CN111858810B - Modeling elevation point screening method for road DEM construction - Google Patents
Modeling elevation point screening method for road DEM construction Download PDFInfo
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Abstract
The invention discloses a road DEM construction-oriented elevation point screening method. The method comprises the following steps: s1, mapping the elevation points to the road side lines to form initial road three-dimensional lines; s2, determining the head and tail of each road edge according to the sequence of the storage nodes of each road edge, and distinguishing a T-junction and a crossroad according to the intersection condition of the edge and other road edges; s3, determining the elevation information of the road head, the road tail and the intersection according to the shortest distance principle; s4, determining elevation points needing to be reserved in the road according to the elevation information of the road head, the road tail and the intersection determined in the step S3; s5, interpolating the internal elevation points to form elevation points with appointed step length; and S6, acquiring elevation points on the complete road sideline, and generating a three-dimensional road sideline. The method comprises two key technical links of road section division and end point elevation determination and road internal elevation point screening, and can effectively ensure the form precision of DEM modeling of the subsequent road.
Description
Technical Field
The invention belongs to the technical field of high-precision digital elevation model construction, and relates to a method for improving elevation precision and form precision of a constructed road DEM by screening modeling elevation points in the process of constructing the road DEM.
Background
A Digital Elevation Model (DEM) is the core content of national basic geographic data. At present, the construction of 1:100 ten thousand DEM data, 1:25 ten thousand DEM data, 1:5 ten thousand DEM data and 1:1 ten thousand DEM data in partial areas is preliminarily completed in China. The data play an indispensable important role in the aspects of national economy, national defense construction, scientific research and the like, and the application fields of the data are all spread in various fields such as surveying and mapping, traffic, military affairs, water conservancy, agriculture, environment, resource management, planning, tourism and the like.
The existing classical DEM construction method can well reflect the natural fluctuation characteristics of the earth surface, but for the earth surfaces with regular shapes, clear boundary lines with the surroundings, such as roads, the terrain description and the application of the existing DEM have serious distortion phenomena, the form fidelity is low, and the application of the DEM in the areas is severely restricted. An important feature of roads is that the boundaries are relatively sharp, with topographical boundaries and relatively regular geometric shapes. The interior of the boundary is relatively flat and the elevation difference is not large, and the shape difference between the boundary and the surrounding environment is often large. Aiming at the characteristic terrain of the road with the symbiosis of geometric information and semantic information, how to construct a proper road DEM and how to process road junctions to enable the road DEM to be in smooth transition, the junction connection is natural, and the fineness and the fidelity of the junction connection are the key contents of the research.
For constructing the road DEM, the most common construction method at present generally performs interpolation by using a relevant interpolation method, such as a kriging interpolation method, a spline function interpolation method, and the like, based on topographic feature data including contour lines, elevation points, and a steeple line, and constructs a road DEM model. However, this direct interpolation method also has some problems: firstly, when a model is constructed by using elevation points and contour line data, the form of the model is determined along with the distribution of the elevation points, and corresponding sideline elevation information is often lacked at a boundary line of a road, so that the final form constructed by the road lacks elevation constraint information and has larger deviation degree with an actual road; secondly, in the construction process by using the traditional interpolation method, the elevation points have mutual influence, so that in some special roads, such as an overhead road, a tunnel entrance and the like, the elevation points on the roads have influence on other elevation points when being constructed, and the interpolation result forms a slope in a local area to cause distortion of topographic expression; thirdly, in actual life, the road is not a single road but is criss-cross, and the intersection connects two roads, so that the elevation information is complex, and influence is inevitably generated during interpolation, which causes concave-convex fluctuation on the surface of the model and deviation with the actual road.
