Highway route-intercommunication BIM and GIS combined modeling method and system

Abstract

The invention relates to the technical field of civil engineering informatization, in particular to a highway route-intercommunication BIM and GIS combined modeling method and system. The method comprises the following steps: acquiring component data of an intercommunication area; performing spatial topology processing according to the intercommunication area component data to obtain spatial topology data; performing multi-layer traffic structure hierarchical identification on the spatial topology data to obtain structure hierarchical data; performing road element mapping according to the structure hierarchical data to obtain road element data; and performing intercommunication region dependency construction according to the road element data to obtain intercommunication region dependency data. According to the method, by fusing BIM component geometry and GIS spatial topology expression, up-down crossing relation identification and multi-layer structure layered modeling of the road components in the intercommunication area are achieved, and the structural semantic integrity and dependency relation interpretability of road nodes in the design, analysis and operation and maintenance process are effectively improved.

Description

Technical Field

[0001] This invention relates to the field of information technology in civil engineering, and in particular to a method and system for joint BIM and GIS modeling of highway routes and interchanges. Background Technology

[0002] In the design and management of highway engineering, especially complex interchanges, BIM technology is used to construct high-precision component models, while GIS is used to represent geographical locations, spatial semantics, and route networks. However, traditional BIM and GIS integration methods mainly rely on "geometric overlay" or "data linkage," lacking the ability to systematically identify the spatial topological relationships between road components (such as overpasses, underpasses, and tunnels), and failing to reflect the hierarchical semantics of multi-layered traffic structures and the structural and functional dependencies between road elements. In interchange modeling, different road levels (mainline bridges, ramps, auxiliary roads, and surface roads) intersect, and their spatial relationships are not only reflected in vertical elevation differences but also involve functional flow, clearance determination, and supporting structure relationships. Existing BIM models struggle to identify the structural subordination or topological dependencies between these components, and GIS models also lack semantic understanding of multi-layered structures, leading to the inability to promptly identify conflicts during the design process, incomplete construction simulations, and distorted impact assessments during the operation and maintenance phase. Summary of the Invention

[0003] To address the aforementioned technical problems, this invention proposes a BIM and GIS co-modeling method and system for highway routes and interchanges, thereby resolving at least one of the aforementioned technical issues.

[0004] This application provides a BIM and GIS co-modeling method for highway routes and interchanges, the method comprising: S1. Obtain interconnection zone component data; perform spatial topology processing based on the interconnection zone component data to obtain spatial topology data; S2. Perform multi-layer traffic structure layering identification on the spatial topology data to obtain structural layering data; S3. Map road elements based on the structural layer data to obtain road element data; S4. Construct interchange area dependencies based on road element data to obtain interchange area dependency data.

[0005] This invention uses interchange components as the basic analysis unit and determines spatial topological relationships and vertical intervals through these components, achieving deep integration modeling of highway routes and interchange structures within BIM and GIS environments. Compared to traditional road representation methods based solely on linear or elevation fields, this method accurately represents the vertical relationships, crossing relationships, and structural dependencies between multiple layers of roads within an interchange. By performing multi-layer traffic structure hierarchical identification on spatial topological data, it effectively avoids the problems of chaotic road hierarchy or semantic gaps in complex interchange scenarios, making the road structure hierarchy clearer and more controllable. Based on the structural hierarchical results, road element data with structural semantics is generated, and on this basis, interchange dependency relationships are constructed, enabling a quantitative expression of the spatial influence range and functional constraints between roads.

[0006] Optionally, obtaining the interconnection zone component data includes: Obtain spatial data of the interchange area from route design or GIS data; BIM data is obtained by loading BIM data based on the spatial data of the interchange area; Perform initial screening of components from BIM data to obtain initial component screening data; Road component data is obtained by identifying road components from the initial screening data. Extract component attributes from road component data to obtain component attribute data; By integrating road component data and component attribute data, interchange area component data is obtained.

[0007] This invention introduces spatial constraints for interchange areas based on route design or GIS data, limiting the analysis scope during the BIM model loading stage. This effectively avoids data redundancy and computational overhead caused by loading the entire model and involving irrelevant components in the calculation. Preliminary component screening and road component identification of the BIM data focus the modeling process on core components directly related to the highway route and interchange structure, improving the relevance and engineering relevance of the component data. Component attribute extraction and unified integration of road components not only preserves the geometric spatial information of the components but also simultaneously introduces engineering semantic information such as component type, functional attributes, and structural characteristics, thus forming structurally complete and semantically clear interchange area component data.

[0008] Optionally, the spatial topology processing includes: Component pair relationships are generated based on the component data of the interconnection area to obtain component pair relationship data; The vertical interval relationship is determined by analyzing the component-to-relationship data to obtain the vertical interval relationship data. Based on the vertical interval relationship data, the component-to-relationship data is used to determine the crossing-type topological relationship, and the crossing-type topological relationship data is obtained. Spatial topology data is obtained by integrating component relationship data, vertical interval relationship data, and traversal topology relationship data into spatial topology relationship types.

[0009] This invention generates component pairs based on interchange components and then uses vertical interval relationship determination and through-type topological relationship identification to achieve refined topological modeling of the interchange spatial structure. Compared to traditional methods that rely solely on component height or simple intersection relationships, this approach, through vertical interval analysis of component pairs, accurately distinguishes vertical relationships, effective overlap relationships, and non-structural contact situations between components, avoiding the problem of misidentifying local overlaps or edge contacts as real structural relationships. Independent through-type topological relationship determination effectively identifies the spatial penetration relationships formed between ramps, main lines, and bridges within the interchange, making the spatial relationship expression of multi-layer traffic structures more consistent with engineering reality. By unifying and integrating component pair relationships, vertical interval relationships, and through-type topological relationships, standardized spatial topological data is formed.

[0010] Optionally, the determination of the vertical interval relationship includes: Based on the component-related relational data, vertical intervals of the components are extracted to obtain the component vertical interval data; Determine the relative positional relationship of the vertical intervals of the components to obtain the vertical interval determination data; The vertical interval determination data is used to determine the validity of vertical interval overlap, and the vertical interval filtering data is obtained. The vertical interval filtering data is categorized by vertical interval relationship type to obtain vertical interval relationship data.

[0011] This invention upgrades the traditional coarse-grained judgment method based on single-point elevation or average height to a refined vertical relationship analysis based on spatial occupancy intervals by introducing vertical interval extraction and hierarchical judgment of component relationship data. By determining the relative positional relationship of component vertical intervals, basic vertical relationships such as upper placement, lower placement, and interval overlap between components can be accurately identified, avoiding misjudgments caused by differences in component dimensions or local geometric undulations. Through the screening process of the validity of vertical interval overlap, structural overlap and non-structural contact can be effectively distinguished, preventing edge contact and local proximity from being misidentified as true spatial relationships. By classifying the vertical interval relationship types of the screening results, standardized and unified vertical interval relationship data is formed.

[0012] Optionally, the determination of the traversal topology relationship includes: Based on the vertical interval relationship data, the component pair relationship data is filtered by crossing component pairs to obtain the crossing component pair data; The overlapping height range of the data for the crossing components is determined to obtain the overlapping height range data. Spatial occupancy continuity analysis is performed on the overlapping height interval data to obtain spatial occupancy data; The validity of the crossing is determined based on the space occupancy data, and the crossing validity data is obtained. Based on the crossing validity data, the direction of the crossing topological relationship is identified to obtain the crossing topological relationship data.

[0013] In this invention, the determination of crossing-type topological relationships is not simply based on whether there is high overlap or spatial contact between components. Instead, it achieves accurate identification of component crossing relationships through multi-level screening and continuity analysis. By screening component pairs based on vertical interval relationship data, the analysis scope can be effectively narrowed, avoiding computational redundancy caused by irrelevant components participating in the crossing determination. By determining the overlap height interval between components and performing spatial occupancy continuity analysis within this interval, the transient contact, edge overlap, and true structural penetration relationships between components can be accurately distinguished. The determination of crossing validity based on spatial occupancy continuity results makes the identification of crossing relationships more consistent with actual engineering scenarios. By identifying the direction of crossing-type topological relationships, the relative crossing directions between components are clarified, providing a basis for the hierarchical identification of multi-level transportation structures and the construction of structural dependencies.

[0014] Optionally, the multi-layer traffic structure layer identification includes: Spatial topology data is filtered for validity of spatial topology relationships to obtain spatial topology relationship data; Topological directed relations are constructed based on spatial topological relation data to obtain topological directed relation data; Topological relationship verification is performed based on the topological directed relationship data to obtain the topological relationship data; The topological relationship data is aggregated at the same level to obtain the hierarchical data.

