Route collection planning method based on planning land

Abstract

This invention discloses a path acquisition and planning method based on planned land use, relating to the field of path planning. It primarily addresses the technical problem of traditional path acquisition and planning methods failing to fully incorporate the distribution characteristics of planned land use and lacking sufficient analysis of uneven sub-regions in the initial path. In this invention, an initial path set is first established based on the distribution of planned land use, and initial screening is completed through uneven sub-region analysis. Then, considering the impact of construction on planned land use and sudden occupancy, the initial paths are adjusted for both fixed and sudden impacts. Subsequently, spatiotemporal coexistence analysis is used to resolve geometric conflicts in multi-path combinations, achieving refined differentiation. Finally, overlap risk warning is used to avoid wasted path supply and overlapping hazards, outputting the optimal acquisition and planning path set. This method is applicable to path acquisition and planning in multiple scenarios, especially suitable for acquisition needs of traffic paths and work paths around planned land use, balancing path traffic efficiency and risk management.

Description

Technical Field

[0001] This invention relates to the field of route planning technology, specifically a route acquisition and planning method based on planned land use. Background Technology

[0002] Path acquisition and planning technology is widely used in traffic control, engineering operations, and logistics transportation. The core requirement is to plan efficient, safe, and conflict-free acquisition paths based on specific regional characteristics. In the context of planned land use, traditional path acquisition and planning methods often rely on traditional greedy algorithms or simple distance calculations, failing to fully consider the distribution characteristics of planned land use, construction dynamics, and mutual exclusion relationships between paths. This results in significant limitations and the following problems: 1. The distribution characteristics of the planned land use were not fully considered, and the analysis of uneven sub-regions in the initial route was insufficient, resulting in a bias in the initial route selection and a potential risk of traffic obstruction. 2. The fixed impact of construction on the planned land use and the dynamic impact of sudden occupation were not considered. The route adjustment lacked comprehensiveness and could not avoid the traffic risks caused by construction extension and sudden occupation. 3. When performing multi-path planning, it is impossible to predict the spatiotemporal coexistence between paths, which can easily lead to geometric conflicts. Traditional screening methods cannot resolve the mutual exclusion relationship between paths. 4. There is a lack of effective early warning for the risk of overlapping paths in time and space, which can easily lead to wasted road supply and reduced traffic efficiency due to excessive overlapping paths. To address the aforementioned technical shortcomings, a path acquisition and planning method based on planned land use is proposed. This method fully considers core technical issues such as the impact of planned land use, incomplete path adjustments, geometric conflicts arising from multiple paths, insufficient early warning of overlap risks, and unscientific threshold settings, thereby significantly improving the accuracy and applicability of path acquisition and planning. Summary of the Invention

[0003] The purpose of this invention is to solve the problems mentioned above by proposing a route acquisition and planning method based on planned land use.

[0004] The objective of this invention can be achieved through the following technical solution: a path acquisition and planning method based on planned land use, comprising the following steps: Step 1: Initial Path Acquisition; Based on the distribution of planned land within the current path planning area, the initial path is set, that is, the route between the starting point and the ending point is used as the initial path; Step 2: Route Adjustment; Based on the planned land use along the initial route, conduct fixed impact analysis and contingency impact analysis to complete the initial route selection; Step 3: Refined Differentiation; After the screening is completed, the existing paths are refined to complete the path collection and planning, and to ensure the efficiency of the collected and planned paths. Step 4: Overlap Risk Warning; After completing the refined differentiation, path selection is carried out based on path overlap analysis.

[0005] Furthermore, the initial path acquisition process in step one is as follows: The corresponding area is marked as the occupied area according to the location of the planned land use, and an initial path set is established based on the starting point of the required data collection path and the paths existing in the key passage areas. Next, based on any path point in the initial path set, regional analysis is performed to obtain the road levelness of the initial path in the initial path set. Based on the levelness comparison, the corresponding road area is divided into uneven sub-regions. The density ratio of the uneven sub-region corresponding to any initial path in the initial path set is collected, and the frequency of continuous occurrence of the uneven sub-region corresponding to the initial path is obtained. If the density ratio of any uneven sub-region corresponding to any initial path in the initial path set exceeds the density ratio threshold, or the frequency of consecutive occurrence of the uneven sub-region corresponding to the initial path exceeds the frequency threshold, then the corresponding initial path will not be considered as a planning path, i.e., it will be removed from the initial path set. If the density ratio of the uneven sub-region corresponding to any initial path in the initial path set does not exceed the density ratio threshold, and the frequency of consecutive occurrence of the uneven sub-region corresponding to the initial path does not exceed the frequency threshold, then the corresponding initial path will be used as the planned path, that is, retained in the initial path set.