In order to solve the above problems, it is necessary to have a certain knowledge of the road, and a construction method capable of taking into account the fluctuation of the road form and elevation is sought. The key point is that reasonably distributed road modeling points are obtained, too many points easily cause local terrain oscillation in the interpolation process, morphological characteristics of the road DEM are damaged, and too few points hardly guarantee the elevation accuracy of the road DEM modeling. In order to obtain reasonably distributed and proper road modeling points, one method is to collect elevation points along a road by referring to elevation fluctuation characteristics of the road, but the method undoubtedly increases modeling cost greatly.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a high-range point screening method capable of effectively ensuring the road morphological characteristics.
The technical scheme adopted by the invention is as follows:
a road elevation point screening method for road DEM construction comprises the following steps:
s1, mapping the elevation points to the road side lines to form initial road three-dimensional lines;
s2, determining the head and tail of each road according to the sequence of the storage nodes of the side lines of each road, namely, the first node represents the head and the last node represents the tail; then distinguishing T-shaped intersections and crossroads according to the intersection condition of the side lines of the road and the side lines of other roads, wherein the specific distinguishing mode is as follows: if the other road side line intersects with one side line of the road, the intersection is formed, and if the other road side line intersects with both side lines of the road, the intersection is formed;
s3, determining the road head, the road tail and the elevation point information of the intersection according to the shortest distance principle;
s4, determining elevation points and elevation information which need to be reserved in the road according to the elevation point information determined in the step S3;
s5, carrying out interpolation processing on the internal elevation points to form elevation points with appointed step length;
and S6, acquiring elevation points on the complete road sideline and generating a three-dimensional road sideline.
Further, the specific process of step S3 is as follows:
s31, for the road head and the road tail, if the elevation points of the road head or the road tail are not determined, taking the elevation points within a certain distance around the nodes of the road head or the road tail, taking the average value of the elevation points as the elevation values of the nodes of the current road head and the road tail, and then marking the intersection or the road tail with the determined elevation values;
s32, regarding the road section containing the intersection, the intersection is used as a new road head or a new road tail, so the original road is divided into 2 roads, namely, a three-section road is formed at the T-shaped intersection, and a four-section road is formed at the intersection;
s33, for the T-shaped intersection, an original road side line and 2 crossed road side lines exist on one crossed side of the intersection, elevation points with certain distance around the three road side lines are taken for the three road side lines, an average elevation is calculated to be used as an elevation value of a road area on the crossed side of the T-shaped intersection, the value is given to intersection end points of two new roads formed by the fact that the original road is broken by the crossed roads and end points of the crossed roads on one side of the intersection, and finally all road junctions with the determined elevation values are marked;
s34, for the crossroad, the two edges of the original road are both broken by the crossroad, and for each edge, the following operations are executed: the method comprises the steps of obtaining elevation points of a certain distance around the original road sideline and the sideline of the crossed road, calculating an average elevation to serve as an elevation value of an area at the side of the crossed road, assigning the elevation value to intersection end points of two new roads formed by the original road being broken by the crossed road and end points of the crossed road at one side of the intersection, and finally marking all road openings with determined elevation values.
Further, the specific process of step S4 is as follows:
s41, first extracting and calculating a head end endpoint A, B and an elevation value thereof of the segmented road;
s42, connecting A, B two points, and determining an expression of a straight line AB according to three-dimensional coordinates of A, B two points;
s43, traversing a point between the two end points A, B, and determining a point C such that the point C is farthest from the straight line AB;
s44, calculating the elevation change rates of the straight lines AC and CB, comparing the elevation change rates with a set threshold value, deleting the point C if the elevation change rates are larger than the threshold value, and repeating the step S43; if the elevation change rate is smaller than the threshold value, reserving a point C, dividing the original road into two new roads, namely straight lines AC and BC, respectively taking A, C, B and C as two end points of the new road, and repeating the steps S41-S44; and (4) until all the points are traversed, and remaining points are reserved as modeling elevation points.