[0015] This invention achieves ordered hierarchical identification of multi-layered traffic structures in interchange areas by validally filtering spatial topological data and modeling directed relationships. Validally filtering spatial topological relationships eliminates irrelevant or unstable relationships, preventing noise from interfering with the hierarchical results. Transforming spatial topological relationships into clearly defined vertical orientations allows for a clear expression of the relative structural hierarchy between components. Consistency verification of these vertical orientations promptly identifies and eliminates hierarchical conflicts caused by data anomalies or complex structures, improving the reliability and engineering rationality of the hierarchical results. By clustering components within the same layer, those with continuous spatial locations, consistent functional attributes, and no vertical dependencies are grouped into the same structural level, preventing over-hierarchical issues.

[0016] Optionally, the road element mapping includes: Perform structural hierarchical association on the structurally hierarchical data to obtain structurally hierarchical associated data; Component-level road geometry is extracted from the structural hierarchical correlation data to obtain component-level road geometry data; Based on the component-level road geometry data, the road geometry of components at the same level is merged to obtain the road data of components at the same level; Based on the road data of components at the same level, the structural layer correlation data is analyzed to obtain the structural layer data by calculating the structural layer amplitude. Road element objects are generated based on the structural hierarchy data to obtain structural layer data.

[0017] This invention achieves an effective transformation from component-level models to road element-level representations through road element mapping based on structurally layered data. By performing structurally layered association on the structurally layered data, the hierarchical relationship of each road component within the overall traffic structure can be clearly defined, avoiding the problem of component-road semantics being disconnected. Extracting component-level road geometry and performing same-level geometry merging processing integrates the originally discrete and fragmented component geometry into a continuous and complete road geometry representation, significantly improving the integrity and readability of the road representation. By performing structurally layered amplitude processing on same-level component road data, road elements possess clear hierarchical characteristics at both the geometric and attribute levels, which helps distinguish road relationships at different traffic levels. The final generated road element object not only retains the spatial accuracy of the original components but also inherits clear structurally layered semantics.

[0018] Optionally, the inter-area dependency construction includes: Based on the road element data, the structural role of the road elements is determined to obtain structural role data; Vertical dependencies are constructed based on structural role data to obtain vertical dependency data; Based on vertical dependencies, the functional dependencies of roads at the same level are constructed to obtain the functional data of roads at the same level; Spatial influence range is derived from the functional data of roads on the same level to obtain the inter-connection area dependency data.

[0019] This invention achieves a systematic representation of the complex influence relationships between roads in interchanges by modeling structural roles and dependencies at the road element level. By determining the structural roles of road elements, the type of role a road plays within the interchange structure—whether it is a load-bearer, a load-bearer, or a parallel and collaborative entity—can be clearly identified, thus providing a clear basis for dependency identification. Constructing vertical dependencies accurately reflects the spatial constraints and structural influences between overpasses and underpasses, avoiding the problem of traditional models that only have geometric relationships and lack engineering semantics. Combining vertical dependencies with the construction of functional dependencies for roads at the same level allows for the identification of mutual constraints between main roads, ramps, and auxiliary roads in terms of traffic organization and operational functions. By deriving the spatial influence range of functional data for roads at the same level, abstract functional associations are transformed into quantifiable spatial dependency results, thereby forming complete interchange area dependency data.

[0020] Optionally, the derivation of the spatial influence range includes: The influence interval of the elements is generated from the functional data of roads on the same level to obtain the influence interval data of the elements. Based on the influence interval data of the elements, the spatial overlap relationship of roads on the same level is analyzed to obtain the overlap relationship data of the same level; Spatial influence intensity is quantified from overlapping data at the same level to obtain spatial influence intensity data; Based on the spatial influence intensity data, the dependency relationship of roads on the same level is constructed to obtain the dependency data of interchange areas.

[0021] This invention achieves refined modeling of the dependencies between roads on the same level within interchanges by deriving the spatial influence range based on the functional relationships of roads on the same level. By generating the influence interval of the functional data of roads on the same level, the functional attributes of roads can be correlated with their potential spatial influence range, avoiding the overgeneralization problem caused by the traditional unified buffer method. By analyzing the spatial overlap between roads on the same level, the actual pairs of road elements with spatial interactions can be accurately identified, reducing the interference of irrelevant roads in the determination of dependencies. By quantifying the intensity of spatial influence, the degree of spatial interaction between roads can be expressed in a comparable and gradeable form, transforming the influence relationship between roads on the same level from qualitative judgment to quantitative analysis. Constructing the dependencies between roads on the same level based on the intensity of spatial influence can form clearly structured and differentiated dependency data for interchanges.

[0022] Optionally, this application also provides a BIM and GIS co-modeling system for highway routes and interchanges, used to execute the BIM and GIS co-modeling method for highway routes and interchanges as described above, wherein the BIM and GIS co-modeling system for highway routes and interchanges includes: The spatial topology processing module is used to acquire interconnection zone component data; and to perform spatial topology processing based on the interconnection zone component data to obtain spatial topology data. The multi-level traffic structure layer identification module is used to identify the multi-level traffic structure layer of spatial topology data to obtain the structure layer data. The road element mapping module is used to map road elements based on structural layer data to obtain road element data. The interchange area dependency construction module is used to construct interchange area dependencies based on road element data, and obtain interchange area dependency data.

[0023] The purpose of this invention is to address the difficulty in uniformly representing highway routes and multi-layered traffic structures in complex interchange areas. It constructs a BIM and GIS co-modeling method that progressively advances from the component level to the road element level. Step S1 involves acquiring interchange component data and performing spatial topology processing, elevating the traditional modeling method, which relies solely on geometric overlay, to a topological expression based on component-to-component relationships. This allows for accurate identification and structured description of spatial relationships such as vertical and cross-traversal relationships between components within the interchange area. Step S2 utilizes the spatial topology data to perform multi-layered traffic structure layering, dividing the interwoven main roads, ramps, and auxiliary roads in the interchange area into clearly defined structural layers. This effectively solves the problem of hierarchical confusion and semantic loss in multi-layered roads within the GIS environment. Step S3 completes road element mapping based on the structural layering results, realizing the transformation from a component-level model to a road element expression with structural hierarchical semantics. This ensures that road elements maintain spatial accuracy while possessing clear structural attributes. Step S4 constructs interchange area dependencies for road elements, unifying vertical dependencies and same-layer functional dependencies into the analysis framework, forming quantifiable and analyzable interchange area dependency data. Attached Figure Description

[0024] Other features, objects, and advantages of this application will become more apparent from the following detailed description of the non-limiting embodiments, taken with reference to the accompanying drawings: Figure 1 A flowchart illustrating the steps of a BIM and GIS co-modeling method for highway routes and interchanges is shown in one embodiment. Figure 2 A flowchart illustrating the steps of a method for acquiring data of interconnection zone components according to an embodiment is shown. Figure 3 A flowchart illustrating the steps of a multi-layer traffic structure hierarchical identification method according to an embodiment is shown. Figure 4 A flowchart illustrating the steps of a road element mapping method according to an embodiment is shown; Figure 5 A flowchart illustrating the steps of an inter-area dependency construction method according to an embodiment is shown; The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0025] The technical method of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0026] Furthermore, the accompanying drawings are merely illustrative of the invention and are not necessarily drawn to scale. Functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor methods and / or microcontroller methods.