[0006] Furthermore, the path adjustment process in step two is as follows: Based on the initial path set retained in step one, adjust the paths within the set; Obtain the distance between the boundary of the area where the initial path is located and the boundary of the adjacent occupied area, and construct a spacing curve based on the distance between the initial path and the adjacent boundary of the occupied area. The curve is in a folding shape. Determine the maximum extension distance of the construction type at each location on the boundary of the occupied area, that is, the distance that the construction equipment at the corresponding location exceeds the occupied area. When it does not exceed the occupied area, the maximum extension distance is zero. If the maximum extension distance exceeds the maximum extension distance threshold, the current boundary position is marked as an extension position; otherwise, if the maximum extension distance does not exceed the maximum extension distance threshold, the current boundary position is marked as a no-extension position. The corresponding curve descent point is extracted based on the spacing curve, and the initial path position corresponding to the curve descent point is determined and marked as a passage risk position.

[0007] Furthermore, when the passage risk location overlaps with the extension location, it is marked as a high obstruction point. The distribution of high obstruction points in each initial path in the initial path set is obtained. If the number of high obstruction points exceeds the set distribution number threshold, it is inferred that the fixed impact analysis of the corresponding initial path is abnormal, and the corresponding initial path is deleted. If the number of high obstruction points does not exceed the set distribution number threshold, the corresponding initial path is retained and a sudden impact analysis is performed.

[0008] Furthermore, obtain the area where the current initial path is located, and assume that the adjacent occupied area has path occupancy at any point, obtain the proportion of U-turn distance in the detour distance of the current initial path where the occupancy changes at any point, and at the same time obtain the proportion of traffic flow that can make U-turns at the same time under the current initial path's set traffic flow. If the proportion of U-turn distance in the detour distance of the current initial path exceeds the U-turn distance proportion threshold, or if the proportion of traffic flow for U-turns at the same time under the current initial path traffic flow setting exceeds the traffic flow proportion threshold, then the current initial path will be filtered out. If the proportion of U-turn distance in the detour distance of any point on the current initial path does not exceed the U-turn distance proportion threshold, and the proportion of traffic flow passing through U-turns at the same time under the current initial path traffic flow setting does not exceed the traffic flow proportion threshold, then the current initial path will be retained.

[0009] Furthermore, the detailed differentiation process in step three is as follows: Perform spatiotemporal coexistence analysis on the initial paths within the current initial path set, arbitrarily extract two initial paths that intersect, construct an analysis path group, obtain the intersection and overlap area of ​​the corresponding paths in the analysis path group, and simultaneously obtain the merged coverage area of ​​the corresponding paths in the analysis path group. Set the route length as quantitative data, compare the quantitative data of the intersection and overlap area and the merged coverage area to obtain the spatial overlap rate, and at the same time obtain the position of the intersection area of ​​the analysis path group that cannot be used in parallel at any time. If the spatial overlap rate of the analysis path group exceeds the set spatial overlap rate threshold, or if the analysis path group has an intersection region corresponding to a position that cannot be used in parallel at any time, then the corresponding analysis path group will be marked as a spatiotemporally incompatible path. If the spatial overlap rate of the analysis path group does not exceed the set spatial overlap rate threshold, and there is no intersection region in the analysis path group that cannot be used in parallel at any time, then the corresponding analysis path group will be marked as a spatiotemporal coexistence path.

[0010] Furthermore, based on the corresponding spatiotemporally incompatible paths, the waypoints between the same starting and ending points are determined. If the proportion of overlapping waypoints between corresponding spatiotemporally incompatible paths exceeds the set proportion threshold, and the number of spatiotemporally available paths corresponding to non-overlapping waypoints exceeds the path number threshold, then the corresponding spatiotemporally incompatible paths will be selected for filtering. If the percentage of overlapping points between corresponding spatiotemporally incompatible paths does not exceed the set percentage threshold, or the number of spatiotemporally coexisting paths corresponding to non-overlapping points does not exceed the path number threshold, then the corresponding spatiotemporally incompatible paths will be merged and filtered, and the spatiotemporally incompatible paths will be segmented, that is, segmented according to the initial overlapping path position. After the segmentation is completed, if the overlap rate of the remaining path area of ​​the spatiotemporally incompatible paths is lower than the corresponding threshold, and the positions that cannot be used in parallel are avoided, then all spatiotemporally incompatible paths will be retained. If the overlap rate of the remaining path regions of spatiotemporally incompatible paths is not lower than the corresponding threshold, or if the locations that cannot be used in parallel are not avoided, then spatiotemporally incompatible paths will be partially filtered based on segmented regions.

[0011] Furthermore, the overlapping risk warning process in step four is as follows: The system provides early warning of overlapping risks for spatiotemporal coexisting paths, obtains the ratio of the supplied traffic flow to the actual traffic flow of the road corresponding to the spatiotemporal coexisting path, collects the overlapping area of ​​the road corresponding to the spatiotemporal coexisting path, and collects the number of overlapping paths in the initial path set based on the overlapping area. If the ratio of the road supply traffic volume to the actual traffic volume of the spatiotemporal coexistence path exceeds the threshold, or if the number of overlapping paths in the initial path set exceeds the threshold for the number of overlapping paths, then a selection process will be performed, using the number of overlapping paths at the route waypoints as the selection parameter. If the ratio of the road supply traffic volume to the actual traffic volume corresponding to the spatiotemporal coexistence path does not exceed the ratio threshold, and the number of overlapping paths in the initial path set does not exceed the overlapping path number threshold, then all paths are retained.