Further, the specific process of step S5 is as follows:
s51, determining the head and tail elevation points of each road including a new road formed by road intersection and the elevation points screened and reserved in the road;
s52, constructing a segmented spline function according to the head and tail elevation points and a plurality of interior elevation points;
and S53, setting the road edge interpolation distance, namely inserting nodes into the road edge from the head point of the road according to the interpolation distance, and calculating the elevation value of the inserted nodes according to the segmented spline function in the step S52.
The method comprises two key technical links of road section division and end point elevation determination and road internal elevation point screening, and can effectively solve the problem of morphological distortion caused by a road line in high-precision terrain modeling. The invention has the technical characteristics and beneficial effects that:
(1) according to the method for judging the head and the tail of the road and the road junction, the road junction is better processed through reasonable distance value taking, so that the transition is smooth, a Douglas pock method is used for reference, the screening of the elevation points in the road surface is improved on the basis, and the road morphological characteristics can be better expressed.
(2) The method takes the elevation sampling points on the side line and the periphery of the road as data sources to carry out screening operation on the road modeling points, the whole process is simple and easy to operate, and retention of some unreasonable points in manual operation is avoided.
(3) According to the method, the elevation points are selected at a certain distance and the average value of the elevation points is obtained, so that the influence of the elevation points near the road surface on the large difference between one elevation value nearest to the selected road sideline and other elevation values is properly solved, and the utilization rate of the elevation sampling points is maximized on the basis of ensuring the morphological feature construction accuracy.
Drawings
FIG. 1 is a schematic flow diagram of the process of the present invention.
FIG. 2 is a data diagram of a sample area divided into data for a side line and data for a height point of a road according to an embodiment of the present invention.
Fig. 3 is a schematic diagram of road intersection classification in an embodiment of the present invention, (a) a t-junction, and (b) an intersection.
FIG. 4 is a schematic diagram of the segmentation of the T-junction and the crossroads according to the present invention.
Fig. 5 is a schematic diagram illustrating extraction of way head and tail elevation points in the embodiment of the present invention.
Fig. 6 is a schematic diagram of (a) a t-junction and (b) an elevation point extraction at an intersection in the embodiment of the present invention.
FIG. 7 is a diagram illustrating the extraction of the road end points and the straight line AB (the projection of the straight line AB on the yoz plane) in the embodiment of the present invention, the calculation of the distance from each elevation point to the straight line AB, and the finding of the point C with the maximum distance and the distance h from the point C to the straight line ABmax
FIG. 8 is a schematic diagram illustrating calculation of an elevation change rate of the schematic straight lines AC and BC according to an embodiment of the present invention.
Fig. 9 shows the three-dimensional stretching (20 times) effect of the 2 nd road edge randomly selected before and after the screening of the elevation point in the embodiment of the present invention.
Fig. 10 shows the three-dimensional stretching (20 times) effect of the 2 nd randomly selected road line before and after the screening of the elevation point in the embodiment of the present invention.
FIG. 11 is a diagram illustrating an overall three-dimensional effect of all original road edges and elevation points according to an embodiment of the present invention.
FIG. 12 is a diagram illustrating the remaining elevation points after the screening and the overall shape of the three-dimensional road boundary after the interpolation according to the embodiment of the present invention.
Fig. 13 is a graph showing the change of the slope of the junction of the road after treatment in the embodiment of the invention, (a) the slope before treatment of the road junction, and (b) the slope after treatment of the road junction.
Detailed Description
The principles and features of this invention are described below in conjunction with the following drawings, which are set forth by way of illustration only and are not intended to limit the scope of the invention.
