A method for intelligent identification and precise checking of complex dam back slope zoning of a water conservancy project

Abstract

The present application belongs to the field of hydraulic engineering construction measurement and intelligent checking, and discloses a kind of whole domain partition intelligent identification and offset accurate checking method for complex dam back slope of water conservancy hub, including dam body foundation parameter filing, dam back road segmented parameter filing, whole domain space partition model construction, measured point projection parameter calculation, measured point attribution area identification, theoretical design offset calculation, offset difference checking and checking result feedback update.According to the spatial relationship among road influence range, dam axis effective mileage interval and dam axis normal discriminant line, automatically identify road-free area, road-dam overlapping area and road inflection curve turning area, and call corresponding offset calculation path to generate theoretical design offset, generate checking result by comparing measured normal offset with theoretical design offset, realize automatic partition of dam back slope, unified calculation of offset and immediate early warning of overage, reduce manual partition and intersection calculation error, and reduce repeated calculation workload after parameter change.

Description

Technical Field

[0001] This invention belongs to the field of water conservancy engineering construction surveying technology, specifically involving a method for intelligent identification and accurate offset verification of the entire area of ​​complex dam back slopes in water conservancy hubs. Background Technology

[0002] During the construction of a hydraulic engineering dam, the location of the toe of the slope behind the dam directly affects the dam's contour, slope ratio, the extent of the roadbed behind the dam, and construction quality. The area behind the dam simultaneously includes areas without roads, areas where roads and dams overlap, and areas with bends and curves. The dam slope uses the dam axis normal section as the design control benchmark, while the road slope behind the dam is determined based on the centerline and corresponding normal direction of each road segment. To ensure that the dam slope contour and roadbed boundary in different areas meet design requirements, it is necessary to accurately identify the area to which the measured points belong and simultaneously calculate the measured normal offset and theoretical design offset from the measured points to the dam axis. Therefore, a method is needed that can automatically complete the full-area zoning identification, theoretical offset calculation, and on-site deviation verification of the slope behind the dam.

[0003] The existing methods for setting out slopes behind dams still have the following issues that need improvement: First, existing methods mainly rely on construction workers to manually distinguish between areas without roads, overlapping road-dam areas, and road curve turning areas based on design drawings, and to manually determine the start and end positions of road segments and turning boundaries. Because there is no intuitive boundary marker between the road's influence area and the dam slope area, the road turning point may also be affected by adjacent road segments, which easily leads to missed identification of overlapping areas, incorrect selection of road segments, and confusion of boundary turning points, resulting in the omission of dam slope toe lines or roadbed slope toe lines.

[0004] Secondly, existing methods require calculating the dam slope edge line, roadbed slope edge line, and intersection points separately for each road segment. Then, the measured normal offset from the actual measurement point to the dam axis is manually calculated and compared with the theoretical design offset. When the road alignment, road design elevation, roadbed slope ratio, or measured ground elevation changes, a large number of edge line coordinates and intersection point coordinates need to be recalculated. This results in problems such as a large amount of repetitive calculations in the office, high risk of errors in manual calculations, delayed verification of on-site deviations, and inability to provide timely warnings of out-of-tolerance results. Summary of the Invention

[0005] To address the above issues and overcome the shortcomings of existing technologies, this invention provides a method for intelligent identification and precise offset verification of complex dam back slopes in water conservancy projects. It utilizes the spatial overlap between the road influence range, the effective mileage interval of the dam axis, and the dam axis normal discrimination line to automatically identify areas without roads, overlapping road-dam areas, and road curve turning areas. Based on the area identification results, it calls the corresponding offset calculation path and continuously transitions candidate offsets in turning areas to achieve unified calculation of theoretical design offsets. Through real-time comparison of measured normal offsets and theoretical design offsets, it generates single-point verification results, section deviation ranges, and local update results, solving the problems of error-prone manual zoning, complex intersection point calculations, delayed deviation verification, and large amounts of repetitive calculations after parameter changes.

[0006] The technical solution adopted in this invention is as follows: a method for intelligent identification and accurate offset verification of the entire area of ​​complex dam back slopes in water conservancy hubs, including the steps of dam body basic parameter filing, dam back road segment parameter filing, entire area spatial zoning model construction, measured point projection parameter calculation, measured point belonging area identification, theoretical design offset calculation, offset difference verification, and verification result feedback and update.

[0007] In the process of establishing the basic parameters of the dam body, the following data are collected: the starting coordinates of the dam axis, the starting elevation of the dam axis, the starting mileage of the dam axis, the azimuth of the dam axis, the dam body filling elevation, the dam slope ratio, the scaffold elevation, the scaffold width, and the slope toe control elevation. A standard cross-section index of the dam body is established according to the dam axis mileage range, so that the corresponding dam slope cross-section parameters can be called for different dam sections and different filling elevations.

[0008] In the parameter filing step of the road segmentation after the dam, the road after the dam is divided into multiple road segments according to the horizontal alignment of the road. The centerline starting point coordinates, centerline ending point coordinates, centerline azimuth, road width, shoulder width, roadbed slope ratio and road longitudinal slope of each road segment are recorded. The common endpoint of adjacent road segments is set as the road turning control point, and the curved road segment is divided into continuous road micro-segments, so that straight roads, broken roads and curved roads can adopt a unified road segmentation data structure.