[0012] The beneficial effects of this invention are: 1. By combining the planned land use distribution marking occupied areas, an initial path set is constructed. At the same time, the road levelness, density ratio of uneven sub-areas, and frequency of continuous occurrence of the initial path are accurately analyzed. Based on scientifically set thresholds, the initial screening is completed, effectively eliminating paths with low traffic efficiency and high safety hazards, and retaining the initial paths that meet the traffic requirements. To avoid the drawbacks of traditional initial path setting that only focuses on the starting and ending points and ignores the impact of uneven sub-regions around the planned land, this method improves the practicality and reliability of the initial path set. By quantitatively analyzing the key parameters of uneven sub-regions and combining them with threshold screening, it reduces the inclusion of invalid paths, reduces the workload of subsequent path adjustments, and improves the efficiency of overall path acquisition and planning.

[0013] 2. Through a two-step process of fixed impact analysis and contingency impact analysis, the paths after the initial screening are comprehensively adjusted. Combining the impact of construction extension on planned land use and contingency occupation, a second screening of paths is completed. By constructing spacing curves and marking high obstruction points, the fixed impacts brought about by construction on planned land use are accurately identified, effectively eliminating paths severely affected by construction extension and avoiding traffic risks caused by construction. By simulating sudden occupancy scenarios, analyzing the proportion of U-turn distances and traffic flow, the impact of sudden situations on route traffic can be predicted, improving the route's resistance to interference and adaptability. The connection between fixed impact analysis and sudden impact analysis enables the comprehensiveness and hierarchy of route adjustments, taking into account both long-term fixed construction impacts and short-term sudden occupancy impacts, ensuring that the adjusted routes can adapt to complex planning and land use scenarios.

[0014] 3. For scenarios involving parallel acquisition of multiple paths and traversal of multiple target points, spatiotemporal coexistence analysis is used to solve the problem that traditional methods cannot predict the mutual exclusion relationship between paths and are prone to geometric conflicts. By analyzing the spatial overlap rate and temporal parallelism between paths, the spatiotemporal coexistence between paths can be accurately determined, avoiding geometric conflicts such as path intersection conflicts and shared restricted road sections. For spatiotemporally incompatible paths, a combination of selective and fusion-based filtering is adopted. By considering the overlap of waypoints and the distribution of path resources, the optimal allocation of path resources is achieved, which avoids waste of path resources and ensures that the data collection needs are met. Through refined segmented filtering and parameter judgment, the rationality and coordination of multi-path planning are ensured, the adaptability of path data collection planning in multiple scenarios is improved, and an optimized set of spatiotemporally coexisting paths is provided for subsequent overlap risk warning, ensuring the efficiency and conflict-free nature of the final planned path.

[0015] 4. By analyzing the ratio of road supply traffic volume to actual traffic volume and the number of overlapping paths in a spatiotemporal coexistence, combined with threshold judgment, we can achieve accurate early warning of overlap risks and final path selection, avoid the problem of road supply waste caused by overlapping paths in a spatiotemporal coexistence, optimize path resource allocation by selecting one path, improve the utilization efficiency of road resources, and provide early warning of overlap risks by accurately counting the number of overlapping paths and the matching degree between supply traffic volume and actual traffic volume, thus avoiding traffic congestion caused by path overlap and ensuring the smooth flow of traffic. Attached Figure Description

[0016] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0017] Figure 1 This is a flowchart of the method of the present invention; Figure 2 This is a flowchart of the method in step one of this invention. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0020] Please see Figures 1-2 As shown, the route acquisition and planning method based on planned land use includes the following steps: Step 1: Obtaining the initial path Based on the distribution of planned land within the current path planning area, the initial path is set, that is, the route between the starting point and the ending point is used as the initial path; Step 2: Path Adjustment Based on the planned land use along the initial path, both fixed impact analysis and contingency impact analysis are conducted to complete the initial path selection; Step 3: Refined Differentiation After the screening is completed, the existing paths are further refined to complete the path collection and planning, and to ensure the efficiency of the collected and planned paths. Step 4: Overlapping Risk Warning After completing the fine-grained differentiation, path selection is performed based on path overlap analysis.

[0021] The initial path acquisition process in step one is as follows: The corresponding area is marked as the occupied area according to the location of the planned land use, and an initial path set is established based on the starting point of the required data collection path and the paths existing in the key passage areas. Next, perform regional analysis based on any path point in the initial path set to obtain the road level of the initial path in the initial path set, and divide the corresponding road area into uneven sub-regions, such as depressions or obstacles, based on the level comparison; collect the density ratio of the uneven sub-region corresponding to any initial path in the initial path set, and obtain the frequency of continuous occurrence of the uneven sub-region corresponding to the initial path. The density percentage of the uneven sub-region corresponding to any initial path in the initial path set and the frequency of consecutive occurrence of the uneven sub-region corresponding to the initial path are compared with the density percentage threshold and the frequency of occurrence threshold, respectively. If the density ratio of any uneven sub-region corresponding to any initial path in the initial path set exceeds the density ratio threshold, or the frequency of consecutive occurrence of the uneven sub-region corresponding to the initial path exceeds the frequency threshold, then the corresponding initial path will not be considered as a planning path, i.e., it will be removed from the initial path set. If the density ratio of the uneven sub-region corresponding to any initial path in the initial path set does not exceed the density ratio threshold, and the frequency of consecutive occurrence of the uneven sub-region corresponding to the initial path does not exceed the frequency threshold, then the corresponding initial path will be used as the planned path, that is, retained in the initial path set. Density ratio threshold: It is derived from the nature of the planned land use (such as urban roads, industrial park roads, rural roads), combined with the traffic demand collected from the route (such as pedestrian traffic, vehicle traffic, construction vehicle traffic), to determine the degree of impact of uneven sub-areas on the efficiency and safety of route traffic, and then set a reasonable upper limit for density ratio.