In order to fully utilize the existing data resources, the invention uses 1: a1000 (or 1: 500) topographic map is a basic data source, and a modeling elevation point screening method for road DEM construction is provided. The method comprises the steps of firstly, acquiring data information such as a road side line, elevation points in a road area and the like, and mapping the elevation points to the road side line to form an initial road three-dimensional line; determining the head and tail of each road according to the sequence of the storage nodes of the boundary line of each road, and then distinguishing a T-shaped intersection and a crossroad according to the intersection condition of the boundary line of the road and the boundary lines of other roads; determining the road head, the road tail and the elevation point information of the intersection according to the shortest distance principle, and determining the elevation point and the elevation information which need to be reserved in the road through a design method; and finally, carrying out interpolation processing on the internal elevation points to form elevation points with specified step length, and further acquiring elevation points on the complete road side line. The road DEM modeling elevation points obtained finally based on the method are reasonably distributed, the elevation change accords with the road morphological characteristics, and the construction of the high-fidelity road DEM can be realized.
As shown in fig. 1, the road elevation point screening method of the present invention specifically comprises the following steps:
step 1: and mapping the elevation points, namely mapping the elevation points in a certain threshold range to the side line of the road according to the direction of the vertical line.
Step 2: and traversing nodes on the line from any side edge line to judge the head and tail nodes of the road, the crossroad and the T-shaped intersection. If the other road side line intersects with one side line of the road, the intersection is formed, and if the other road side line intersects with both side lines of the road, the intersection is formed.
And step 3: and (5) segmenting the intersection. For the segmentation of the T-shaped intersection, the T-shaped intersection can be divided into 3 roads (including cross road sections) at 2 intersection positions; for the segmentation of the crossroad, similar to the segmentation of the T-shaped intersection, in order to ensure the elevation precision of the intersection, the main road is not divided separately, and the crossroad is divided at the intersection on the premise of ensuring the road form as much as possible, so that the crossroad can be divided into 4 sections of roads (including the cross road sections) at the positions of 4 intersection points (see fig. 4).
And 4, step 4: determining the elevation of the head and tail nodes of the road, selecting elevation point data (shown in figure 5) in a certain threshold range nearby the road, and taking the average value as the elevation of the head and tail nodes.
And 5: determining the elevation of the intersection, dividing the types of the intersections and screening out the side lines of the roads intersected with the intersection to be determined after the road segmentation is finished, and extracting a plurality of elevation point data within a certain buffer circle range near the intersection point based on the sideline, and further extracting the intersection point of the side line of the adjacent road, moving a certain distance to the opposite direction of the data point to be determined as the radius of the buffer circle, then obtaining elevation point data (figure 6) in a certain buffer range of the position, finally merging the elevation point data obtained from each position, selecting an average value as the elevation information of the intersection point of the intersection to be determined, wherein, for intersection points of intersection points to be determined of the T-shaped intersection, 1 intersection point of roadside lines of adjacent roads is provided, for intersection points to be determined of the intersection, 2 intersection points of roadside boundary lines of adjacent roads are arranged. The radius of the set buffer circle is equal no matter the adjacent edge line or the crossed edge line, and only the center point of the buffer is different. (the sideline is actually a part of the intersecting sideline, and is actually a road only because the intersection is disconnected)
Step 6: directly connect road end node AB and form a three-dimensional straight line.
And 7: suppose that the cross section direction of the road is x, the longitudinal section direction is y, the elevation is z, and the direction is positive. The spatial three-dimensional line is projected onto a two-dimensional plane yoz, and the projection result is shown in fig. 7. At this time, AB is a straight line, and the expression of the straight line AB is determined by coordinates of two points AB, and the expression is as follows:
ax+by+c＝0
wherein: a ═ yB-yA，b＝xB-xA，c＝(yB-yA)*xB-(xB-xA)*yB
And step 8: traversing other points between the two points AB, calculating the distance from each point to the straight line AB, selecting the point C with the farthest distance, and calculating the maximum distance HABMAX(ii) a The maximum distance calculation formula is as follows:
in the formula: y-coordinate variation value of AB, i.e. a-yB-yAB is the x coordinate variation of AB, i.e. b ═ xB-xAAnd c is expressed as: c ═ yB-yA)*xB-(xB-xA)*yB。
And step 9: calculating the elevation change rate K of AC and CBacAnd KbcIf any elevation change rate exceeds the threshold value, deleting the point C and returning to the step 8; otherwise, the point C divides the road into two new road segments, i.e. straight lines AC and CB, and then takes a, C, C and B as the two road end points, respectively, and step 6 is executed again. After all points are traversed, the remaining points are used as final road modeling points, and the formula of the elevation change rate participating in road modeling is as follows:
Kac＝|Hc-Ha|/AC
in the formula: hcIs the elevation of point C, HaElevation at point A, LACIs the distance between the ACs.