[0027] It should be understood that although the terms "first," "second," etc., may be used herein to describe various units, these units should not be limited by these terms. These terms are used merely to distinguish one unit from another. For example, without departing from the scope of the exemplary embodiments, a first unit may be referred to as a second unit, and similarly, a second unit may be referred to as a first unit. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0028] Please see Figures 1 to 5 This application provides a BIM and GIS co-modeling method for highway routes and interchanges, the method comprising: S1. Obtain interconnection zone component data; perform spatial topology processing based on the interconnection zone component data to obtain spatial topology data; In one embodiment, taking a large-scale urban interchange project as an example, the system obtains the mileage information of the main line and each ramp from the road centerline design documents provided by the design unit, and combines it with existing GIS road network data to determine the spatial range corresponding to the interchange area, generating the spatial boundary of the interchange area to limit the analysis area. The spatial range corresponding to the interchange area is the core area, which is the central mileage segment of the main line that intersects, merges, or diverges with other roads (e.g., the area of ​​the main line that intersects with two or more ramps). Based on the direction of the main line centerline in this area, a certain distance is extended in the mileage direction before and after (e.g., 100m to 300m), and the width of the road influence zone is extended laterally according to the design cross-section (e.g., 50m to 80m on each side). Combined with the centerline direction of all relevant ramps, the boundary is appropriately extended outside their starting and ending points to form a polygonal boundary that can completely cover the structure of the interchange system. Thus, the concept of the interchange area as the analysis space is defined: that is, a closed boundary area in the GIS space corresponding to a combination of main lines and their affiliated roads that interact in physical space and have structural dependencies or functional connections. The system loads the BIM model file corresponding to the spatial range, performs spatial filtering on all components in the model, and retains only components located within the spatial boundary of the interchange area. These retained components include bridge structures, roadbed structures, retaining wall structures, and ramp slabs—components related to road traffic function—forming a preliminary screening result for interchange area components. The system performs geometric feature and attribute information recognition processing on the components obtained from the preliminary screening result, filtering out components with road function attributes. This filtering can be based on the component's functional fields or purpose identifiers, such as identifying components labeled as mainline bridges, ramps, or components with corresponding purpose attributes. For components that meet the conditions, the system extracts their component attributes, including the component's minimum elevation, maximum elevation, spatial center location, and geometric enclosure range. After completing the component attribute extraction, the system constructs spatial relationship combinations between components in the form of component pairs and performs spatial topological relationship analysis for each component pair. The analysis includes determining the relative positional relationships of components in the vertical direction and analyzing the continuity of their spatial coverage areas. This identifies whether there are vertical stacking relationships or spatial crossing relationships between components. For example, when a bridge component is entirely located above another road component and there is continuous coverage within its spatial projection range, the system identifies it as an overpass with crossing characteristics. Through the above processing, the system generates spatial topology data between components within the interchange area. This spatial topology data is used to describe the vertical relationships, crossing relationships, and corresponding vertical influence areas between components.

[0029] S2. Perform multi-layer traffic structure layering identification on the spatial topology data to obtain structural layering data; In one embodiment, based on the obtained spatial topology data, the system organizes and expresses the vertical relationships between components within the interchange area, transforming these spatial relationships into directional structural relationships that represent the relative positions of components within the vertical traffic structure. For example, when a component is spatially located above another component, the system records this relationship as a structural association from the upper component to the lower component. The system performs hierarchical analysis on these structural associations, identifying components that are not supported or covered by other components in the structural relationships, defining them as the top-level traffic structure within the interchange area, and using this as the starting point for layering. The system identifies other components layer by layer according to their vertical dependencies, assigning each component a corresponding structural level identifier to indicate its relative hierarchical position within the overall three-dimensional traffic system. During structural layering, the system combines the spatial proximity and functional attributes of components, classifying components within similar height ranges and performing the same or similar traffic functions as being on the same level. For components that, while not having a direct vertical relationship, are spatially adjacent and have the same functional type, the system merges them into the same structural level to avoid overly detailed structural layer divisions or failure to reflect actual traffic organization characteristics. Through the above-described hierarchical identification process, the system generates structural hierarchical data of the multi-layered transportation structure within the interchange area. This structural hierarchical data is used to characterize the hierarchical position and functional affiliation of each component within the interchange area's three-dimensional transportation system.

[0030] S3. Map road elements based on the structural layer data to obtain road element data; In one embodiment, the system performs road element mapping processing on the components within each structural level based on the obtained structural layer data. Specifically, for a set of components within the same structural level, the system extracts a geometric expression that can represent the road direction as the initial form of the road line element. The geometric expression may include the centerline of the component, the central axis of the component surface, or the road centerline derived from the geometric shape of the component, representing the actual extension path of the road in space. When a road within the same structural level is composed of multiple adjacent components, the system performs road geometric merging processing based on the spatial continuity and connection relationship between the components. The continuity judgment includes the spatial proximity between the endpoints of the components and the consistency of the road direction. When adjacent components are continuous in spatial position and the connection direction changes little, conforming to the characteristics of continuous road paving, the system merges them into a continuous road line element to avoid the road element being expressed in a fragmented manner. After completing the road geometric merging, the system assigns corresponding attribute information to each road line element. The attribute information includes at least its structural level, the functional type of the road in the interchange area, the overall length of the road, and the location description of the starting and ending points in three-dimensional space, used to represent the position and role of the road element in the three-dimensional traffic structure. Through the above road element mapping process, the system generates road element data within the interchange area. This road element data is stored in spatial vector form with attribute information, while retaining structural hierarchy identifiers.

[0031] S4. Construct interchange area dependencies based on road element data to obtain interchange area dependency data.

[0032] In one embodiment, the system analyzes and constructs the dependencies between various road elements within the interchange area based on the obtained road element data. The system identifies vertical dependencies between roads at different structural levels according to the structural hierarchy to which the road elements belong. When a road at a lower structural level is below a road at a higher structural level, and there is vertical overlap or proximity within the spatial range, the system identifies it as a vertical dependency and records the clearance constraints (the height safety requirements of the upper road for the lower road, obtained according to the bridge clearance standards in engineering design specifications) or structural stress correlations involved in this dependency (the pier foundations of the bridge superstructure may conflict with the structural layout of the road below; this information can be extracted from the structural component layout relationships and stress transfer paths in the BIM data). The system performs road function dependency analysis on road elements within the same structural level. Specifically, based on the spatial location of the road elements, the system generates a spatial influence range for analysis on both sides of the road and determines whether adjacent road elements overlap or are close to each other within the spatial range. For road elements that overlap in spatial location and have related road directions and functional attributes, the system identifies functional dependencies such as traffic merging, diversion, or coordinated operation by combining their driving direction and functional type. Through the above vertical dependency analysis and same-level functional dependency analysis, the system constructs dependency data between road elements within the interchange area. This dependency data describes information such as dependency type, source road, target road, dependency direction, and dependency degree, thereby forming a dependency structure that can represent the three-dimensional traffic organization and functional coordination relationships within the interchange area. The BIM model provides accurate geometric information, construction type, hierarchical relationships, and mechanical logic (such as structural dependencies of piers, abutments, and foundations), while the GIS model provides geospatial elements such as road paths, spatial distribution, adjacency relationships, and buffer zone analysis. By integrating the data models of both, the system can achieve collaborative analysis of road structural hierarchy, spatial contact relationships, and functional dependency logic.

[0033] Optionally, obtaining the interconnection zone component data includes: S11. Obtain spatial data of the interchange area from route design or GIS data; In one embodiment, taking the interchange node formed by a provincial highway mainline and an urban expressway as the object, the system loads route design data provided by the design unit. The route design data includes centerline information of the mainline and ramps, and the data format can be an engineering drawing file or a structured route file. Based on the route centerline data, the system identifies the intersection sections between the mainline and each ramp, and automatically determines the coverage area of ​​the interchange zone in planar space based on these intersection sections. When determining the interchange zone's scope, the system expands a certain area around the intersection of the mainline and ramps in space, generating a spatial boundary to describe the overall scope of the interchange zone. The spatial boundary is represented as a closed region. In this embodiment, the interchange zone spatial data is expressed using a unified geographic coordinate reference system, with the selected coordinate reference system being the nationally used geodetic coordinate system. Through the above processing, the system obtains the spatial data corresponding to the interchange zone.

[0034] S12. Load BIM data based on the spatial data of the interchange area to obtain BIM data; In one embodiment, the system loads component models within the target area based on the acquired spatial boundary data of the interchange zone through a Building Information Modeling (BIM) management platform. Specifically, the system can call a BIM tool platform with spatial trimming capabilities (such as Navisworks, Revit API, or other data service modules with IFC interfaces), using the interchange zone boundary as a spatial trimming parameter to automatically identify and extract a subset of BIM components located within that boundary range. The original BIM model file format can be a common building model exchange format (such as IFC), containing information on all bridges, roadbeds, ramps, and other components of the entire route project. During the loading process, the system limits the filtering range based on the polygonal boundary of the interchange zone, retaining only component elements that intersect with the spatial location of the interchange zone, and outputs a local model copy specific to the interchange zone after trimming. This local model copy can be saved as a separate new file, for example, named Interchange_Block.ifc. The component types included in the local model copy may include, but are not limited to, solid model data of bridge superstructure such as bridge decks, piers, and abutments, ramp slab components, roadbed fill blocks, retaining wall components, and other components directly related to the interchange structure. Through the above spatial trimming and model extraction processing, the system obtains BIM data that is only related to the spatial range of the interchange area.