[0022] Data Acquisition Method: Field surveys were conducted to collect data on the distribution of uneven sub-regions of different road types within the target planning area. The maximum density percentage of uneven sub-regions that do not affect normal traffic flow under different road types was statistically analyzed. The survey data was then corrected based on relevant industry standards (such as road construction quality acceptance standards). Through multiple experimental verifications, the threshold values ​​were adjusted to ultimately determine the density percentage threshold suitable for the target scenario, generally ranging from 15% to 30% (15%-20% for urban roads, 20%-25% for industrial park roads, and 25%-30% for rural roads).

[0023] Frequency threshold: The reason is that the continuous occurrence of uneven sub-regions will significantly affect the smoothness and safety of the route. If the frequency of continuous occurrence is too high, it will cause vehicles to bump and traffic to be blocked. Therefore, it is necessary to set an upper limit on the frequency of continuous occurrence.

[0024] Acquisition method: Based on the design speed of the route (e.g., 30km / h, 50km / h, 60km / h), simulated traffic tests are conducted to statistically determine the maximum consecutive frequency of uneven sub-areas that vehicles can smoothly pass through at different speeds. Historical data from similar planned projects is collected and the test data is optimized. Combined with the route usage scenarios of the target planned land (e.g., daily traffic, emergency traffic), the final occurrence frequency threshold is determined, generally ranging from 3 to 5 times (5 times for low-speed traffic scenarios, 4 times for medium-speed traffic scenarios, and 3 times for high-speed traffic scenarios).

[0025] The path adjustment process in step two is as follows: Based on the initial path set retained in step one, adjust the paths within the set; Obtain the distance between the boundary of the area where the initial path is located and the boundary of the adjacent occupied area, and construct a spacing curve based on the distance between the initial path and the adjacent boundary of the occupied area. The curve is in a folding shape. Determine the maximum extension distance of the construction type at each location on the boundary of the occupied area, that is, the distance that the construction equipment at the corresponding location exceeds the occupied area. When it does not exceed the occupied area, the maximum extension distance is zero. If the maximum extension distance exceeds the maximum extension distance threshold, the current boundary position is marked as an extension position; otherwise, if the maximum extension distance does not exceed the maximum extension distance threshold, the current boundary position is marked as a no-extension position. The corresponding curve descent point is extracted based on the spacing curve, and the initial path position corresponding to the curve descent point is determined and marked as a passage risk position. When the passage risk location overlaps with the extension location, it is marked as a high obstacle point. The distribution of high obstacle points in each initial path in the initial path set is obtained. If the number of high obstacle points exceeds the set distribution number threshold, it is inferred that the fixed impact analysis of the corresponding initial path is abnormal and the corresponding initial path is deleted. If the number of high obstacle points does not exceed the set distribution number threshold, it is inferred that the fixed impact analysis of the corresponding initial path is normal and the corresponding initial path is retained and a sudden impact analysis is performed. Get the area where the current initial path is located, and assume that the adjacent occupied area is occupied at any point. Get the proportion of U-turn distance in the detour distance of the current initial path where the occupancy changes at any point. At the same time, get the proportion of traffic flow that can make U-turns at the same time under the current initial path's set traffic flow. The percentage of U-turn distance in the detour distance of any point on the current initial path and the percentage of vehicle traffic making U-turns at the same time under the current initial path traffic flow setting are compared with the thresholds for U-turn distance percentage and vehicle traffic flow percentage, respectively: If the proportion of U-turn distance in the detour distance of the changed path at any point in the current initial path exceeds the threshold for the proportion of U-turn distance, or if the proportion of traffic flow that can make a U-turn at the same time under the current initial path traffic flow setting exceeds the traffic flow proportion threshold, then it is inferred that the sudden impact analysis of the current initial path is abnormal, and the current initial path will be filtered out. If the proportion of U-turn distance in the detour distance of any point on the current initial path does not exceed the U-turn distance proportion threshold, and the proportion of traffic flow that makes a U-turn at the same time under the current initial path traffic flow setting does not exceed the traffic flow proportion threshold, then it is inferred that the sudden impact analysis of the current initial path is normal, and the current initial path is retained. After the filtering and retention are completed, the remaining initial path set will be processed in step three. Maximum extension distance threshold: This is because when construction is carried out on planned land, the extension distance of construction equipment beyond the occupied area will occupy the passage space and affect the safety of passage. It is necessary to set an upper limit on the extension distance to avoid the construction extension causing serious obstruction to the path.