[0009] In the process of constructing the global spatial zoning model, the influence range of each road segment is generated based on the centerline parameters, road cross-section parameters, and roadbed slope ratio. The influence range of each road is then projected onto the dam axis direction to generate the effective mileage interval of the dam axis corresponding to each road segment. Finally, a spatial index of road segments is established between the dam axis mileage and the road segment number.

[0010] Based on the spatial relationship between the road's influence range and the dam's axis normal range, the construction area of ​​the dam's back slope is divided into a roadless area, a road-dam overlap area, and a road bend curve area. Among them, the area within the dam axis normal range where there is no road influence range is classified as a roadless area; the area within the dam axis normal range where there is one road segment influence range is classified as a road-dam overlap area; and the area within the dam axis normal range where there are two adjacent road segment influence ranges is classified as a road bend curve area. Boundary tolerance zones are established between adjacent areas.

[0011] In the calculation step of the measured point projection parameters, the plane coordinates and elevation of the measured points collected by the field measurement equipment are obtained, the measured points are projected to the dam axis direction and the dam axis normal direction, the dam axis mileage corresponding to the measured points and the measured normal offset from the measured points to the dam axis are calculated, and the normal offset direction of the downstream side of the dam body is unified.

[0012] In the step of identifying the region to which the measured point belongs, the spatial index of the road segment is retrieved based on the dam axis mileage corresponding to the measured point. The road segments whose effective mileage interval of the dam axis includes the dam axis mileage of the measured point are identified as candidate road segments, and a region discrimination line is established along the normal direction of the dam axis corresponding to the measured point.

[0013] When the regional discrimination line does not enter the road influence range of a candidate road segment, the measured point is identified as a roadless area. When the regional discrimination line enters the road influence range of a candidate road segment, and the intersection of the regional discrimination line and the outer slope line of the road is located between the start and end points of the corresponding road segment, the measured point is identified as a road-embankment overlap area. When the regional discrimination line enters the road influence range of two adjacent candidate road segments, or when the regional discrimination line is located within the turning transition range corresponding to the road turning control point, the measured point is identified as a road bend curve turning area.

[0014] When the measured point is located within the boundary tolerance zone, the final assigned area is determined based on the distance between the measured point and the center line of the influence range of the candidate road segment, the regional identification results of adjacent measured points, and the adjacency relationship between candidate road segments. Furthermore, the regional identification results of continuous measured points are checked for continuity to reduce the jump in regional identification results caused by coordinate measurement fluctuations.

[0015] In the theoretical design offset calculation steps, when the measured point is in a roadless area, the standard cross-section index of the dam body is called according to the dam axis mileage and elevation of the measured point to determine the dam slope grade, dam slope ratio, cumulative width of the walkway and slope starting position, and calculate the dam slope design normal offset at the corresponding elevation.

[0016] When the measured point is located in the road-dam overlap area, calculate the intersection of the dam axis normal line corresponding to the measured point and the outer slope line of the associated road segment. Based on the normal distance from the intersection point to the dam axis, the design elevation of the intersection point, the elevation of the measured point, and the corresponding dam slope ratio, calculate the theoretical design offset of the dam axis normal.

[0017] When the measured point is located in the turning area of ​​the road curve, the intersection of the normal line of the dam axis and the outer slope line of the two adjacent road segments is calculated to generate two candidate theoretical design offsets. Two transition weights are determined based on the distance between the measured point and the transition boundary on both sides of the road turning control point. The two candidate theoretical design offsets are continuously processed to keep the theoretical design offset of the road segment switching position continuous.

[0018] In the offset difference verification step, the measured normal offset from the measured point to the dam axis is compared with the theoretical design offset of the dam axis to generate an offset verification difference. The offset direction of the measured point relative to the theoretical design position is determined according to the positive or negative state of the offset verification difference. The absolute value of the offset verification difference is compared with the construction allowable deviation threshold to generate qualified results, deviation warning results, and out-of-tolerance results.

[0019] The continuous measured points are sorted according to the dam axis mileage. When multiple consecutive measured points have the same offset direction and generate out-of-tolerance results, the section out-of-tolerance range is generated, and the starting dam axis mileage, ending dam axis mileage, average offset check difference, and maximum offset check difference of the section out-of-tolerance range are recorded, so that both single-point deviation and continuous section deviation can be output in a timely manner.

[0020] In the verification result feedback and update step, the measured point number, dam axis mileage, belonging area, associated road segment number, measured normal offset, dam axis normal theoretical design offset, offset verification difference, and offset verification result are written into the construction survey record.

[0021] When the road alignment, road design elevation, and roadbed slope ratio are updated, only the corresponding road segments, adjacent road segments, and the effective mileage interval of the associated dam axis are updated. When the measured point elevation is updated, the measured point dam axis mileage and its assigned area are retained, and the theoretical design offset and offset check difference of the dam axis normal are recalculated, thereby avoiding the need to recalculate all edge coordinates and inflection point coordinates of the unchanged area.

[0022] This method can be encapsulated in the built-in programs of Huace Surveying Handbook, Zhonghaida Surveying Handbook, and Nanfang Surveying Handbook. After the field surveying equipment collects the coordinates and elevation of the measured points, the program automatically completes the dam axis projection, candidate road segment retrieval, identification of the area to which the measured points belong, calculation of theoretical design offset, verification of offset difference, and output of out-of-tolerance results.