[0035] S13. Perform initial screening of components from BIM data to obtain initial screening data for components; In one embodiment, the system performs preliminary screening of component elements based on the obtained local BIM data of the interchange area to remove component information unrelated to the main road structure. Specifically, the system extracts basic classification information and spatial attribute information of each component in the data. The classification information includes the component's category, usage type, and system affiliation, while the spatial attribute information includes the component's spatial location, geometric dimensions, and boundary range. According to preset elimination rules, the system excludes component elements that do not belong to the structural road construction, such as guardrails, light poles, traffic signs, and other ancillary facilities. Only physical components with road load-bearing and structural functions, such as those labeled as bridge components, road structure components, and roadbed system components, are retained as the initial screening results. For each retained component, the system records its unique identifier and related spatial feature information, including the coordinates of its geometric center point and the minimum and maximum vertical elevation values ​​of the bounding box (i.e., the bounding box) of its spatial range. Through the above preliminary component screening process, the system obtains a dataset of components related to the main road structure within the interchange area.

[0036] S14. Perform road component identification on the initial screening data of components to obtain road component data; In one embodiment, the system identifies whether a component belongs to the road load-bearing category based on the acquired initial component screening data. Specifically, the system reads the family name (this field comes from the component family classification system in BIM modeling software (such as Revit)) and functional attribute field of each component to determine its structural role in the interchange road system. The family name reflects the component's construction type and purpose; for example, "RampSlab" in the name indicates a ramp slab, and "BoxGirder" indicates a box girder structure. The functional attribute field, such as "UseType=Roadway," is used to confirm whether the component has traffic passage function. For components whose family name and attribute fields both meet the road load-bearing conditions, the system identifies them as road components and marks their road type, such as mainline bridge slab, ramp slab, or auxiliary road structure. Based on the spatial distribution and path affiliation of the component in the model / BIM data, the system associates it with the road segment to which it belongs, forming a correspondence between components and road segments. The output road component data includes the component's unique identifier, the determined road type, and the specific road segment information to which the component belongs.

[0037] S15. Extract component attributes from road component data to obtain component attribute data; In one embodiment, the system extracts key geometric and engineering attributes for each identified road component based on the identified road component data. For each road component, the system reads the parameter fields attached to its BIM model and extracts attribute information including starting elevation, ending elevation, component length, width, and material type. The system extracts the engineering stage information to which the component belongs, used to distinguish whether the model is in the structural construction phase, the completion and acceptance phase, or other stages. If the component in the model has parameter fields associated with the route design data, such as the route code in the IFC model or the design mileage parameters corresponding to the component, the system can also combine the design documents or component naming rules to perform reverse lookup and location of the starting and ending mileages of the route to which the component is located, forming a mapping relationship between the component and the route geometric chain. The component attribute data generated by the system includes the component's unique identifier, spatial elevation information, geometric dimension parameters, material information, engineering stage markings, and route location identifiers.

[0038] S16. Integrate the road component data and component attribute data to obtain the interchange area component data.

[0039] In one embodiment, the system uses the unique identifier of a component as the primary key for association, and centrally collects information such as the spatial location, physical dimensions, material properties, engineering stage, functional purpose, and road segment to which the same component belongs. This information is then organized into standardized component data entries according to a preset data structure format. Each component entry includes the center coordinates and elevation range describing its three-dimensional geometric features, parameters representing its physical attributes such as length, width, and material type, and information indicating its road function, including road type, usage purpose, and route affiliation.

[0040] Optionally, the spatial topology processing includes: Component pair relationships are generated based on the component data of the interconnection area to obtain component pair relationship data; In one embodiment, the system determines the set of components to be included in the combination analysis. For example, in this embodiment, 85 bridge and roadbed components were identified within the interchange area. The system only performs combination judgments on components that have a spatial proximity relationship in the horizontal projection plane (XY plane). The proximity relationship includes: two components have an overlapping area on the projection plane, or the horizontal distance between their projection boundaries is less than a set threshold (e.g., 10 meters). After filtering out the set of components that meet the conditions, the system combines them into pairs and generates a component pair relationship record for each pair. Each record includes parameters such as the unique identifier number of the component pair, the original IDs of the two components, the overlapping area of ​​their projections on the XY plane, and the distance between their geometric center points in the horizontal plane.

[0041] The vertical interval relationship is determined by analyzing the component-to-relationship data to obtain the vertical interval relationship data. In one embodiment, the system extracts the boundary elevation information of each component in the vertical direction, including the minimum and maximum elevation values, to represent the geometric envelope range of the component in the vertical direction. The system compares the vertical envelope intervals of two components and determines their vertical relationship type according to a preset judgment logic. If the lowest point of the upper component is higher than the highest point of the lower component, and there is a spatial distance between them that exceeds the minimum gap tolerance, the system determines that they are in an upper relationship; if the highest point of the lower component is lower than the lowest point of the upper component, and the gap meets the tolerance condition, the system determines that they are in a lower relationship; if the elevation intervals of the two components intersect, that is, if a part of the vertical area overlaps, it is marked as an interval overlap relationship. The system calculates the intersection length of the two components in the vertical direction, that is, the overlap range of their elevation intervals, and calculates the proportion of the overlap length in the entire interval length, to represent the degree of vertical coupling or potential interference between the components. The vertical interval relationship data output by the system includes fields such as the unique identifier of the component pair, the elevation interval of each component, the vertical relationship type, the intersection length, and the interval overlap ratio.

[0042] Based on the vertical interval relationship data, the component-to-relationship data is used to determine the crossing-type topological relationship, and the crossing-type topological relationship data is obtained. In one embodiment, the system determines the overlapping elevation interval of two components in the vertical direction and divides this interval into several equally spaced horizontal slices, with the elevation interval set to 0.1 meters. At each slice, the system extracts the horizontal projection area of ​​the component at that elevation level and determines whether there is spatial projection overlap between the two components in that slice. The system counts the number of projection overlaps in all slices and calculates the proportion of such overlaps in the total number of slices. If there are continuous projection overlaps in more than a certain proportion of elevation slices (e.g., not less than 80%), and the area of ​​the overlap region in any slice is not less than a certain proportion (e.g., 20%) of the total projection area of ​​component A, then the system determines that the component pair constitutes a crossing-type topological relationship. The output crossing-type topological relationship data includes component pair identification, the determination result of the crossing relationship, the crossing direction (e.g., "component A crosses component B"), the number of slices used for determination, and the proportion of continuous overlap, etc.

[0043] Spatial topology data is obtained by integrating component relationship data, vertical interval relationship data, and traversal topology relationship data into spatial topology relationship types.

[0044] In one embodiment, the system determines whether the component pair has been identified as a crossing relationship. If the determination result is yes, the spatial topological relationship type of the component pair is set to "crossing," which indicates that the upper component continuously covers and crosses the area of ​​the lower component in space. If no crossing relationship is formed, the system continues to determine the vertical relative position between components based on the vertical interval relationship data: when the upper component is entirely above the lower component, the system marks its topological type as "overlapping"; if the upper component is entirely below the lower component, it is marked as "underpassing"; if there is no vertical overlap or clear vertical relationship between the components, it is marked as "irrelevant." While confirming the spatial topological relationship type, the system retains auxiliary judgment information, including the elevation overlap interval between components, the vertical relative position, and whether there is continuous overlap. The system converts the spatial topological relationship results of all component pairs into a data form that can be used for graph structure modeling, and constructs a topological graph structure with components as nodes and spatial relationships as directed edges to obtain spatial topological data.

[0045] Optionally, the determination of the vertical interval relationship includes: Based on the component-related relational data, vertical intervals of the components are extracted to obtain the component vertical interval data; In one embodiment, the system reads the 3D bounding box information of each component using its geometric data in the Building Information Model (BIM), which includes the minimum and maximum coordinate values ​​of the component in each direction in space. For each pair of components, the system extracts its geometric range in the vertical direction (i.e., the Z-axis direction) and uses the minimum and maximum elevation values ​​as the vertical interval of the component. For example, in a highway interchange project scenario, the vertical range of component A102 (ramp bridge slab) is 15.20 meters to 17.80 meters, and the vertical range of component B205 (ground auxiliary roadbed) is 12.60 meters to 15.50 meters. The system standardizes and encapsulates the above data into component vertical interval data, representing the extension range of the component in vertical space.

