CN112288854B - Construction method of three-dimensional model of overpass - Google Patents
Construction method of three-dimensional model of overpass Download PDFInfo
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Abstract
The invention provides a construction method of a three-dimensional model of an overpass, which constructs the three-dimensional model of the overpass according to the center line of the overpass in urban two-dimensional basic mapping data and the width of the overpass corresponding to each center line, and combines with digital surface model data of an overpass area. The method can efficiently complete the construction of the overpass three-dimensional model only by the overpass central line, the corresponding bridge deck width and DSM data in the two-dimensional basic surveying and mapping measurement data, and saves a large amount of manpower and material resources.
Description
Technical Field
The invention belongs to the technical field of traffic road planning, and particularly relates to a construction method of a three-dimensional model of an overpass.
Background
At present, with the increasing urbanization process, the traditional plane traffic road is not enough to meet the traffic demand of the motor vehicles which are increased sharply, and more overpasses are built to relieve the congestion and improve the urban traffic level. The overpass has great significance for urban development. With the increasing number of overpasses, three-dimensional visualization becomes an important subject in the fields of digital cities, intelligent traffic, three-dimensional GIS and the like. Various three-dimensional traffic facilities are continuously developed, and various overpasses are built according to different landforms and geographical position environments in order to improve traffic transportation efficiency to a greater extent. Some complex overpasses are even difficult to express by using a plan view, so that higher requirements are placed on the construction of the three-dimensional model of the overpass.
At present, the main overpass three-dimensional model construction method is manual modeling by means of manual CAD and the like, and data acquisition and modeling are carried out by using vehicle-mounted platforms, airborne platforms and the like to carry remote sensing sensors. For the manual modeling method, although the overpass model with vivid effect and fine effect can be constructed, a large amount of manpower and time are consumed in the modeling process. For the modeling method of remote sensing, although the efficient construction of the model can be realized, the modeling method needs additional field operation and invests a large amount of material resources.
Disclosure of Invention
The invention aims to provide a construction method of a three-dimensional model of an overpass aiming at the defects of the prior art, which can realize the efficient construction of the three-dimensional model of the overpass and save a large amount of manpower and material resources.
In order to solve the technical problem, the invention adopts the following technical scheme:
a construction method of a three-dimensional model of an overpass is characterized in that the three-dimensional model of the overpass is constructed according to overpass center lines in urban two-dimensional basic mapping data and overpass widths corresponding to the center lines and by combining digital surface model data of overpass areas.
Furthermore, the data of the center line of the overpass required by modeling is broken line data; digital surface model data required for modeling is point data;
the construction method specifically comprises the following steps:
s1, extracting effective elevation points related to the elevation of the overpass from the digital surface model;
s2, finding out an actual elevation point of the overpass according to the effective elevation point, and calculating an elevation value of a control point on a center line of the overpass according to the actual elevation point;
s3, generating a flyover bridge floor space triangular net according to the height value of the control point on the center line, the center line of the flyover and the width attribute of the flyover;
s4, optimizing the triangular net connection of the cross bridge width change position;
s5, optimizing the connection of the triangular nets at the positions of the ramp roads of the overpass;
and S6, constructing an intersection bridge three-dimensional model according to the space triangular network optimized in the step.
Furthermore, texture mapping is carried out on the overpass bridge deck lane in the overpass three-dimensional model.
Further, the method for extracting the effective elevation point in the step S1 includes:
respectively calculating each elevation point P in the elevation point set P i To each overpass central line L j In particular, due to the centre line L j Is a broken line segment composed of a plurality of line segments, so that each elevation point P needs to be obtained i To the centre line L j Each line segment inDistance of (2), recording dis after completing one round of solution ij Is the elevation point P i To the central line L j The minimum distance between the middle line segments is set as the central line L j Half of the width of the corresponding overpass is w j If dis ij ≤w j Then, the elevation point P is considered i Is the center line L of the overpass j The effective elevation point of (1).
Further, the process of calculating the high range value of the control point on the center line of the overpass in step S2 is implemented as follows:
selecting overpass central line L j Effective elevation point P of i And at the center line L j Find the effective elevation point P of the distance i Nearest line segment l jk Is taken as the effective elevation point P i To line segment l jk The vertical line of the straight line is P' i ；
If drooping to foot P' i Exactly at line segment l jk Above, it is's ' of foot P ' i The position is the center line L of the overpass j An actual elevation point of; if depends from foot P' i On line segment l jk In addition, effective elevation points P are respectively calculated i To line segment l jk The distance between the two end points, the end point position closest to the end point was designated as P' i And using it as the center line L of the overpass j An actual elevation point of;
and calculating the elevation value of each control point on the center line of the overpass by a linear interpolation method according to the actual elevation point, wherein the control point on the center line of the overpass is a break point on the center line of the overpass.