[0026] Method of obtaining the data: Based on the relevant specifications for construction on the planned land (such as the standards for safety inspection of building construction and the regulations for road construction and occupation of roads), the maximum allowable extension distance for different types of construction (road widening, building construction, pipeline laying) is determined. The values ​​specified in the specifications are then adjusted in conjunction with the path width and traffic flow of the target planned land. Through on-site surveys, the actual impact of construction extension on path traffic is statistically analyzed to determine the final maximum extension distance threshold. The general range is 0.5-1.5 meters (0.5-0.8 meters for small-scale construction, 0.8-1.2 meters for medium-scale construction, and 1.2-1.5 meters for large-scale construction).

[0027] Distribution quantity threshold: The reason is that the distribution quantity of high-obstruction points directly affects the passage efficiency of the path. Too many distributions will cause the path to be frequently blocked, which will not meet the efficiency requirements of data collection planning. Therefore, it is necessary to set the maximum distribution quantity of high-obstruction points.

[0028] Acquisition method: Combine the length of the initial path and the number of construction areas along the planned land to count the maximum number of high obstruction points that can be passed normally under different path lengths; refer to path adjustment cases in similar scenarios to optimize statistical data, and verify the path passage efficiency under different distribution numbers through passage simulation tests to determine the final distribution number threshold. Generally, it is set according to the path length, and the distribution number threshold of high obstruction points per 1 kilometer of path is 2-3.

[0029] U-turn distance percentage threshold: This is because when there is a sudden blockage, an excessive U-turn distance during the detour will significantly increase travel time and reduce path efficiency. Therefore, it is necessary to set an upper limit for the percentage of U-turn distance.

[0030] Acquisition method: Combining the length of the initial path and the distribution of surrounding roads, the percentage of U-turn distances for different detour routes during sudden occupancy is statistically analyzed. Based on the time requirements for path data collection, the maximum acceptable percentage of U-turn distances is determined. Through multiple simulations of sudden occupancy scenarios, the path traffic efficiency under different thresholds is verified, and the final threshold for the percentage of U-turn distances is determined. The general range is 20%-30% (20% for time-sensitive scenarios, 25% for normal scenarios, and 30% for non-time-sensitive scenarios).

[0031] Traffic flow percentage threshold: This is because if there is a sudden blockage and too much traffic flow making U-turns at the same time, it will cause traffic congestion and affect the order of traffic flow. Therefore, it is necessary to set an upper limit on the percentage of U-turn traffic flow.

[0032] Acquisition method: Collect the initial path traffic flow data within the target planned land area, combine it with the road capacity, calculate the maximum percentage of U-turn traffic flow that can pass normally under different traffic flow conditions, and correct the calculated data with reference to relevant traffic control standards; through on-site monitoring, statistically analyze the road congestion situation under different U-turn traffic flow percentages, and determine the final traffic flow percentage threshold, which is generally taken in the range of 15%-25% (15%-20% for congestion-prone road sections and 20%-25% for smooth road sections).

[0033] The fine-tuning process in step three is as follows: Perform spatiotemporal coexistence analysis on the initial paths within the current initial path set, arbitrarily extract two initial paths that intersect, construct an analysis path group, obtain the intersection and overlap area of ​​the corresponding paths in the analysis path group, and simultaneously obtain the merged coverage area of ​​the corresponding paths in the analysis path group. Set the route length as quantitative data, compare the quantitative data of the intersection and overlap area and the merged coverage area to obtain the spatial overlap rate, and at the same time obtain the position of the intersection area of ​​the analysis path group that cannot be used in parallel at any time. If the spatial overlap rate of the analysis path group exceeds the set spatial overlap rate threshold, or if the analysis path group has an intersection region corresponding to a position that cannot be used in parallel at any time, then the corresponding analysis path group will be marked as a spatiotemporally incompatible path. If the spatial overlap rate of the analysis path group does not exceed the set spatial overlap rate threshold, and there is no intersection region in the analysis path group that cannot be used in parallel at any time, then the corresponding analysis path group will be marked as a spatiotemporal coexistence path. Analyze and filter out spatiotemporally incompatible paths within the initial path set; Based on the corresponding spatiotemporally incompatible paths, waypoints between the same starting and ending points are determined. These waypoints are located at landmarks or traffic points. If the percentage of overlapping waypoints between corresponding spatiotemporally incompatible paths exceeds a set threshold, and the number of spatiotemporally coexisting paths corresponding to non-overlapping waypoints exceeds a path number threshold, then one of the corresponding spatiotemporally incompatible paths will be selected for filtering. The selection criteria will be the number of waypoints covered or the traffic utilization rate. The route with the lower value will be selected. The traffic utilization rate is represented as the percentage of traffic flow per unit time to the total daily traffic flow. If the percentage of overlapping points between corresponding spatiotemporally incompatible paths does not exceed the set percentage threshold, or the number of spatiotemporally coexisting paths corresponding to non-overlapping points does not exceed the path number threshold, then the corresponding spatiotemporally incompatible paths will be merged and filtered, and the spatiotemporally incompatible paths will be segmented, that is, segmented according to the initial overlapping path position. After the segmentation is completed, if the overlap rate of the remaining path area of ​​the spatiotemporally incompatible paths is lower than the corresponding threshold, and the positions that cannot be used in parallel are avoided, then all spatiotemporally incompatible paths will be retained. If the overlap rate of the remaining path regions of spatiotemporally incompatible paths is not lower than the corresponding threshold, or if locations that cannot be used in parallel are not avoided, spatiotemporally incompatible paths will be partially filtered based on segmented regions, provided that the number of initial paths possessed by the transit points is not lower than the corresponding initial path number threshold.