[0046] Determine the relative positional relationship of the vertical intervals of the components to obtain the vertical interval determination data; In one embodiment, for each component pair, the system reads the minimum and maximum vertical elevation values ​​of the two components and compares them with a preset safety tolerance. The judgment rule is: if the lowest point elevation of component A is greater than the highest point elevation of component B plus the tolerance value, then component A can be preliminarily determined to be above component B. The tolerance is used to avoid misjudgments caused by model accuracy or errors, and is generally set to a fixed elevation difference threshold, such as 0.10 meters. In the application scenario of a certain highway interchange project, the minimum vertical elevation of component A102 is 15.20 meters, and the maximum vertical elevation of component B205 is 15.50 meters. The system compares the elevation difference between the two and, combined with the judgment result after setting the tolerance, confirms that component A102 is above component B205, and generates vertical interval judgment data accordingly. The judgment data records the component pair identification and the preliminary judgment result of the vertical relative relationship.

[0047] The vertical interval determination data is used to determine the validity of vertical interval overlap, and the vertical interval filtering data is obtained. In one embodiment, the system calculates the vertical overlap length of the component pair, i.e., the height of the overlapping portion of the two components within the elevation interval. The system performs a ratio analysis between this overlap length and the component's own height, and determines the degree of structural association accordingly. If the overlap ratio is significantly low, below a preset judgment threshold (e.g., 10%), the system considers the overlap as an occasional contact or geometric proximity, determining that it has no structural impact and is not included in the subsequent topological dependency modeling scope. Conversely, if the overlap ratio exceeds the threshold, it indicates that there is a strong overlap trend between the component pair in vertical space, with a certain possibility of structural interaction. The system marks it as a valid overlap relationship and retains this result in the subsequent crossing relationship determination and spatial dependency identification process. The vertical interval filtering data output by the system includes the component pair identifier, overlap height, overlap ratio, and Boolean judgment result of whether the valid overlap criteria are met.

[0048] The vertical interval filtering data is categorized by vertical interval relationship type to obtain vertical interval relationship data.

[0049] In one embodiment, the system determines whether there is a confirmed effective vertical overlap between component pairs. If effective overlap exists, the vertical relationship type of the component pair is classified as "effective overlap," indicating that the two have an intersection in the vertical direction and have the potential for structural association. If no effective overlap is formed, the system classifies the components based on their relative elevation positions. If one component is entirely above another component and meets the preset vertical spacing and tolerance conditions, it is marked as "superior relationship"; conversely, if one component is entirely below another component, it is marked as "inferior relationship." For component pairs with similar elevations but no effective overlap or a clear hierarchical relationship, they are classified as "no significant vertical relationship." For example, in the actual application of a highway interchange project, the system performs vertical classification analysis on component pair A102 and B205. Since the component pair has some similar elevations but no effective overlap, and component A102 is above component B205, the system classifies the vertical interval relationship type of the component pair as "superior." The vertical interval relationship data output by the system includes component pair identification and classification results. The generated relationship types cover "superior relationship", "inferior relationship", "effective overlapping relationship" and "no significant vertical relationship".

[0050] Optionally, the determination of the traversal topology relationship includes: Based on the vertical interval relationship data, the component pair relationship data is filtered by crossing component pairs to obtain the crossing component pair data; In one embodiment, the system reads the vertical relationship type of all component pairs and filters those marked as "effective overlap" or "critical overlap" as the first criterion for determining the possibility of crossing. The temporary overlap is defined as follows: if the vertical overlap length of a component pair does not reach the set effective overlap threshold (e.g., 0.3 meters) but still exceeds the minimum tolerance range (e.g., 0.05 meters), and the distance between their elevation center points is very close (e.g., less than 0.5 meters), then the system can mark it as "critical overlap." The system combines the spatial geometric information of the components to calculate the vertical overlap interval length of the component pair and the vertical center point distance between the two components. In practical engineering applications, such as in a three-level cloverleaf interchange scenario, if the vertical overlap interval length of a component pair exceeds the set significant overlap threshold (e.g., 0.3 meters), and the distance between the center elevations of the two components is less than a certain distance (e.g., 1.0 meter), then the system marks this component pair as a candidate crossing component pair. Such component pairs are geometrically close and have a stable overlap relationship, which is highly likely to constitute a crossing structure between the bridge and the ground road. The system outputs data on crossing component pairs, including component pair identifiers, preliminary judgment results on whether there are overlapping intervals, and screening identifiers indicating whether the crossing candidate conditions are met.

[0051] The overlapping height range of the data for the crossing components is determined to obtain the overlapping height range data. In one embodiment, the system reads the vertical coordinate range of each component in the candidate component pair and identifies the intersection of the two components in the Z direction, i.e., the height segment where both exist simultaneously in the vertical direction. This intersection interval is defined as the overlapping height interval. Taking component pair A102 (ramp bridge slab) and B205 (ground auxiliary roadbed) as an example, the vertical range of A102 is 15.2 meters to 17.8 meters, and the vertical range of B205 is 14.8 meters to 15.6 meters. Their vertical intersection interval is 15.2 meters to 15.6 meters. The system records this intersection segment as the effective overlapping height interval of the component pair. The overlapping height interval data output by the system includes the component pair identifier and the corresponding intersection elevation range.

[0052] Spatial occupancy continuity analysis is performed on the overlapping height interval data to obtain spatial occupancy data; In one embodiment, the system performs equidistant slicing within the overlapping height range of the component pair at set elevation intervals, for example, sampling once every 0.1 meters. At each sampling height layer, the system extracts the horizontal projection contours of the two components at that elevation position and calculates the spatial overlap between their projections. When the upper component (e.g., a bridge deck) maintains a stable horizontal projection overlap with the lower component (e.g., a roadbed) across multiple consecutive elevation layers, and the overlap area reaches a preset significance standard (e.g., a certain percentage threshold), the system considers the component pair to have spatial continuity, reflecting that the upper component stably covers the lower component in space. Taking component pair A102 and B205 as an example, their overlapping height range is 15.2 meters to 15.6 meters, and the system performs 5 layers of sampling. After extracting the horizontal projections and calculating the overlap at each layer, it was found that the overlapping area of ​​the projections in 4 layers exceeded the set threshold. The system records the number of consecutive overlapping layers for this component pair as 4, the total number of sampling layers as 5, and the continuity ratio as 0.8, indicating that the component pair maintains a stable overlapping state in most sampling layers. The output space occupancy data includes the component pair identifier, the number of consecutive overlapping layers, the total number of sampling layers, and the continuity ratio.

[0053] The validity of the crossing is determined based on the space occupancy data, and the crossing validity data is obtained. In one embodiment, the system determines the validity of spatial crossing relationships between component pairs based on space occupancy data to identify component combinations that constitute actual crossings or obstructions in vertical and horizontal space. To standardize the determination criteria, the system presets a threshold for determining crossing validity, setting it to a continuity ratio of at least 70%. In the specific processing, the system reads the overlap ratio calculated in the space occupancy continuity analysis of the component pair. If this ratio is equal to or higher than the set threshold, the component pair is determined to have a valid crossing relationship. This determination indicates that the components maintain stable projection overlap characteristics in multi-layer vertical sampling and have a clear structural crossing trend. Taking component pair A102 (ramp bridge slab) and B205 (ground auxiliary roadbed) as an example, their continuous overlap ratio obtained in the space occupancy analysis is 0.8, exceeding the system's set threshold of 0.7. Therefore, the system recognizes this component pair as constituting a valid crossing relationship. The crossing validity data output by the system includes the component pair identifier, the Boolean judgment result of whether a valid crossing is constituted, and the corresponding judgment basis explanation.

[0054] Based on the crossing validity data, the direction of the crossing topological relationship is identified to obtain the crossing topological relationship data.

[0055] In one embodiment, the system acquires the vertical center elevation information of each component in a component pair. The center elevation can be calculated from the minimum and maximum elevation values ​​of the components, representing the average position of the components in vertical space. The system compares the center elevations of the components; if the center elevation of one component is higher than that of another, it is considered to be above it, and the crossing direction is determined accordingly. Taking component pair A102 (ramp bridge slab) and B205 (ground auxiliary roadbed) as an example, the vertical center elevation of A102 is 16.5 meters, and the center elevation of B205 is 15.2 meters. Therefore, the system determines the crossing direction as "component A crossing component B," meaning the superstructure crosses the substructure, forming a spatial crossing relationship. The crossing-type topology relationship data output by the system includes component pair identification, a directional description of the crossing relationship (e.g., "component A crossing component B"), a directional expression (e.g., "up → down"), and spatial characteristic information for the crossing determination, including whether there is continuous overlap and the overlap height range between components.