Further, the specific way of calculating the elevation value of each control point on the center line of the overpass by utilizing a linear interpolation method according to the actual elevation point is as follows:
firstly, taking the central line end point of each overpass as a starting point, and establishing a road linear reference coordinate system for each central line; secondly, calculating the linear reference coordinate value of the actual elevation point of the center line of the overpass obtained in the above step under a linear coordinate system; and finally, finding two actual elevation points which are close to each folding point and are arranged in front of and behind the folding point by utilizing the linear reference coordinate values, and performing linear interpolation to obtain the elevation values of each control point of the center line of the overpass.
Further, the method for generating the triangular net of the vertical crossing bridge floor space in the step S3 is as follows:
and constructing a buffer zone by taking the center line of the overpass as an axis and taking a half of the width of the bridge deck as a radius to obtain overpass sidelines on two sides of the center line, and constructing a restrained Delaunay triangulation network by taking the elevation value of a broken line node of the overpass sideline as the elevation value of a control point on the corresponding overpass center line, taking the broken line node of the overpass sideline on two sides of the overpass as a control point and taking the overpass sideline on two sides of the overpass as a restraining edge.
Further, the method for optimizing the triangulation network connection at the position of the cross bridge width variation in step S4 is as follows:
firstly, identifying the intersection position of the central lines of two overpasses, sorting narrow roads and wide roads in the mutually connected roads, removing the triangulation network of the narrow roads, finding the intersection point of the central line of the wide road and the boundary thereof, finding the central line control point of the narrow road according to the intersection point, finding the corresponding overpass sideline control point according to the central line control point of the narrow road, correspondingly connecting the sideline control point of the narrow road and the sideline end control point of the wide road to form a polygon, and finally constructing a space triangulation network in the polygon to obtain the optimized intersection surface so as to realize the optimization of the flat connection part of the triangulation network.
Further, the step S5 of optimizing the connection of the triangulation network at the position of the overpass ramp sequentially includes the following steps: trunk and branch line identification, intersection smooth transition, branch line intersection combination, branch line recombination separation and connected region construction.
Further, the trunk-line identification method is as follows:
the method comprises the steps of sequencing nodes in the forward and reverse sequence directions of road nodes, starting from three paths of junction points to obtain the drawn trend of the roads, then obtaining the direction vector of each road extending from the junction point according to the drawn trend, and setting the direction vector of each road along the road L from the junction point 1 、L 2 、L 3 The unit vectors of the run are respectively e 1 ，e 2 ，e 3 For each road L i Let vector v i ＝e i -(e (i+1)mod3 +e (i-1)mod3 ) When e is defined i ＝max(e 1 ，e 2 ，e 3 ) Hour, road L i Is a main line, and a road L (i+1)mod3 And is L (i-1)mod3 A branch line;
the method for smoothly transiting the intersection is as follows:
finding two end points of the overpass sideline of the trunk line at the intersection position, then finding the end points of the overpass sideline outside two branch lines at the intersection position, and respectively moving each branch line to the corresponding coincidence of the end point of the outer side line of the branch line and the end point of the overpass sideline at the intersection position of the trunk line, thereby realizing the smooth transition of intersection;
the branch intersection merging process is carried out after intersection smooth transition is finished, and the specific method comprises the following steps: polygon clipping is carried out on polygons formed by the side lines of the overpasses of the two branch lines, and all the polygons are combined to form a new intersection polygon;
the branch recombination separation process is carried out after branch intersection and combination are completed, and the specific method is as follows:
selecting intersection points of side lines of the overpass at the inner sides of the original two branch lines, and making vertical lines from the intersection points to the two sides of the combined boundary line of the branch lines, wherein the positions of the vertical lines intersected with the center lines of the branch lines are tail end points of the separated branch lines, and the initial end points of the branch lines are unchanged, so that new branch line center lines are recombined according to the two points, and the branch line road surface is obtained by widening according to the original width;
the construction process of the connected region is carried out after the heavy component separation of the branch line is finished, and the specific method comprises the following steps:
taking the two branch road surfaces after the separation of the components as a cutting area, and taking the original road intersection surface as the area to be cut for difference operation to obtain the remaining part which is a communication area; and (3) taking control points on two sides of the road as reference points, and taking the connected region as a constraint edge to generate a constrained Delaunay triangulation network, thereby realizing the construction of the triangulation network of the connected region.