Step 10: and modeling a road edge. And after the form, the intersection point and the end point elevation of the segmented road and the screening points of the elevation points in the road are determined, constructing a spline function in each segmented road subinterval.
And step 11, appointing step length parameters for each road, inserting nodes on the road edge, realizing the elevation values of the inserted nodes through the spline function constructed in the step 10, and finally forming the complete modeling elevation points on the road edge.
Example 1
Although the existing road construction method can better reflect the overall morphological characteristics of roads, for intersection joints of complex roads, the existing construction method and application fidelity are poor, and intersections cannot be smoothly transited well. In addition, at the boundary line of the road, the deviation degree of the final form of the road construction from the actual road is large due to the incompleteness of the boundary elevation constraint information. In order to verify the practicability of the method of the invention in the fidelity simulation of the terrain such as roads and intersections thereof, the embodiment selects urban road and surrounding high-distance point data (figure 2) in a certain region range of the main urban area of Nanjing city, the roads are staggered, criss-cross and various in shape, and comprise different types of intersections described in the invention, and the high-distance point data are distributed among the intersections. The embodiment highlights the condition of the fluctuation of the whole elevation on the road sideline and the condition of smooth transition at the junction of the intersection after the method is adopted for screening and modeling. The implementation steps are as follows:
step 1: and mapping the original height points which are not screened onto the road side lines, so that the road side lines have height values preliminarily, and forming the original three-dimensional road side lines in the figures 9 and 10.
And 2, step: and judging the head and tail points of the road and the type of the intersection.
And step 3: and dividing roads according to the intersection positions of the T-shaped intersection and the crossroads.
And 4, step 4: and (4) calculating the elevations of the intersection points of the T-shaped points at the head and the tail ends and the crossroad, and setting the buffer radius as 5 m.
And 5: in the elevation screening algorithm, an elevation change rate threshold value is set to be 3, elevation points exceeding the threshold value are regarded as points with large deviation degrees and deleted, and the remaining points are reserved and participate in subsequent interpolation. Wherein the original elevation points in the sample area are 6066, and the retained elevation points after screening are 1728, accounting for 28.5% of the total amount.
Step 6: the eliminated elevation point data is interpolated into a road sideline with a large amount of elevation information by adopting a segmented spline interpolation technology, after three-dimensional stretching is carried out for 20 times (if stretching is not carried out, the fluctuation change which is difficult to highlight in detail is directly compared), the road sideline after screening and interpolation is smoothly connected and the transition at the road junction is natural, and the road sideline is clearly compared with the original three-dimensional road sideline (which is zigzag after stretching) from the graph 9 to the graph 12. The method has obvious effect on screening the abnormal elevation points in the road.
And 7: and extracting a slope map (figure 13) at the intersection, setting a slope grade interval, and setting the processed intersection slopes within 3 degrees, which shows that the method has better effect on intersection processing.