[0056] Optionally, the multi-layer traffic structure layer identification includes: S21. Perform spatial topology relationship validity screening on the spatial topology data to obtain spatial topology relationship data; In one embodiment, when processing a three-level interchange project (including elevated main line, ramp bridges, and ground-level auxiliary roads), the system reads a total of 326 pairs of spatial topological relationship data between components and judges them according to the set validity screening criteria. The judgment criteria include the following three items: First, the component pairs must have a clear spatial directional relationship, such as above, below, or crossing; second, the overlap area of ​​the two components on the horizontal projection plane (XY plane) must not be less than a set threshold, such as 1.0 square meters; third, the components should have a height intersection of not less than a certain threshold (such as 0.2 meters) in the vertical direction, or have been marked as crossing relationships. Component pairs that meet all the above conditions are judged to have valid spatial topological relationships, while the rest are regarded as edge proximity, non-structural proximity, or occasional contact between construction auxiliary components and are rejected. In this embodiment, the system identified and filtered out 71 component pairs that did not meet the validity conditions, retaining only 255 valid spatial topological relationship data. The spatial topology relationship data output by the system includes component pair identification, topology type after determination (such as "crossing"), Boolean judgment on whether it is a valid relationship, horizontal projection overlap area, and corresponding vertical overlap interval, etc.

[0057] S22. Construct topological directed relations based on spatial topological relation data to obtain topological directed relation data; In one embodiment, the system generates directed edges for component pairs based on the directionality of spatial relationships: if component A is spatially above component B, a directed edge from A to B is established to represent a "top → bottom" spatial dependency path; if component A traverses component B, a directed relationship from A to B is similarly constructed to represent the topological direction from high to low during the structural crossing. Each directed edge record includes the source component number, target component number, spatial relationship type (such as "above", "traverse", "below"), and direction attribute, forming a clearly defined edge set. Taking a three-level interchange as an example, the system can generate the following directed edge relationships: if component A102 traverses component B205, it is recorded as A102 pointing to B205; if component B205 is above component C311, it is recorded as B205 pointing to C311. The topological directed relationship data output by the system is organized in a graph structure, containing a set of directional edges between all valid component pairs.

[0058] S23. Perform topological relation verification based on the topological directed relation data to obtain the topological relation data; In one embodiment, the system performs logical consistency analysis on the constructed directed topology graph, employing graph traversal algorithms such as topological sorting or strongly connected component identification to detect the existence of loops in the graph. If a pair of components simultaneously exhibits mutually pointing dependencies (e.g., component A points to component B, and component B points to component A), it is determined to be a topological contradiction, indicating that their spatial relationships contain conflicting closed paths. In a sample interchange project, the system detected three such logical anomalies, mainly due to mislabeling of component center elevation data, modeling deviations, or loss of accuracy during data import. The system marks these component pairs as "topological contradictions" and automatically excludes them from the structural hierarchy numbering process to avoid affecting the overall structural hierarchy division results. Simultaneously, the system records relevant information in the topology verification log for subsequent manual review and model repair. The topology relationship data output by the system includes component pair identifiers, spatial direction determination results, and topology verification status fields.

[0059] S24. Perform same-layer structure aggregation on the topological relationship data to obtain structural layer data.

[0060] In one embodiment, the system sorts the topology graph and identifies the incoming edges of each component. For components not pointed to by any other components (i.e., no incoming edge nodes), the system determines them as the highest-level components and assigns them the structural level number Level1. For components with incoming edges, the system determines its own level based on the level numbers of all its upstream source components, using the rule of taking the highest level value among all incoming edge source components and adding one. Based on the completed level numbering, the system performs structural aggregation marking on components with strong spatial continuity, the same functional attributes, and no crossing or support relationships within the same level. This aggregation operation is used to merge adjacent functional component units, such as grouping multiple continuous ramp bridge slabs into the same functional layer structural unit, facilitating structural display, maintenance management, and construction organization. Taking a three-level interchange project as an example, the system assigns mainline bridge component A102 to Level 1 and labels it as "Mainline Bridge Layer"; ramp bridge slab component B205 is classified into Level 2, corresponding to "Ramp Layer"; and ground auxiliary roadbed component C311 is at the lowest level, Level 3, corresponding to "Ground Auxiliary Road Layer". The system outputs the structural layering data in tabular form, including component identification, layer number, structural layer, and functional attributes.

[0061] Optionally, the road element mapping includes: S31. Perform structural hierarchical association on the structural hierarchical data to obtain structural hierarchical association data; In one embodiment, the system reads the unique identifier of each component and extracts its geometric information (including vertical coordinate range, spatial center position, etc.) in the BIM model. Simultaneously, it searches for the corresponding level number and functional attribute description of the component in the structural layering results. Through data matching and field binding operations, the system uniformly encapsulates the spatial attributes and structural level labels of the components, forming a standard record unit for structural layering association data. For example, in a four-level interchange project, the mainline bridge component A102 is classified as Level 1, the ramp bridge slab component B205 belongs to Level 2, and the ground subgrade component C311 is classified as Level 3. The system associates the above level information with the BIM data of each component, outputting a structured record containing the component number, its level, functional attribute, and geometric range. For example, the record for component B205 clearly states that its structural level is Level 2, its functional attribute is a ramp bridge slab, and its vertical range is 15.2 meters to 17.8 meters. The structural layering association data output by the system includes component identifier, structural level, functional attribute, and main spatial parameters.

[0062] S32. Extract component-level road geometry from the structural layered association data to obtain component-level road geometry data; In one embodiment, the system determines the geometric type and structural features of a component and extracts its principal axis in the model. For components such as bridges, ramp slabs, and roadbed blocks that extend linearly or in a long strip, the system prioritizes extracting their centerline or structural centerline as a representative path. If the length of a component is greater than its width (e.g., the length is not less than three times the width), the system automatically identifies its principal axis direction and extracts the centerline in that direction as a geometric expression in the form of a line string. For example, when processing component B205 (ramp bridge slab), the system identifies that the component has a clear linear structural feature and extracts its geometric centerline segment in space. This centerline is composed of multiple adjacent points, forming a continuous path, and is output in line string format, including component identification, geometric type description, and corresponding coordinate point sequence, used to represent the spatial orientation of the component in the road network. The component-level road geometry data output by the system includes component number, geometric expression type (e.g., centerline segment), line string coordinate information, etc.

[0063] S33. Merge the road geometry of components at the same level based on the component-level road geometry data to obtain the road data of components at the same level. In one embodiment, the system filters out a set of components at the same structural level, such as all components labeled Level 2 (ramp level). The system sorts and splices the centerline segments of these components. The sorting logic includes the following conditions: first, the components are spatially adjacent, and the distance between their endpoints and starting points is within a set threshold range (e.g., within 2 meters); second, the extension directions of the component centerline segments are basically consistent to ensure the continuity of the road direction; and third, they have the same functional attributes and belong to the same traffic function category (e.g., "right-turn on-ramp" or "left-turn off-ramp"). The centerline segments of components that meet the above conditions are spliced ​​into a complete road path. The system also records the correspondence between the merged path and the original components to ensure that the path data can be traced back to the specific component unit in the BIM model. Taking the ramp level as an example, the system can merge several consecutive ramp bridge slab components into a representative ramp line, labeled Ramp_R2, and output its level and the coordinate sequence of the generated line string after merging.

[0064] S34. Based on the road data of components at the same level, perform structural level amplitude analysis on the structural layer association data to obtain structural level data; In one embodiment, the system reads the structural level number corresponding to each merged road path and assigns a structural level label (such as "mainline bridge level," "ramp level," or "ground auxiliary road level"). Based on the elevation values ​​of the road path's start and end points, the system calculates the starting and ending elevation range to characterize the path's distribution trend in vertical space. The system extracts key geometric amplitude information of the road path, including the overall length, the difference between the starting and ending elevations, and the average slope. The road length reflects the path's spatial extensibility, while the average slope is used to assist in determining engineering application scenarios such as road traffic capacity, vehicle climbing load, or drainage design requirements. Taking the Ramp_R2 segment in the ramp level as an example, the system assigns it a structural level of Level 2, with a starting and ending elevation range of 15.2 meters to 18.1 meters, and calculates its average slope to be 3.5%. The structural level data output by the system includes the road number, its level, starting and ending elevations, structural label, and geometric amplitude parameters.

[0065] S35. Generate road element objects based on the structural hierarchy data to obtain structural layer data.