Compared with the prior art, the invention has the following beneficial effects:
1. the construction of the overpass three-dimensional model can be efficiently completed only by the overpass central line, the corresponding bridge deck width and DSM data in the two-dimensional basic surveying and mapping measurement data, so that a large amount of manpower and material resources are saved;
2. the method can automatically complete the construction of the three-dimensional model of the overpass through data, supports the dynamic adjustment of the elevation information of the control points of the overpass, and is convenient for the construction of a fine bridge deck model and the design of the overpass.
Drawings
FIG. 1 is a flowchart of a method for constructing an overpass model according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of extracting effective elevation points related to the elevation of an overpass according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of calculating an elevation value of a control point on a center line of an overpass according to an embodiment of the invention;
FIG. 4 is a schematic diagram of a bridge deck triangular net constructed from overpass centerlines and widths according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of a triangular mesh connection optimization process for a flyover width change position according to an embodiment of the present invention;
fig. 6 is a schematic diagram of a process for optimizing triangulation network connection for the location of a ramp of an intersection according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the following embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention is further illustrated by the following examples, which are not intended to limit the scope of the invention.
The invention provides a method for constructing a three-dimensional model of an overpass, which constructs the three-dimensional model of the overpass according to the overpass central line in urban two-dimensional basic mapping data and the overpass width corresponding to each central line and by combining digital surface model data of an overpass area, wherein the overpass central line data required by modeling is folding line data in an shp format, and the central line data also comprises width attribute information corresponding to the overpass central line; and the digital surface model data required by modeling is the point data in the shp format, and the digital surface model data contains elevation attribute information corresponding to point positions.
As shown in fig. 1, the three-dimensional model building method specifically includes the following steps:
For example, referring to the schematic diagram of extracting effective elevation points related to the elevation of the overpass shown in fig. 2, P is calculated respectively 1 To the central line L 1 And L 2 The distance between the line segments is indicated by a dotted line. Wherein point P 1 The closest distance to the line segment is indicated by the darker dotted line and is respectively indicated as dis 11 And dis 12 . Cause dis 12 ＜w 2 And dis 11 ＞w 1 (in the formula, w 2 Is a central line L 2 Half width, w of bridge surface of corresponding overpass 1 Is a centerLine L 1 Half of the width of the corresponding overpass bridge deck), so the letter P is written 1 Is the center line L of the overpass 2 And P is 1 And L 2 Are related to each other.
And 2, finding out actual elevation points of the overpass according to the effective elevation points, taking the actual elevation points as control points on the center line of the overpass, and calculating the elevation values of the control points. The specific process comprises the following steps: selecting overpass central line L j Effective elevation point P of i And at the center line L j Finds the effective elevation point P i Nearest line segment l jk To make P i To line segment l jk The vertical line of the straight line is P' i . If depends from foot P' i Exactly at line segment l jk On top, record the foot P' i The position is the center line L of the overpass j An actual elevation point of; if depends from foot P' i On line segment l jk In addition, effective elevation points P are respectively calculated i To line segment l jk Distance between two end points, the effective elevation point P i Nearest endpoint position is denoted as P' i And is prepared from P' i L as the center line of overpass j An actual elevation point of. Will actual elevation point P' i And calculating the elevation value of each control point on the center line of the overpass by a linear interpolation method, wherein the control point on the center line is a break point on the center line. The linear interpolation calculation method specifically comprises the following steps: firstly, taking the central line end point of each overpass as a starting point, and establishing a road linear reference coordinate system for each central line; secondly, calculating the linear reference coordinate value of the actual elevation point of the center line of the overpass obtained in the above step under a linear coordinate system; and finally, finding front and rear actual elevation points closest to each break point on the central line (namely the difference value of the linear coordinates is minimum) by using the linear reference coordinate values, and performing linear interpolation to obtain the elevation value of the control point on the central line of the overpass.