Claims (3)
1. A road elevation point screening method for road DEM construction is characterized by comprising the following steps:
s1, mapping the elevation points to the road side lines to form initial road three-dimensional lines;
s2, determining the head and tail of each road according to the sequence of the storage nodes of the side lines of each road, namely, the first node represents the head and the last node represents the tail; then distinguishing T-shaped intersections and crossroads according to the intersection condition of the side lines of the road and the side lines of other roads, wherein the specific distinguishing mode is as follows: if the other road side line intersects with one side line of the road, the intersection is formed, and if the other road side line intersects with both side lines of the road, the intersection is formed;
s3, determining the road head, the road tail and the elevation point information of the intersection, which is as follows: selecting elevation point data in a threshold range near the road head and the road tail, and taking an average value as elevation point information of the road head and the road tail; screening out roadside lines intersected with a crossing point to be determined, extracting a plurality of elevation point data in a buffer circle range near the crossing point based on the sidelines, further extracting adjacent road side line intersection points, taking the distance moving in the opposite direction of the data points to be determined as the radius of the buffer circle, then obtaining the elevation point data in the buffer range of the road side line intersection points, finally merging all the obtained elevation point data, and selecting an average value as elevation information of the crossing point to be determined;
s4, determining the elevation points and elevation information which need to be reserved in the road according to the elevation point information determined in the step S3, which is as follows:
s41, first extracting and calculating a head end endpoint A, B and an elevation value thereof of the segmented road;
s42, connecting A, B two points, and determining an expression of a straight line AB according to three-dimensional coordinates of A, B two points;
s43, traversing a point between the two end points A, B, and determining a point C such that the point C is farthest from the straight line AB;
s44, calculating the elevation change rates of the straight lines AC and CB, comparing the elevation change rates with a set threshold value, deleting the point C if the elevation change rates are larger than the threshold value, and repeating the step S43; if the elevation change rate is smaller than the threshold value, reserving a point C, dividing the original road into two new roads, namely straight lines AC and BC, respectively taking A, C, B and C as two end points of the new road, and repeating the steps S41-S44; the remaining points are reserved as modeling elevation points until all the points are traversed;
s5, carrying out interpolation processing on the internal elevation points to form elevation points with appointed step length;
and S6, acquiring elevation points on the complete road sideline and generating a three-dimensional road sideline.
2. The method for screening road elevation points constructed on a road DEM as claimed in claim 1, wherein the step S3 comprises the following steps:
s31, for the road head and the road tail, if the elevation points of the road head or the road tail are not determined, taking the elevation points in the range around the nodes of the road head or the road tail, taking the average value of the elevation points as the elevation values of the nodes of the current road head and the road tail, and then marking the intersection or the road tail with the determined elevation values;
s32, regarding the road section containing the intersection, the intersection is used as a new road head or a new road tail, so the original road is divided into 2 roads, namely, a three-section road is formed at the T-shaped intersection, and a four-section road is formed at the intersection;
s33, for the T-shaped intersection, an original road side line and 2 crossed road side lines exist on one crossed side of the intersection, elevation points with certain distance around the three road side lines are taken for the three road side lines, an average elevation is calculated to be used as an elevation value of a road area on the crossed side of the T-shaped intersection, the value is given to intersection end points of two new roads formed by the fact that the original road is broken by the crossed roads and end points of the crossed roads on one side of the intersection, and finally all road junctions with the determined elevation values are marked;
s34, for the crossroad, the two edges of the original road are both broken by the crossroad, and for each edge, the following operations are executed: the method comprises the steps of obtaining elevation points in the range around the border line of an original road and the border line of a cross road, calculating an average elevation as an elevation value of an area at the side of the cross road, assigning the average elevation to intersection end points of a new two roads formed by the original road being broken by the cross road and end points of the cross road at one side of the intersection, and finally marking all road junctions with determined elevation values.
3. The method for screening road elevation points constructed on a road DEM as claimed in claim 1, wherein the step S5 comprises the following steps:
s51, determining the head and tail elevation points of each road including a new road formed by road intersection and the elevation points screened and reserved in the road;
s52, constructing a segmented spline function according to the head and tail elevation points and a plurality of interior elevation points;
and S53, setting the road edge interpolation distance, namely inserting nodes into the road edge from the head point of the road according to the interpolation distance, and calculating the elevation value of the inserted nodes according to the segmented spline function in the step S52.
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