[0066] In one embodiment, the system encapsulates the spatial geometric representation (such as the line string data of the centerline), functional attributes (such as mainline, ramp, or auxiliary road type), structural level (such as Level 1, Level 2, etc.), and other engineering parameters of each merged road line into a complete road feature object. Each feature object also includes a unique identifier and retains the mapping relationship with the original component, ensuring traceability back to specific BIM components or physical facilities. In terms of output format, the system supports exporting road feature objects to various standard spatial data formats, including but not limited to Shapefile, GeoJSON, or PostGIS data tables based on spatial databases. The generated road feature objects can be directly loaded, rendered, and analyzed in the GIS platform. For example, for ramp Ramp_R2, the system generates a road feature with the type "ramp," a structural level of Level 2, a corresponding geometric type of LineString, and attribute fields such as path length and starting and ending elevations.

[0067] Optionally, the inter-area dependency construction includes: S41. Determine the structural role of road elements based on road element data to obtain structural role data; In one embodiment, the system determines the structural role of each road element according to preset rules. For example, when a road belongs to a Level 1 structural level and its functional attribute is labeled "main line," the system marks it as a "structural support main line," indicating that it is the main load-bearing line in the interchange system. When a road is located at a Level 2 level, its function is "ramp," and it has an overpass relationship with other roads, the system marks it as a "transition bridge deck," used to characterize the bridging role of this type of component in the traffic flow conversion process. If a road is at a Level 3 level and no other overpassing roads are detected above it, it is considered a basic load-bearing component, and the system marks it as a "ground load-bearing body." While generating the structural role, the system retains the component identification information associated with the road element, which facilitates the mapping and correspondence between the role information and the original BIM model. Taking ramp Ramp_R2 as an example, the system identifies its structural level as Level 2, its functional attribute as "ramp," and its spatial relationship of crossing the lower auxiliary road. Therefore, it marks its structural role as a "transition bridge deck" and outputs the associated bridge deck component numbers, including B205, B206, and B207. The structural role data output by the system includes road element identifiers, structural levels, determined structural role types, and information on associated components.

[0068] S42. Construct vertical dependencies based on structural role data to obtain vertical dependency data; In one embodiment, the system extracts road combinations with hierarchical relationships from structural role data, including upper-level roads (such as mainline bridge decks or overpass ramps) and lower-level roads (such as ramp bridges or ground-level auxiliary roads). The system performs spatial relationship analysis on such combinations, mainly including the following: first, calculating the overlapping area of ​​the two road elements on the horizontal projection plane; second, analyzing the elevation difference between them in the vertical direction; and third, extracting the clearance height between them, i.e., the minimum vertical distance between the bottom of the lower-level road and the upper-level road. The system determines whether a vertical dependency relationship exists based on set rules. If the projected overlap area of ​​the two road elements is not less than 10 square meters and the vertical distance is within the safety limit (e.g., less than 5 meters), the system considers that there is a structural dependency between them and marks it as a "vertical support" relationship. For example, in a certain interchange structure, the system identifies a spatial overlap relationship between the mainline road MainLine_01 and the lower-level ramp Ramp_R2, calculates that the clearance height between them is 4.2 meters, and the XY projected overlap area is 18.5 square meters, which meets the dependency determination conditions. Based on this, the system generates a vertical dependency record, clearly marking its upper-level road, lower-level road, dependency type, clearance height, and projected overlap area, among other attribute information.

[0069] S43. Construct the functional dependencies of roads at the same level based on vertical dependencies to obtain the functional data of roads at the same level; In one embodiment, the system filters road element sets within the same structural level and analyzes and judges road combinations with functional synergy based on their geometric distribution, functional attributes, and traffic direction. The judgment logic includes, but is not limited to, whether roads are spatially adjacent (e.g., horizontal distance less than a preset threshold, such as within 6 meters), whether they are parallel in the same traffic direction, and whether they form traffic conversion paths through node connections. For example, in the ramp level (Level 2), the system identifies that ramp road Ramp_R2 and parallel auxiliary road SideRoad_F1 are close in the horizontal direction (only 5.2 meters), both are marked as right-hand traffic in their traffic direction attributes, and there is a geometric connection at node Node_J12. Based on this, the system judges that there is a traffic path fusion relationship between the two, marking it as a "merging relationship," indicating that traffic from the auxiliary road merges into the main ramp at this node. The system outputs same-level road function data including the starting road, the target road, the functional dependency type (e.g., "merging relationship," "diversion relationship," "conversion relationship," etc.), and key judgment criteria, such as parallel distance, connecting nodes, or traffic flow direction.

[0070] S44. The spatial influence range of the same-level road function data is derived to obtain the interchange area dependency data.

[0071] In one embodiment, for each pair of road components with a functional dependency, the system establishes a buffer zone with preset weights on both sides of the spatial geometry of the target road, for example, extending 5 meters on each side of the road axis, to represent the spatial range within which the target road guides or influences traffic. The system determines whether the spatial position of the starting road is within the buffer zone and calculates the spatial overlap area between the two roads, including overlap length and overlap area. The system combines multiple factors such as the consistency of traffic flow direction, the degree of spatial overlap, and physical distance between the two roads to score the influence intensity of the dependency relationship. For example, if the starting road SideRoad_F1 and the target road Ramp_R2 are in the same direction, have an overlap length that reaches a certain threshold, and significantly fall within the buffer zone, the system assigns them a high dependency intensity score, indicating that there is a strong functional-spatial composite dependency relationship between the two roads. If the starting road and the target road overlap spatially to a certain extent (e.g., the overlap length or area is close to a threshold), but there is a directional deviation (e.g., intersection or oblique access), or if their geometric paths do not completely overlap but the physical distance between their endpoints is close (e.g., less than 20 meters), the system will assign a moderate impact score, indicating that the component may have a certain guiding or interfering effect on local traffic organization. When the starting road and the target road are in opposite directions, have little spatial overlap, or are physically far apart (e.g., not entering the buffer zone or the path spacing is greater than a set threshold), even if they have a logical connection in the road network, the system can mark the dependency relationship as weak, or even determine it as having no significant dependency, to avoid dependency chain redundancy caused by misjudgment. The interconnection area dependency data generated by the system includes dependency type, starting and ending road identifiers, impact intensity score, spatial overlap index, and directional consistency information, and is organized and stored in the form of a directed graph structure.

[0072] Optionally, the derivation of the spatial influence range includes: The influence interval of the elements is generated from the functional data of roads on the same level to obtain the influence interval data of the elements. In one embodiment, the system identifies all road elements at the Level 2 structural level and extracts their functional type labels (such as mainline, auxiliary road, ramp, collector-distributor lane, etc.). The system sets corresponding buffer zone generation rules according to different types. For example, for mainline roads, the system extends 7 meters on each side of its geometric centerline to generate a symmetrical buffer zone; while for ramp roads, based on their traffic direction, a biased strategy is adopted, extending only 5 meters on the inner side (i.e., the side closer to the main traffic path), thus generating an asymmetrical spatial segment. Taking the right-hand ramp Ramp_R2 as an example, after identifying its traffic flow direction, the system generates a strip-shaped spatial area to the right of its geometric centerline, forming a right-biased influence zone, and outputs this area in a standard geographic data format (such as GeoJSON or WKT). The system outputs the element influence zone data.

[0073] Based on the influence interval data of the elements, the spatial overlap relationship of roads on the same level is analyzed to obtain the overlap relationship data of the same level; In one embodiment, the system traverses any two road element combinations with the same structural level, determining whether the geometric centerline of one road falls within the spatial influence zone of the other road. If an intersection exists, the system calculates the spatial overlap characteristics of the combination, including the total length of the overlapping centerline path, the proportion of this length to the total road length, and the intersection area between the influence zone and the centerline. When the system detects that a pair of road combinations has a high degree of spatial overlap (e.g., the overlapping path length exceeds 15 meters, and the intersection area reaches or exceeds 10 square meters), it marks it as a "significant overlap relationship." Such road combinations have characteristics such as traffic intersection, functional association, or structural adjacency, and the system records them as a candidate set of "potential influence relationships." The system outputs overlap relationship data including road combination identification, overlap length, overlap area, and spatial overlap level assessment results.