[0023] The beneficial effects of this invention are as follows: (1) The spatial overlap relationship between the road influence range, the effective mileage range of the dam axis and the dam axis normal discrimination line is established. A full-area zoning identification mechanism is established for the roadless area, the road-dam overlap area and the road curve turning area. The automatic determination of the area to which the measured point belongs is realized, which solves the problem that traditional layout relies on manual map reading and zoning, which is prone to missing the road-dam overlap range and confusing the road turning boundary.

[0024] (2) The corresponding offset calculation path is called using the regional identification results, and the candidate theoretical design offsets of adjacent road segments are continuously processed in the road curve turning area. This realizes the unified calculation of theoretical design offsets of different dam back areas and the continuous output of road turning position offsets. It solves the problem that the dam slope edge line and the roadbed slope edge line have different directions, and the calculation of the edge line equation is difficult and has a high error risk.

[0025] (3) By comparing the measured normal offset with the theoretical design offset of the dam axis normal in real time, and combining the construction allowable deviation threshold and the spatial distribution of continuous measured points, single-point verification results and section deviation range are generated. This realizes the immediate deviation judgment after the completion of on-site measurement and the local update after parameter changes. It solves the problems of lagging deviation verification in traditional methods, the need to recalculate all edge coordinates after road alignment adjustment, and the large amount of repetitive calculation work in the office. Attached Figure Description

[0026] The accompanying drawings are provided to further understand the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the invention and do not constitute a limitation thereof.

[0027] Figure 1 This is a schematic diagram showing the overall zoning of the dam back slope and the impact range of the road in this invention; Figure 2 This is a schematic diagram illustrating the calculation principle of the measured point normal offset and the theoretical design offset of the present invention. Figure 3 This is a flowchart of the intelligent identification and accurate offset verification method for the entire area of ​​complex dam back slopes in water conservancy projects according to the present invention. Detailed Implementation

[0028] Example 1, see Figures 1-3 The present invention provides a method for intelligent identification and accurate offset verification of the entire zoning of complex back slopes of water conservancy hubs, including the steps of dam body basic parameter filing, back road segment parameter filing, whole-domain spatial zoning model construction, measured point projection parameter calculation, measured point belonging area identification, theoretical design offset calculation, offset difference verification, and verification result feedback and update.

[0029] In the process of establishing dam body foundation parameters, the following data are collected: dam axis starting point coordinates, dam axis starting point elevation, dam axis starting point mileage, dam axis azimuth, dam body filling elevation, dam slope ratio, walkway elevation, walkway width, and construction allowable deviation threshold, in order to generate a dam body foundation parameter archive.

[0030] In the step of establishing the parameter archive for the road segment after the dam, the road after the dam is divided into multiple road segments according to the horizontal alignment of the road after the dam. The centerline starting point coordinates, centerline starting point elevation, centerline ending point coordinates, centerline ending point elevation, centerline azimuth, road width, shoulder width, roadbed slope ratio and road segment number of each road segment are collected to generate the parameter archive for the road segment after the dam.

[0031] In the process of constructing the global spatial zoning model, based on the dam body foundation parameter archive and the road segment parameter archive behind the dam, the construction range of the slope behind the dam is divided into a roadless area, a road-dam overlap area, and a road bend curve turning area, and the corresponding spatial boundary and area identification code are generated for each area.

[0032] In the calculation steps of the projection parameters of the measured point, the plane coordinates and elevation of the measured point are obtained, the measured point is projected onto the dam axis, and the dam axis mileage corresponding to the measured point and the measured normal offset from the measured point to the dam axis are calculated.

[0033] In the step of identifying the area to which the measured point belongs, the associated road segment is retrieved based on the dam axis mileage corresponding to the measured point, and the measured point is identified as belonging to one of the following areas: no road area, road-dam overlap area, and road bend curve area, based on the spatial relationship between the dam axis normal line and the road influence range.

[0034] In the theoretical design offset calculation step, the theoretical design offset of the dam axis normal corresponding to the measured point is calculated based on the area to which the measured point belongs, the elevation of the measured point, the slope ratio of the dam slope, the road segment parameters, and the position of the outer slope edge of the road.

[0035] In the offset difference verification step, the measured normal offset from the measured point to the dam axis is compared with the theoretical design offset of the normal axis of the dam to generate the offset verification difference, and the qualified result and the out-of-tolerance result are output according to the construction allowable deviation threshold.

[0036] In the verification result feedback and update step, the measured point number, dam axis mileage, area identification code, associated road segment number, measured normal offset, theoretical design offset, offset verification difference and verification result are written into the construction survey record, and the global spatial zoning model is corrected according to the updated road design parameters and the updated measured elevation.

[0037] Through the above steps, this method can transform the manual zoning, segmented coordinate calculation, and manual offset verification of the slope behind the dam into parameterized automatic identification and synchronous offset verification. This allows for the processing of roadless areas, road-dam overlapping areas, and road curve turning areas using a unified data structure, solving the problems of missed regional boundary judgment, large amount of internal calculation, and delayed offset verification in traditional slope behind the dam layout.