For example, see the schematic diagram of calculating the elevation value of the control point on the center line of the overpass given in fig. 3, where P 2 And P 3 And L 1 Correlation at L 1 Found the distance P 2 ShortestLine segment l 13 And a distance P 3 Shortest line segment l 12 Respectively make a point P 2 To line segment l 13 The perpendicular line of (b) is P' 2 And do P 3 To line segment l 12 The perpendicular line of (b) is P' 3 ，P′ 2 And P' 3 Are all L 1 The actual elevation point of (c). P 1 And P 4 And L 2 Correlation at L 2 Found the distance P 1 Shortest line segment l 22 And a distance P 4 Shortest line segment l 23 From P 1 To l 22 Making a perpendicular line to obtain P' 1 Due to P 4 To l 23 The foot obtained by making a vertical line is not at 23 In the above, so line segment l is selected 23 Distance P 4 Nearest endpoint P' 4 As the actual elevation point. Due to P 5 And L 1 And L 2 All are irrelevant, so the elevation point does not participate in the corresponding adsorption calculation. Then according to L 1 Point P 'of' 2 And P' 3 L can be calculated by linear interpolation 1 The elevation value of the upper corresponding inflection point is the central line L 1 The elevation values of the upper corresponding control points; according to L 2 Point P 'on' 1 And P' 4 L can be calculated by linear interpolation 2 The elevation value of the upper corresponding inflection point is the central line L 2 The elevation value of the upper corresponding control point.
And 3, generating the overpass deck space triangular net according to the elevation value of each control point on the central line, the central line of the overpass and the width attribute. The specific process comprises the following steps: and taking the center line of the overpass as an axis, and taking one half of the width of the bridge deck as a radius to construct a buffer zone, so as to obtain the buffer zone side lines on two sides of the center line, namely the overpass side lines. And (3) making the elevation value of the overpass sideline broken line node equal to the elevation value of a control point on the corresponding overpass central line, taking the broken line nodes of the overpass sidelines at two sides of the overpass as the control points, and taking the overpass sidelines at two sides of the overpass as the constraint edges, and constructing a constraint Delaunay triangular net.
For example, see fig. 4 for a schematic diagram of constructing a bridge floor triangulation network from a center line and a width of an overpass, wherein a dotted line represents the center line of the overpass, and the constructed bridge floor constraint Delaunay triangulation network is represented by a solid line. During construction, the overpass deck space triangular net is constructed in sections, namely, overpass boundaries corresponding to the center lines of all sections of overpasses are constructed in sequence.
And 4, optimizing the triangular net connection of the cross bridge width change position. The specific process comprises the following steps: firstly, identifying the crossing position of the center lines of two overpasses, sorting roads with narrower width and roads with wider width from the roads connected with each other, removing the triangulation network of the roads with narrower width, finding the intersection point of the center line of the road with wider width and the boundary thereof, finding the center line control point of the road with narrower width according to the intersection point, finding the corresponding overpass side line control point according to the center line control point of the road with narrower width, then correspondingly connecting the side line control point of the road with the side line end control point of the road with wider width to form a polygon, and finally constructing a space triangulation network in the polygon to obtain the optimized intersection surface so as to realize the optimization of the triangulation network connection.
For example, referring to a schematic diagram of a flyover width change position triangulation network connection optimization process given in fig. 5, for a certain section of single-side narrowed local flyover bridge surface to be optimized, the projection of the obtained space triangulation network on the plane is shown in fig. 5 (a) after the processing of step 3. For convenience of description, the road on the upper side in the drawing is referred to as "narrower road", and the road on the lower side is referred to as "wider road". For better link effect, the triangulation network of the narrower road is removed first, and the control points of the center line of the narrower road are marked in sequence, and the result is shown in fig. 5 (b). Then, starting from a position point 1 where the boundary line and the center line meet, a control point 2 closest to the position point 1 is found upwards along the center line of the overpass on the narrow road. And (4) taking the control point 2 as the central line end point of the overpass on the narrower road, and reestablishing the triangular net on the road surface of the narrower road according to the step (3), as shown in fig. 5 (c). Finding out an overpass sideline control point corresponding to the control point 1 from the wide road triangular net and naming the overpass sideline control point as a node A, B; from the narrow road triangulation network, finding out the control point of the overpass sideline corresponding to the control point 2, named as a node C, D, and connecting A, B, C, D into a polygon, as shown in fig. 5 (d). Finally, a spatial triangulation network is constructed inside the polygon, and an optimized intersection surface is obtained, wherein the overall effect is shown in fig. 5 (e).