[0074] Spatial influence intensity is quantified from overlapping data at the same level to obtain spatial influence intensity data; In one embodiment, regarding the degree of spatial overlap, the system classifies it according to the proportion of overlapping path length in the total road length. For example, when the proportion of overlapping path in the total road length is high, the degree of spatial overlap is determined to be strong; when overlap only exists in local sections, the degree of spatial overlap is determined to be moderate or weak. The system classifies the spatial intersection area within the affected area. If the road centerline forms a large area of ​​continuous coverage within the other's affected area, its spatial influence is considered significant; if it is only edge contact or short-distance penetration, it is considered to have limited spatial influence. The system combines the traffic direction attributes of the roads to make consistency judgments. If two roads are consistent in their driving direction or have a clear merging relationship, they are determined to have high directional consistency; if they are opposite in direction or have no direct traffic conversion relationship, their contribution level to the intensity of spatial influence is reduced. The system sets geometric proximity rules to judge the spatial distance between two roads at the starting point, ending point, or key nodes. If roads maintain a close distance at multiple key locations, they are considered to have strong geometric proximity. After comprehensively considering the results of the above multiple rule judgments, the system classifies or maps the spatial influence intensity of road pairs according to the preset rule combination logic. For example, when both the degree of spatial overlap and the intersection area are judged to be high, and the traffic directions are consistent and the geometric proximity is obvious, the system marks the road pair as having high influence intensity; if only some conditions are met, it is marked as medium (e.g., two or three conditions are met) or low influence intensity (only one condition is met or none are met). Taking roads SideRoad_F1 and Ramp_R2 as an example, the system identifies that they have continuous overlapping segments in space, a significant intersection area, consistent traffic directions, and maintain a relatively close distance near the connecting node. Therefore, it comprehensively judges their spatial influence intensity as high level and generates corresponding spatial influence intensity data.

[0075] Based on the spatial influence intensity data, the dependency relationship of roads on the same level is constructed to obtain the dependency data of interchange areas.

[0076] In one embodiment, the system pre-defines the mapping rules between spatial influence intensity and dependency level. For example, when the spatial influence intensity is determined to be high, a strong dependency relationship is constructed; when the influence intensity is at a medium level, a medium dependency relationship is constructed; and when the influence intensity is low, a weak dependency relationship is determined or no dependency relationship is constructed. In practical applications, the system determines the spatial influence intensity of the same-level roads SideRoad_F1 and Ramp_R2, identifying them as having significant influence in terms of spatial overlap, traffic direction consistency, and geometric proximity. Based on this, the system marks the dependency level of this road pair as "strong" and constructs a same-level road functional dependency relationship from SideRoad_F1 to Ramp_R2, indicating that the auxiliary road traffic has a significant spatial and functional impact on the ramp operation. The interchange dependency data generated by the system includes dependency type, starting road, target road, dependency level, and spatial influence basis information used to support the determination. The interchange dependency data is output in a structured form and can be organized as a road dependency table or a directed dependency graph structure.

[0077] Optionally, this application also provides a BIM and GIS co-modeling system for highway routes and interchanges, used to execute the BIM and GIS co-modeling method for highway routes and interchanges as described above, wherein the BIM and GIS co-modeling system for highway routes and interchanges includes: The spatial topology processing module is used to acquire interconnection zone component data; and to perform spatial topology processing based on the interconnection zone component data to obtain spatial topology data. The multi-level traffic structure layer identification module is used to identify the multi-level traffic structure layer of spatial topology data to obtain the structure layer data. The road element mapping module is used to map road elements based on structural layer data to obtain road element data. The interchange area dependency construction module is used to construct interchange area dependencies based on road element data, and obtain interchange area dependency data.

[0078] Therefore, the embodiments should be regarded as exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended application documents rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of the equivalents of the application documents be incorporated into the invention.

[0079] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features of the invention herein.

Claims

1. A method for joint BIM and GIS modeling of highway routes and interchanges, characterized in that, The method includes: S1. Obtain interconnection zone component data; perform spatial topology processing based on the interconnection zone component data to obtain spatial topology data; S2. Perform multi-layer traffic structure layering identification on the spatial topology data to obtain structural layering data; S3. Map road elements based on the structural layer data to obtain road element data; S4. Construct interchange area dependencies based on road element data to obtain interchange area dependency data.

2. The method according to claim 1, characterized in that, The acquisition of interconnection zone component data includes: Obtain spatial data of the interchange area from route design or GIS data; BIM data is obtained by loading BIM data based on the spatial data of the interchange area; Perform initial screening of components from BIM data to obtain initial component screening data; Road component data is obtained by identifying road components from the initial screening data. Extract component attributes from road component data to obtain component attribute data; By integrating road component data and component attribute data, interchange area component data is obtained.

3. The method according to claim 1, characterized in that, The spatial topology processing includes: Component pair relationships are generated based on the component data of the interconnection area to obtain component pair relationship data; The vertical interval relationship is determined by analyzing the component-to-relationship data to obtain the vertical interval relationship data. Based on the vertical interval relationship data, the component-to-relationship data is used to determine the crossing-type topological relationship, and the crossing-type topological relationship data is obtained. Spatial topology data is obtained by integrating component relationship data, vertical interval relationship data, and traversal topology relationship data into spatial topology relationship types.

4. The method according to claim 3, characterized in that, The determination of the vertical interval relationship includes: Based on the component-related relational data, vertical intervals of the components are extracted to obtain the component vertical interval data; Determine the relative positional relationship of the vertical intervals of the components to obtain the vertical interval determination data; The vertical interval determination data is used to determine the validity of vertical interval overlap, and the vertical interval filtering data is obtained. The vertical interval filtering data is categorized by vertical interval relationship type to obtain vertical interval relationship data.

5. The method according to claim 3, characterized in that, The determination of the traversal-type topological relationship includes: Based on the vertical interval relationship data, the component pair relationship data is filtered by crossing component pairs to obtain the crossing component pair data; The overlapping height range of the data for the crossing components is determined to obtain the overlapping height range data. Spatial occupancy continuity analysis is performed on the overlapping height interval data to obtain spatial occupancy data; The validity of the crossing is determined based on the space occupancy data, and the crossing validity data is obtained. Based on the crossing validity data, the direction of the crossing topological relationship is identified to obtain the crossing topological relationship data.

6. The method according to claim 1, characterized in that, The multi-layer traffic structure layer identification includes: Spatial topology data is filtered for validity of spatial topology relationships to obtain spatial topology relationship data; Topological directed relations are constructed based on spatial topological relation data to obtain topological directed relation data; Topological relationship verification is performed based on the topological directed relationship data to obtain the topological relationship data; The topological relationship data is aggregated at the same level to obtain the hierarchical data.

7. The method according to claim 1, characterized in that, The road element mapping includes: Perform structural hierarchical association on the structurally hierarchical data to obtain structurally hierarchical associated data; Component-level road geometry is extracted from the structural hierarchical correlation data to obtain component-level road geometry data; Based on the component-level road geometry data, the road geometry of components at the same level is merged to obtain the road data of components at the same level; Based on the road data of components at the same level, the structural layer correlation data is analyzed to obtain the structural layer data by calculating the structural layer amplitude. Road element objects are generated based on the structural hierarchy data to obtain structural layer data.

8. The method according to claim 1, characterized in that, The inter-area dependency construction includes: Based on the road element data, the structural role of the road elements is determined to obtain structural role data; Vertical dependencies are constructed based on structural role data to obtain vertical dependency data; Based on vertical dependencies, the functional dependencies of roads at the same level are constructed to obtain the functional data of roads at the same level; Spatial influence range is derived from the functional data of roads on the same level to obtain the inter-connection area dependency data.

9. The method according to claim 8, characterized in that, The derivation of the spatial influence range includes: The influence interval of the elements is generated from the functional data of roads on the same level to obtain the influence interval data of the elements. Based on the influence interval data of the elements, the spatial overlap relationship of roads on the same level is analyzed to obtain the overlap relationship data of the same level; Spatial influence intensity is quantified from overlapping data at the same level to obtain spatial influence intensity data; Based on the spatial influence intensity data, the dependency relationship of roads on the same level is constructed to obtain the dependency data of interchange areas.

10. A BIM and GIS co-modeling system for highway routes and interchanges, characterized in that, For executing the BIM and GIS co-modeling method for highway routes and interchanges as described in claim 1, the highway route and interchange BIM and GIS co-modeling system comprises: The spatial topology processing module is used to acquire interconnection zone component data; and to perform spatial topology processing based on the interconnection zone component data to obtain spatial topology data. The multi-level traffic structure layer identification module is used to identify the multi-level traffic structure layer of spatial topology data to obtain the structure layer data. The road element mapping module is used to map road elements based on structural layer data to obtain road element data. The interchange area dependency construction module is used to construct interchange area dependencies based on road element data, and obtain interchange area dependency data.

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