[0034] The spatiotemporal coexistence paths within the initial path set are retained and proceed to step four; Spatial overlap rate threshold: This is because excessive spatial overlap between paths can lead to geometric conflicts and affect the parallel passage of multiple paths. It is necessary to set an upper limit for the spatial overlap rate to determine the spatiotemporal coexistence between paths.

[0035] Acquisition method: Combine the road width of the planned land and the traffic mode of the route (such as one-way traffic and two-way traffic) to calculate the maximum allowable spatial overlap rate of multiple parallel traffic under different road conditions. Refer to the industry standards for multi-path planning to optimize the calculation data. By simulating multi-path parallel scenarios, verify the path traffic conflict under different spatial overlap rates, and determine the final spatial overlap rate threshold, which is generally taken in the range of 10%-20% (10%-15% for one-way traffic paths and 15%-20% for two-way traffic paths).

[0036] The threshold for the proportion of overlapping points is based on the fact that if there is too much overlap between the waypoints of two spatiotemporally incompatible paths, it means that the functions of the two paths have a high degree of overlap and do not need to be retained at the same time. Therefore, an upper limit for the proportion of overlapping waypoints needs to be set as the basis for selecting one path.

[0037] Acquisition method: Count the total number of waypoints for spatiotemporally incompatible paths. Combined with the path collection objectives (such as multi-target point traversal, multi-vehicle parallel collection), determine a reasonable upper limit for the proportion of overlapping waypoints. Refer to historical data of similar multi-path planning projects to correct the statistical data. Through experimental verification, adjust the threshold value to finally determine the threshold for the proportion of waypoints. The general range is 40%-60% (40%-50% for multi-target point traversal scenarios and 50%-60% for multi-vehicle parallel collection scenarios).

[0038] Path number threshold: This is because if there are too many spatiotemporal coexistence paths corresponding to non-overlapping waypoints, it will lead to a waste of path resources. Therefore, it is necessary to set an upper limit on the number of paths as an auxiliary basis for selection.

[0039] Acquisition method: Combine the total amount of path resources of the target planned land and the collection requirements (such as the number of collection vehicles and collection efficiency requirements), calculate the maximum number of spatiotemporal coexistence paths that non-overlapping waypoints can support, verify the collection efficiency under different number of paths by optimizing the allocation of path resources, and determine the final threshold for the number of paths. Generally, the value range is 2-4 (2 for small areas, 3 for medium areas, and 4 for large areas).

[0040] Remaining path region overlap rate threshold: This is because after segmenting spatiotemporally incompatible paths, if the overlap rate of the remaining path regions is too high, geometric conflicts will still exist. Therefore, a lower limit for the overlap rate of the remaining path regions needs to be set as a criterion for fusion screening.

[0041] Acquisition method: Combine the actual length and passage space after path segmentation to calculate the minimum remaining path area overlap rate for conflict-free passage under different segmentation conditions. Refer to the technical specifications of multi-path fusion to optimize the calculation data. By simulating the passage scenario of the segmented path, verify the conflict situation under different thresholds and determine the final remaining path area overlap rate threshold, which is generally in the range of 5%-10%.

[0042] Initial path quantity threshold: This is because if a point has too few initial paths during the fusion screening process, it indicates that the path resources of that point are insufficient, and more paths need to be retained to ensure the collection needs. Therefore, a lower limit is set for the initial path quantity.

[0043] Acquisition method: Based on the importance of the waypoints (such as landmark buildings, transportation hubs, and key collection areas), the minimum number of initial paths required for waypoints of different importance is calculated. The statistical data is corrected with reference to the redundancy requirements of path collection. Through experimental verification, the final threshold for the number of initial paths is determined. The general range is 1-2 paths (2 for important waypoints and 1 for ordinary waypoints).

[0044] The overlapping risk warning process in step four is as follows: The system provides early warning of overlapping risks for spatiotemporal coexisting paths, obtains the ratio of the supplied traffic flow to the actual traffic flow of the road corresponding to the spatiotemporal coexisting path, collects the overlapping area of ​​the road corresponding to the spatiotemporal coexisting path, and collects the number of overlapping paths in the initial path set based on the overlapping area. If the ratio of the road supply traffic volume to the actual traffic volume of the spatiotemporal coexistence path exceeds the threshold, or if the number of overlapping paths in the initial path set exceeds the threshold for the number of overlapping paths, it is inferred that there is a waste of supply in the spatiotemporal coexistence path. One path is selected for screening, with the number of overlapping paths at the route waypoints as the screening parameter. That is, if the number of overlapping paths at the current route waypoints is low, the current path is retained; otherwise, it is screened. If the ratio of the road supply traffic volume to the actual traffic volume corresponding to the spatiotemporal coexistence path does not exceed the ratio threshold, and the number of overlapping paths in the initial path set does not exceed the overlapping path number threshold, then all paths will be retained. Based on the above data collection and analysis, the initial set of paths that have been retained will be used as the data collection planning path.