[0038] Example 2: This example is based on all the above examples. The steps for establishing the dam body basic parameters and the steps for establishing the road segment parameters after the dam include collecting dam axis parameters, collecting dam slope cross-sectional parameters, collecting road segment parameters, collecting turning control points, and checking parameter consistency.

[0039] During the acquisition of dam axis parameters, the coordinates of the starting point A of the dam axis are collected. azimuth of dam axis dam axis starting point mileage The dam axis is in the direction of positive mileage growth.

[0040] In the process of collecting dam slope cross-section parameters, the slope ratio, slope start elevation, slope end elevation, ramp elevation, ramp width, and slope toe control elevation of each dam body filling elevation are collected, and a standard cross-section index of the dam body is established according to the dam axis mileage range.

[0041] During the road segmentation parameter collection, based on the planar alignment of the straight, broken, and curved sections of the road behind the dam, the road is divided into road segments 1 to n, and the coordinates of the starting point of the centerline of road segment i are recorded. Coordinates of the endpoint of the centerline azimuth of the centerline Road width, shoulder width, roadbed slope ratio, and road longitudinal slope.

[0042] For curved road sections, the curved road sections are divided into continuous road micro segments according to a preset discrete length. The starting coordinates, ending coordinates, and tangent azimuth of each road micro segment are written into the road segment parameter file, so that the curved road sections participate in subsequent spatial discrimination in the form of continuous straight line segments.

[0043] In the process of collecting turning control points, the common endpoint of adjacent road segments is set as the road turning control point, and the adjacent road segment number, the azimuth angle of the previous road segment, the azimuth angle of the next road segment, and the road turning direction are recorded.

[0044] During the parameter consistency check, the connection error between the end coordinates and the start coordinates of adjacent road segments, the length of the road segment, the azimuth of the road segment, the dam axis coordinate system and the road coordinate system are checked, and parameter anomaly prompts are generated for road segments that exceed the parameter connection threshold.

[0045] Through the above processing, the steps of establishing the basic parameters of the dam body and the steps of establishing the segmented parameters of the road behind the dam can form a unified parameter data foundation between the dam axis, the dam slope section and the road behind the dam, avoiding the need to manually reorganize all the edge coordinates after the road plane alignment is adjusted, and improving the data consistency of subsequent area identification and offset calculation.

[0046] Example 3: This example is based on all the above examples. The specific steps for calculating the projection parameters of the measured points include acquiring measured point data, checking coordinate references, projecting the dam axis in the direction of the dam axis, projecting the dam axis in the normal direction of the dam axis, and outputting the projection results.

[0047] In acquiring the measured data, the plane coordinates of the measured point P are collected using measuring instruments. and measured point elevation Record the measured point number, measurement time, and current fill layer number.

[0048] During the coordinate reference check, the coordinate system number of the measured point, the elevation reference, and the coordinate reference in the dam body foundation parameter file are matched. After the coordinate reference is successfully matched, the dam axis direction projection is performed.

[0049] In the projection of the dam axis, the coordinate difference between the measured point and the starting point of the dam axis and the azimuth angle of the dam axis are used. Calculate the projected length of the measured point along the dam axis, and then compare the projected length with the starting mileage of the dam axis. Add them together to obtain the dam axis mileage corresponding to the measured point. .

[0050] In the normal projection of the dam axis, the coordinate difference between the measured point and the starting point of the dam axis and the azimuth angle of the dam axis are used. Calculate the measured normal offset from the measured point to the dam axis. The measured dam axis mileage and measured normal offset are calculated according to Formula 1:

[0051] In Formula 1, This represents the dam axis mileage corresponding to the measured point. This is the starting mileage of the dam axis. The ordinate of the measured point is... The x-coordinate of the measured point. The ordinate of the starting point of the dam axis. The x-coordinate of the starting point of the dam axis. The azimuth angle of the dam axis. This represents the measured normal offset from the measured point to the dam axis. This is the correction factor for the normal direction.

[0052] Normal direction correction factor The direction of the measured normal offset on the downstream side of the dam body is determined based on the forward direction of the dam axis and the downstream direction of the dam body, so that the measured normal offset on the downstream side of the dam body maintains a uniform positive value and the measured normal offset of different dam sections adopts the same direction determination rule.

[0053] The projection results output includes the measured point number and the dam axis mileage of the measured point. Measured normal offset Measured point elevation The current filling layer number is used, and the projection results are transmitted to the area identification step of the measured point.

[0054] Through the above processing, the calculation steps for the projection parameters of the measured points can convert the plane coordinates collected on site into the dam axis mileage and the dam axis normal offset, solving the problem that the traditional method requires manual measurement of the station number and measured normal distance of the measured points, which is prone to coordinate direction confusion and distance calculation errors.

[0055] Example 4: Based on all the above examples, the steps for constructing the global spatial partitioning model and identifying the region to which the measured points belong specifically include generating the road influence range, generating the effective mileage interval of the dam axis, initial region division, candidate road segmentation screening, spatial overlap relationship discrimination, boundary tolerance processing, and outputting the region identification results.

[0056] In the process of generating the road impact range, the road impact range corresponding to each road segment is generated based on the road centerline, road width, shoulder width, roadbed slope ratio, road design elevation, and slope toe control elevation of each road segment.

