sections and increase the embankment height, ensuring the longitudinal slope is within the range of -5% < θ < 7%, and recalculate V. 挖 and V 填 Until ΔV does not exceed 5% of the total volume; If ΔV < 0, increase the excavation depth of the local section, reduce the filling height and recalculate until the overall balance of filling and excavation is achieved.

10. The method for designing temporary mountain roads based on a real-scene model according to claim 1, characterized in that, In the step S16, the spatial position error calculation formula is as follows: In the formula, (x m ,y m ,z m ) and (x s ,y s ,z s The coordinates are the coordinates of the corresponding points on the surface of the mountain real scene model and the coordinates of the corresponding points on the surface of the temporary road 3D model, respectively.

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