[0045] Value ratio threshold: This is because if the ratio of the road supply traffic volume to the actual traffic volume is too high, it indicates that the road supply capacity exceeds the actual demand, resulting in supply waste. An upper limit for the value ratio needs to be set to determine whether supply waste exists.

[0046] Acquisition method: Collect the road supply traffic flow (calculated according to road design standards) and actual traffic flow (obtained through on-site monitoring) of the spatiotemporal coexistence paths within the target planning area, and statistically analyze the numerical ratio distribution of different road sections; combine with industry standards for road resource utilization efficiency to determine a reasonable upper limit for the numerical ratio, and verify the resource utilization efficiency under different numerical ratios by optimizing road resource allocation, and determine the final numerical ratio threshold, which is generally taken in the range of 1.2-1.5 (1.2-1.3 for core road sections, 1.3-1.4 for ordinary road sections, and 1.4-1.5 for non-core road sections).

[0047] Overlapping path number threshold: This is because if there are too many overlapping paths in the initial path set, it will lead to road congestion and waste of resources. It is necessary to set an upper limit on the number of overlapping paths to avoid the risk of overlap.

[0048] Acquisition method: Combining the length of the overlapping area of ​​the spatiotemporal coexistence paths and the traffic capacity of the roads, calculate the maximum number of overlapping paths that can pass normally under different overlapping areas. Refer to relevant standards for traffic congestion control to correct the calculated data. Through on-site monitoring, statistically analyze the road traffic conditions under different numbers of overlapping paths to determine the final threshold for the number of overlapping paths. The general range is 2-3 paths (2 for narrow roads and 3 for wide roads).

[0049] This invention fully integrates the distribution characteristics of planned land use, construction dynamics, and mutual exclusion relationships between paths to solve core technical problems of traditional methods, such as insufficient consideration of the impact of planned land use, incomplete path adjustments, easy geometric conflicts between multiple paths, insufficient warning of overlapping risks, and unscientific threshold settings. It significantly improves the accuracy and applicability of path acquisition and planning.

[0050] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to any specific implementation. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims

1. A route acquisition and planning method based on planned land use, characterized in that, Includes the following steps: Step 1: Initial Path Acquisition; Based on the distribution of planned land within the current path planning area, the initial path is set, that is, the route between the starting point and the ending point is used as the initial path; Step 2: Route Adjustment; Based on the planned land use along the initial route, conduct fixed impact analysis and contingency impact analysis to complete the initial route selection; Step 3: Refined Differentiation; After the initial screening, the existing paths are further refined to complete the path collection and planning. Step 4: Overlapping Risk Warning; After completing the fine-grained differentiation, path selection is performed based on path overlap analysis.

2. The route acquisition and planning method based on planned land use according to claim 1, characterized in that, The initial path acquisition process in step one is as follows: The corresponding area is marked as the occupied area according to the location of the planned land use, and an initial path set is established based on the starting point of the required data collection path and the paths existing in the key passage areas. Next, based on any path point in the initial path set, regional analysis is performed to obtain the road levelness of the initial path in the initial path set. Based on the levelness comparison, the corresponding road area is divided into uneven sub-regions. The density ratio of the uneven sub-region corresponding to any initial path in the initial path set is collected, and the frequency of continuous occurrence of the uneven sub-region corresponding to the initial path is obtained. If the density ratio of any uneven sub-region corresponding to any initial path in the initial path set exceeds the density ratio threshold, or the frequency of consecutive occurrence of the uneven sub-region corresponding to the initial path exceeds the frequency threshold, then the corresponding initial path will not be considered as a planning path, i.e., it will be removed from the initial path set. If the density ratio of the uneven sub-region corresponding to any initial path in the initial path set does not exceed the density ratio threshold, and the frequency of consecutive occurrence of the uneven sub-region corresponding to the initial path does not exceed the frequency threshold, then the corresponding initial path will be used as the planned path, that is, retained in the initial path set.

3. The route acquisition and planning method based on planned land use according to claim 1, characterized in that, The path adjustment process in step two is as follows: Based on the initial path set retained in step one, adjust the paths within the set; Obtain the distance between the boundary of the area where the initial path is located and the boundary of the adjacent occupied area, and construct a spacing curve based on the distance between the initial path and the adjacent boundary of the occupied area. The curve is in a folding shape. Determine the maximum extension distance of the construction type at each location on the boundary of the occupied area, that is, the distance that the construction equipment at the corresponding location exceeds the occupied area. When it does not exceed the occupied area, the maximum extension distance is zero. If the maximum extension distance exceeds the maximum extension distance threshold, the current boundary position is marked as an extension position; otherwise, if the maximum extension distance does not exceed the maximum extension distance threshold, the current boundary position is marked as a no-extension position. The corresponding curve descent point is extracted based on the spacing curve, and the initial path position corresponding to the curve descent point is determined and marked as a passage risk position.