[0057] In the generation of the effective mileage interval of the dam axis, the road influence range of each road segment is projected onto the dam axis direction to obtain the effective mileage start point and effective mileage end point of the dam axis corresponding to the road influence range, and a retrieval relationship between the dam axis mileage and the road segment number is established.

[0058] In the initial zoning, the construction area behind the dam where there is no road influence range within the normal range of the dam axis is classified as the roadless area; the construction area behind the dam where there is only one road segment influence range within the normal range of the dam axis is classified as the road-dam overlap area; and the construction area behind the dam where there are two adjacent road segments influence ranges within the normal range of the dam axis is classified as the road bend curve turning area.

[0059] In the selection of candidate road segments, the dam axis mileage at the measured points was used as the basis. Retrieve the effective mileage interval of the dam axis and include the measured dam axis mileage of the effective mileage interval. The road segments were identified as candidate road segments.

[0060] In the spatial overlap relationship determination, a regional discrimination line is established along the normal direction of the dam axis corresponding to the measured point, and the number of regional discrimination lines entering the road influence range, the entry position, and the corresponding road segment number are determined.

[0061] When the number of candidate road segments is zero, or the area discrimination line does not enter the road influence range corresponding to the candidate road segment, the measured point will be identified as a roadless area.

[0062] When the regional identification line only enters the road influence range corresponding to a road segment, and the intersection of the regional identification line and the outer slope line of the road is located between the starting point and the ending point of the current road segment, the measured point will be identified as the road-dam overlap area.

[0063] When the area identification line simultaneously enters the road influence range corresponding to two adjacent road segments, or when the area identification line is located within the turning transition range corresponding to the road turning control point, the measured point will be identified as the turning area of ​​the road curve.

[0064] In the boundary tolerance processing, boundary tolerance zones are set between the roadless area and the road embankment overlapping area, and between the road embankment overlapping area and the road bend curve turning area. The final area identification result of the measured points within the boundary tolerance zone is determined based on the distance between the measured points and the area boundary, the area identification results of adjacent measured points, and the adjacent relationship of road segments.

[0065] In the output of the area identification results, area identification codes are configured for areas without roads. Configure regional identification codes for overlapping road and dam areas. Configure area identification codes for the turning areas of road bends. It also outputs the road segment number associated with the measured point.

[0066] Regarding parameter adjustments: The first step is to increase the width of the boundary tolerance band when the plane measurement accuracy of the measuring instrument decreases, so as to avoid continuous jumps in the area identification results caused by the fluctuation of the measured point coordinates.

[0067] The second step is to increase the turning angle of the road curve as the turning angle increases, and increase the turning transition range corresponding to the road turning control point so that the measured point at the turning position can enter the turning area of ​​the road curve first.

[0068] The third step is to reduce the outward expansion length of the effective mileage interval of the dam axis when the road segment length decreases, so as to prevent non-adjacent road segments from entering the candidate road segment set at the same time.

[0069] The fourth step is to re-execute the candidate road segmentation screening and spatial overlap relationship discrimination when the area identification results of continuous measured points show discontinuous changes such as roadless areas, road bend curve turning areas, and roadless areas.

[0070] Through the above processing, the steps of constructing the global spatial zoning model and identifying the area to which the measured point belongs can automatically identify the area to which the measured point belongs based on the dam axis mileage, the road influence range, and the spatial overlap relationship. This solves the problem that traditional methods rely on manual map reading to distinguish between areas without roads, road-dam overlapping areas, and road curve turning areas, which easily leads to missed judgments of overlapping ranges and confusion of boundary inflection points.

[0071] Example 5: This example is based on all the above examples. The theoretical design offset calculation steps specifically include reading the area identification results, calling the standard cross section of the dam body, calculating the intersection of the road slope, calculating the offset in the area without roads, calculating the offset in the road-dam overlapping area, calculating the offset in the road curve turning area, and outputting the theoretical design offset.

[0072] Region identification results are being read; reading the region identification code of the measured point. Measured dam axis mileage Measured point elevation And associated road segment numbers.

[0073] In the process of selecting the standard cross-section of the dam body, the dam axis mileage is determined based on the actual measured points. Retrieve the standard cross-section index of the dam body, and determine the dam slope grade, dam slope ratio, cumulative width of the walkway, and current slope starting position corresponding to the measured point based on the measured point elevation H_P.

[0074] In the calculation of road slope intersection points, a normal discrimination line is established along the normal direction of the dam axis corresponding to the measured point, and the intersection point F between the normal discrimination line and the outer slope edge of the associated road segment is calculated to obtain the normal distance from the intersection point F to the projection point C of the dam axis. Intersection design elevation .

[0075] In the calculation of offset in roadless areas, the actual elevation of the measured points is used as the basis. Measured dam axis mileage And the standard cross-section index of the dam body, read the design normal offset of the dam slope corresponding to the measured point. .

[0076] In the calculation of the offset of the overlapping area of ​​the road and dam, the normal distance from the intersection point F to the projection point C of the dam axis is used. Intersection Design Elevation Measured point elevation and the current horizontal slope ratio of the dam slope Calculate the horizontal slope distance from intersection point F to the theoretical position of the measured point, and compare it with the normal distance. Add them together.

[0077] In the calculation of the offset of the turning area of ​​the road bend curve, the intersection of the regional discrimination line with the outer slope line of the previous road segment and the outer slope line of the next road segment are calculated respectively to obtain two candidate theoretical design offsets. The transition weight of the two candidate theoretical design offsets is determined according to the distance between the measured dam axis mileage and the dam axis mileage of the road turning control point.

[0078] The measured deviation of the dam axis normal to the theoretical design and the deviation check difference are calculated according to Formula 2:

[0079] In Formula 2, The theoretical design offset of the dam axis normal corresponding to the measured point. The standard cross-section index of the dam body is based on the measured elevation of the points. and the measured dam axis mileage The returned design normal offset of the dam slope. For identification coding of the measured point area, Let be the normal distance from the projection point of the dam axis to the intersection point of the outer slope edge line of the i-th road segment. The design elevation is the intersection point of the outer slope edges of the i-th road segment. The horizontal slope ratio coefficient corresponding to the measured slope level of the dam. The transition weights corresponding to the i-th road segment are: The transition weights are the values ​​corresponding to the (i+1)th road segment. This represents the measured normal offset from the measured point to the dam axis. This is the offset check difference.

[0080] Transition weight and The distance is determined based on the measured distance from the transition boundaries on both sides of the road turning control point, and meets the following requirements. .

[0081] The theoretical design offset output includes the dam slope grade corresponding to the measured point, the associated road segment number, the location of the road-slope intersection, the design elevation of the road-slope intersection, and the theoretical design offset along the dam axis normal. .

[0082] Regarding parameter adjustments: The first step is to turn off the calculation of road segment intersections when the measured point is in a roadless area, and only call the standard cross-section index of the dam body to calculate the design normal offset of the dam slope.

[0083] The second step is to use the outer slope line of the road corresponding to the road segment as the only intersection point constraint when the measured point is in the overlapping area of ​​the road and dam, so as to prevent adjacent road segments from participating in the theoretical design offset calculation.

[0084] The third step is to continuously adjust the transition weight based on the distance from the measured point to the road turning control point when the measured point is in the turning area of ​​the road curve, so that the theoretical design offset of the road segment switching position remains continuous.

[0085] The fourth step is to re-determine the dam slope grade, cumulative width of the horse trail, and horizontal slope ratio coefficient corresponding to the measured point when the measured point crosses the horse trail elevation, so as to avoid using the dam slope parameters of the previous slope grade.

[0086] Through the above processing, the theoretical design offset calculation step can call the corresponding geometric calculation path for different dam back areas and generate continuous theoretical design offsets at road turning points. This solves the problem that the traditional method requires manually establishing analytical equations for the dam slope edge line and the roadbed slope edge line, which is difficult to calculate and results in discontinuous offsets at turning points.

[0087] Example 6: This example is based on all the above examples. The offset difference verification steps specifically include reading the measured offset, reading the theoretically designed offset, judging the offset direction, matching the allowable deviation threshold, determining the verification level, identifying continuous out-of-tolerance, and outputting the verification results.

[0088] During the actual offset reading, the measured normal offset from the measured point to the dam axis is read. .

[0089] During the theoretical design offset reading, the theoretical design offset of the dam axis normal corresponding to the measured point is read. And the identification code of the measured point area .

[0090] In determining the direction of offset, the difference is checked based on the offset. The positive and negative states determine the offset direction of the measured point relative to the theoretical design position, and the offset check difference is used. When the value is positive, the downstream offset result is generated, and the offset check difference is calculated. When the value is negative, the upstream offset result is generated.

[0091] In the allowable deviation threshold matching, the corresponding allowable deviation threshold is read from the construction allowable deviation threshold table according to the filling layer to which the measured point belongs, the area identification code of the measured point, and the current construction stage.

[0092] In determining the verification level, a qualified result is generated when the absolute value of the deviation verification difference is not greater than the allowable deviation threshold; a deviation warning result is generated when the absolute value of the deviation verification difference is greater than the allowable deviation threshold but not greater than the warning threshold; and an out-of-tolerance result is generated when the absolute value of the deviation verification difference is greater than the warning threshold.

[0093] In the continuous deviation identification, the continuous measured points are sorted according to the dam axis mileage of the measured points. When multiple consecutive measured points have the same offset direction and all generate deviation results, the range corresponding to the continuous measured points is identified as the section deviation range.

[0094] During the generation of the section deviation range, the starting dam axis mileage, ending dam axis mileage, average deviation check difference, maximum deviation check difference, main associated road segment number, and main area type of the section deviation range are recorded.

[0095] The output of the verification results includes the measured point number, the measured point dam axis mileage, the measured point elevation, the area identification code, the associated road segment number, the measured normal offset, the theoretical design offset, the offset verification difference, the offset direction, the verification level, and the section deviation identification result.

[0096] Through the above processing, the offset difference verification step can simultaneously generate the measured normal offset, theoretical design offset, and offset verification difference after the on-site measurement is completed, so that single-point deviation and continuous section deviation can be identified in a timely manner, solving the problem that traditional layout deviations need to be returned to the office for manual review and cannot detect the overall offset of the filling boundary in a timely manner.

[0097] Example 7: This example is based on all the above examples. The specific steps for updating the verification results include writing back the measurement records, verifying the regional identification results, updating the road parameters locally, updating the measured elevation, correcting the global spatial zoning model, encapsulating the measurement handbook program, and generating the construction quality report.