4. The route acquisition and planning method based on planned land use according to claim 1, characterized in that, When a passage risk location overlaps with an extended location, it is marked as a high obstacle point, and the distribution of high obstacle points for each initial path in the initial path set is obtained. If the number of high-obstruction points exceeds the set distribution threshold, the fixed impact analysis of the corresponding initial path is considered abnormal, and the corresponding initial path is deleted. If the number of high-obstruction points does not exceed the set distribution threshold, the corresponding initial path is retained and a sudden impact analysis is performed.

5. The route acquisition and planning method based on planned land use according to claim 4, characterized in that, Get the area where the current initial path is located, and assume that the adjacent occupied area is occupied at any point. Get the proportion of U-turn distance in the detour distance of the current initial path where the occupancy changes at any point. At the same time, get the proportion of traffic flow that can make U-turns at the same time under the current initial path's set traffic flow. If the proportion of U-turn distance in the detour distance of the current initial path exceeds the U-turn distance proportion threshold, or if the proportion of traffic flow for U-turns at the same time under the current initial path traffic flow setting exceeds the traffic flow proportion threshold, then the current initial path will be filtered out. If the proportion of U-turn distance in the detour distance of any point on the current initial path does not exceed the U-turn distance proportion threshold, and the proportion of traffic flow passing through U-turns at the same time under the current initial path traffic flow setting does not exceed the traffic flow proportion threshold, then the current initial path will be retained.

6. The route acquisition and planning method based on planned land use according to claim 1, characterized in that, The fine-tuning process in step three is as follows: Perform spatiotemporal coexistence analysis on the initial paths within the current initial path set, arbitrarily extract two initial paths that intersect, construct an analysis path group, obtain the intersection and overlap area of ​​the corresponding paths in the analysis path group, and simultaneously obtain the merged coverage area of ​​the corresponding paths in the analysis path group. Set the route length as quantitative data, compare the quantitative data of the intersection and overlap area and the merged coverage area to obtain the spatial overlap rate, and at the same time obtain the position of the intersection area of ​​the analysis path group that cannot be used in parallel at any time. If the spatial overlap rate of the analysis path group exceeds the set spatial overlap rate threshold, or if the analysis path group has an intersection region corresponding to a position that cannot be used in parallel at any time, then the corresponding analysis path group will be marked as a spatiotemporally incompatible path. If the spatial overlap rate of the analysis path group does not exceed the set spatial overlap rate threshold, and there is no intersection region in the analysis path group that cannot be used in parallel at any time, then the corresponding analysis path group will be marked as a spatiotemporal coexistence path.

7. The route acquisition and planning method based on planned land use according to claim 6, characterized in that, Based on the corresponding spatiotemporally incompatible paths, the waypoints between the same starting and ending points are determined. If the proportion of overlapping waypoints between corresponding spatiotemporally incompatible paths exceeds the set proportion threshold, and the number of spatiotemporally coexisting paths corresponding to non-overlapping waypoints exceeds the path number threshold, then the corresponding spatiotemporally incompatible paths will be selected for filtering. If the percentage of overlapping points between corresponding spatiotemporally incompatible paths does not exceed the set percentage threshold, or the number of spatiotemporally coexisting paths corresponding to non-overlapping points does not exceed the path number threshold, then the corresponding spatiotemporally incompatible paths will be merged and filtered, and the spatiotemporally incompatible paths will be segmented, that is, segmented according to the initial overlapping path position. After the segmentation is completed, if the overlap rate of the remaining path area of ​​the spatiotemporally incompatible paths is lower than the corresponding threshold, and the positions that cannot be used in parallel are avoided, then all spatiotemporally incompatible paths will be retained. If the overlap rate of the remaining path regions of spatiotemporally incompatible paths is not lower than the corresponding threshold, or if the locations that cannot be used in parallel are not avoided, then spatiotemporally incompatible paths will be partially filtered based on segmented regions.

8. The route acquisition and planning method based on planned land use according to claim 1, characterized in that, The overlapping risk warning process in step four is as follows: The system provides early warning of overlapping risks for spatiotemporal coexisting paths, obtains the ratio of the supplied traffic flow to the actual traffic flow of the road corresponding to the spatiotemporal coexisting path, collects the overlapping area of ​​the road corresponding to the spatiotemporal coexisting path, and collects the number of overlapping paths in the initial path set based on the overlapping area. If the ratio of the road supply traffic volume to the actual traffic volume of the spatiotemporal coexistence path exceeds the threshold, or if the number of overlapping paths in the initial path set exceeds the threshold for the number of overlapping paths, then a selection process will be performed, using the number of overlapping paths at the route waypoints as the selection parameter. If the ratio of the road supply traffic volume to the actual traffic volume corresponding to the spatiotemporal coexistence path does not exceed the ratio threshold, and the number of overlapping paths in the initial path set does not exceed the overlapping path number threshold, then all paths are retained.

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