[0098] During the write-back of measurement records, the basic data of the measured points, the projection calculation results, the regional identification results, the theoretical design offset, the offset verification difference and the verification level are written into the construction measurement record, and a measurement record index is established according to the dam axis mileage of the measured points.

[0099] During the verification of the regional identification results, when the dam axis mileage of adjacent measured points increases continuously and the regional identification code changes, it is checked whether the location of the regional change is within the corresponding regional boundary tolerance zone. If the location of the regional change exceeds the regional boundary tolerance zone, the candidate road segmentation screening and spatial overlap relationship judgment are re-executed.

[0100] During the local update of road parameters, when the road alignment, road design elevation, and roadbed slope ratio are adjusted, only the adjusted road segment parameters, adjacent road segment parameters, and the corresponding effective mileage interval of the dam axis are updated.

[0101] During the elevation update process, when the ground elevation at the construction site is remeasured, the dam axis mileage and area identification results of the measured points are retained, and the standard cross-section index of the dam body and the theoretical design offset calculation steps are re-called based on the updated elevation of the measured points.

[0102] In the global spatial zoning model correction, local area boundaries are regenerated based on the updated road influence range, road turning control points, and effective mileage intervals of the dam axis, while keeping the area boundaries corresponding to the unadjusted road segments unchanged.

[0103] In the encapsulation of the surveying handbook program, the following are encapsulated as built-in programs: dam foundation parameter filing, dam back road segment parameter filing, actual point projection parameter calculation, actual point area identification, theoretical design offset calculation, and offset difference verification. After the field surveying equipment collects the coordinates and elevation of the actual points, it calls the built-in program to complete the automatic calculation.

[0104] During the construction quality report generation process, the number of measured points, qualified points, out-of-tolerance points, average deviation verification difference, maximum deviation verification difference, and out-of-tolerance range of the section are counted for the roadless area, the road-dam overlapping area, and the road bend curve turning area, respectively, and an deviation verification report for the back slope of the dam is generated.

[0105] Through the above processing, the verification result feedback and update steps can form a closed loop of parameter input, area identification, offset calculation, deviation verification, model update and quality statistics, so that road alignment adjustment and measured elevation update only trigger local recalculation of related parameters, solving the problem that all edge coordinates and all inflection point coordinates need to be recalculated after the design parameters change in the traditional method.

Claims

1. A method for intelligent identification and accurate offset verification of the entire area of ​​complex dam back slopes in water conservancy projects, characterized in that, Includes the following steps: The steps for establishing dam body foundation parameters include creating a dam body foundation parameter model, which includes dam axis parameters and dam slope cross-sectional parameters. The steps for establishing parameter files for road segments behind the dam include: establishing a parameter model for road segments behind the dam, which includes centerline parameters, road cross-section parameters, and road turning control parameters for each road segment; The steps for constructing the global spatial zoning model are as follows: Based on the dam body foundation parameter model and the dam back road segment parameter model, a global spatial zoning model for the dam back slope is constructed, dividing the construction area of ​​the dam back slope into a roadless area, a road-dam overlap area, and a road bend curve area. The steps for calculating the projection parameters of the measured point are as follows: obtain the plane coordinates and elevation of the measured point, project the measured point onto the dam axis, and calculate the dam axis mileage and measured normal offset corresponding to the measured point. The step of identifying the area to which the measured point belongs involves retrieving the associated road segments based on the dam axis mileage, and identifying the area to which the measured point belongs based on the spatial relationship between the dam axis normal line corresponding to the measured point and the road influence range of the associated road segments. The theoretical design offset calculation steps involve calculating the theoretical design offset of the dam axis normal corresponding to the measured point based on the assigned area, the elevation of the measured point, the dam slope cross-sectional parameters, and the road cross-sectional parameters of the associated road segment. The offset difference verification step involves comparing the measured normal offset with the theoretical design offset of the dam axis normal, generating an offset verification difference, and generating an offset verification result based on the construction allowable deviation threshold. The verification result feedback and update step involves writing the assigned area, the measured normal offset, the theoretical design offset of the dam axis normal, the offset verification difference, and the offset verification result into the construction survey record, and correcting the dam back slope global spatial zoning model based on the updated results of the road parameters behind the dam and the updated results of the measured point elevation.

2. The method for intelligent identification and accurate offset verification of complex dam back slopes in water conservancy projects according to claim 1, characterized in that, Establishing the dam body foundation parameter model and the downstream road segment parameter model includes: Collect the coordinates of the starting point of the dam axis, the elevation of the starting point of the dam axis, the mileage of the starting point of the dam axis, the azimuth of the dam axis, the dam body filling elevation, the dam slope ratio, the elevation of the horse trail, the width of the horse trail, and the control elevation of the slope toe, and establish a standard cross-section index of the dam body according to the mileage range of the dam axis; Based on the horizontal alignment of the road behind the dam, the road behind the dam is divided into multiple road segments, and the coordinates of the centerline starting point, the coordinates of the centerline ending point, the centerline azimuth, the road width, the shoulder width, the roadbed slope ratio, and the road longitudinal slope of each road segment are recorded. Set the common endpoints of adjacent road segments as road turning control points and establish the connection relationship between adjacent road segments; The curved road section is divided into continuous road micro-segments, and the starting point coordinates, ending point coordinates, and tangent azimuth of each road micro-segment are recorded.

3. The method for intelligent identification and accurate offset verification of the entire area of ​​complex dam back slopes in water conservancy projects according to claim 2, is characterized in that, Constructing the global spatial zoning model of the dam back slope includes: The corresponding road influence range is generated based on the centerline parameters, road cross-section parameters, and roadbed slope ratio of each road segment; Project the influence range of each road onto the dam axis direction to generate the effective mileage interval of the dam axis corresponding to each road segment; Establish a spatial index for road segments between the dam axis mileage and the road segment numbers; The area of ​​the dam back slope where there is no road influence range within the normal range of the dam axis is divided into the road-free area; the area of ​​the dam back slope where there is one road segment influence range within the normal range of the dam axis is divided into the road-dam overlap area; and the area of ​​the dam back slope where there are two adjacent road segments influence ranges within the normal range of the dam axis is divided into the road bend curve turning area. Establish boundary tolerance zones between adjacent areas.

4. The method for intelligent identification and accurate offset verification of the entire area of ​​complex dam back slopes in water conservancy projects according to claim 3, is characterized in that, Identifying the region to which the measured points belong includes: Based on the dam axis mileage corresponding to the measured point, the spatial index of the road segment is retrieved, and the road segment whose effective dam axis mileage range includes the dam axis mileage is determined as a candidate road segment. Establish a regional discrimination line along the normal direction of the dam axis corresponding to the measured point; When the area discrimination line does not enter the road influence range of the candidate road segment, the measured point is identified as a roadless area; When the area discrimination line enters the road influence range of a candidate road segment, and the intersection of the area discrimination line and the outer slope line of the road is located between the start and end points of the corresponding road segment, the measured point is identified as the road-dam overlap area. When the area discrimination line enters the road influence range of two adjacent candidate road segments, or when the area discrimination line is located within the turning transition range corresponding to the road turning control point, the measured point is identified as the turning area of ​​the road curve.

5. The method for intelligent identification and accurate offset verification of the entire region of complex dam back slopes in water conservancy projects according to claim 4, characterized in that, When the measured point is located within the boundary tolerance zone, the region to which the measured point belongs is determined based on the distance between the measured point and the center line of the influence range of each candidate road segment, the region to which adjacent measured points belong, and the adjacency relationship between candidate road segments. The continuity of the region to which consecutive measured points belong is checked. When the region to which consecutive measured points belong changes discontinuously, the candidate road segment retrieval and spatial relationship discrimination are re-executed.

6. The method for intelligent identification and accurate offset verification of the entire region of complex dam back slopes in water conservancy projects according to claim 4, characterized in that, The theoretical design offset of the dam axis normal corresponding to the measured point is calculated, including: When the measured point is in a roadless area, the standard cross-section index of the dam body is called according to the dam axis mileage and elevation of the measured point to determine the dam slope level, dam slope ratio, cumulative width of the horse trail and slope starting position, and the design normal offset of the dam slope is calculated. When the measured point belongs to the road-dam overlap area, calculate the intersection of the dam axis normal line corresponding to the measured point and the outer slope line of the associated road segment. Calculate the theoretical design offset of the dam axis normal line based on the normal distance from the intersection point to the dam axis, the design elevation of the intersection point, the elevation of the measured point, and the corresponding dam slope ratio. When the measured point belongs to the turning area of ​​the road curve, the intersection of the normal line of the dam axis and the outer slope line of the two adjacent road segments is calculated respectively to generate two candidate theoretical design offsets. The two candidate theoretical design offsets are then continuously processed according to the positional relationship between the measured point and the road turning control point.

7. The method for intelligent identification and precise offset verification of the entire area of ​​complex dam back slopes in water conservancy projects according to claim 6, characterized in that, The two candidate theoretical design biases are subjected to a continuous transition process, including: Determine the transition boundaries on both sides of the road turning control point; Calculate the distances between the measured points and the two transition boundaries respectively; The transition weights corresponding to two adjacent road segments are determined based on the distance, so that the sum of the two transition weights is kept to one. The two candidate theoretical design offsets are weighted according to two transition weights to generate the continuously changing theoretical design offset of the dam axis normal within the turning zone of the road bend curve.

8. The method for intelligent identification and accurate offset verification of the entire region of complex dam back slopes in water conservancy projects according to claim 1, characterized in that, Generating the offset verification results and correcting the global spatial zoning model of the dam back slope includes: The offset direction of the measured point relative to the theoretical design position is determined based on the positive or negative state of the offset check difference. The absolute value of the deviation check difference is compared with the corresponding construction allowable deviation threshold to generate qualified results, deviation warning results and out-of-tolerance results; When multiple consecutive measured points have the same offset direction and generate out-of-tolerance results, the out-of-tolerance range of the generated section and the corresponding starting dam axis mileage, ending dam axis mileage, average offset check difference and maximum offset check difference are generated. When the road alignment, road design elevation, and roadbed slope ratio are updated, the road influence range and the effective mileage interval of the dam axis of the corresponding road segment and adjacent road segments are updated. When the elevation of the measured point is updated, the dam axis mileage and the region to which the measured point belongs are retained, and the theoretical design offset of the dam axis normal and the offset verification difference are recalculated.

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