And 5, optimizing the connection of the triangular nets at the positions of the ramp roads of the overpass. The optimization main process comprises the steps of trunk and branch line identification, intersection smooth transition, branch line intersection combination, branch line recombination separation, communicated area construction and the like.
For example, referring to the schematic diagram of the triangulation network connection optimization process for crossing ramp positions given in fig. 6, for a certain ramp junction, after processing in step 3, the projection (thick solid line) of the obtained space triangulation network on the plane is shown in fig. 6 (a). Firstly, intersection trunks and branches need to be identified, and vectors are calculated to define the trunks and the branches: and performing node sequencing according to the forward and reverse sequence directions of the road nodes, starting from three paths of junction points to obtain the drawn trend of the road, and then obtaining the direction vector of each road extending from the junction points according to the drawn trend. Set up from intersection node along road L 1 、L 2 、L 3 The unit vectors of the trend are respectively e 1 ，e 2 ，e 3 For each road L i Let vector v i ＝e i -(e (i+1)mod3 +e (i-1)mod3 ) When e is defined herein i ＝max(e 1 ，e 2 ，e 3 ) Hour, road L i Road L for main line (i+1)mod3 And L (i-1)mod3 Are the branch lines. Therefore, the upper road L in FIG. 6 (a) 1 Two roads L on the lower side for the main line 2 And L 3 Are the branch lines.
Then, find out the end points of two overpass sidelines of the trunk line at the intersection position, i.e. points a and B in fig. 6 (B), and find out the end points of the overpass sidelines outside the two branch lines at the intersection position, i.e. points C and D in fig. 6 (B), respectively move point C to a position and point D to B, and the obtained effect is as shown in fig. 6 (C).
Therefore, the connection and intersection of the branch line and the trunk line are improved, but the situation of boundary overlapping and the like still occurs at the boundary of the branch line. Since the road width value is fixed and cannot completely correspond to the actual situation, referring to the overpass example, the overlapping area of the branch lines can be considered to be that two branch lines have already been converged and merged into the trunk line. Therefore, the two-dimensional projection of the two-branch bridge surface triangulation is subjected to polygon clipping operation, and all polygons are combined. The result obtained by setting the intersection of the inner boundaries of the two lines as the point O is shown in fig. 6 (d).
In order to ensure the attribute structure and the triangulation network construction mode of the original branch line as much as possible, the independent branch line structure in the intersection structure is needed to be recombined and separated. And the obtained two branch lines are assigned according to the original attributes, the road surface is generated, and the network is established according to the construction rule of the original road triangulation network. In the process, perpendicular lines are drawn from the point O to the two outer sides of the combined boundary line of the branch lines, the two perpendicular lines respectively intersect the center lines of the two branch lines one by one at the point M, N, and the drooping is P, Q, as shown in fig. 6 (e). The starting end points of the two branch roads are not changed, M, N is used as the end points of the two branch roads, and the triangulation network is re-established according to the rule in step 3, so as to obtain a new branch road triangulation network, as shown in fig. 6 (f). Taking the two branch road surfaces after the recombination separation as a cutting area, and taking the original road intersection surface as the area to be cut to carry out difference operation to obtain the rest part, namely a communication area; and (3) taking control points on two sides of the road as reference points, and taking the connected region as a constraint edge to generate a constrained Delaunay triangulation network, thereby realizing the construction of the triangulation network of the connected region. As shown in fig. 6 (g), all triangulation networks and edge line elements in the area formed by A, B, P, Q, O five points are removed, and triangulation network construction is performed again in the area to obtain an optimized ramp junction surface.
And 6, constructing an intersection bridge three-dimensional model according to the space triangulation network optimized in the step, and realizing the intersection bridge three-dimensional model by adopting a three-dimensional rendering engine OpenSceneGraph.
And 7, performing texture mapping on the overpass bridge surface lane, wherein the texture mapping pattern of the overpass bridge surface lane is determined according to the overpass width, the width of the bridge surface is 6 meters or less, the width of the bridge surface is single lane texture, the width of the bridge surface is 6 meters to 10 meters, the width of the bridge surface is double lane texture, the width of the bridge surface is 10 meters to 14 meters, the width of the bridge surface is three lane texture, the width of the bridge surface is 14 meters to 20 meters, the width of the bridge surface is four lane texture, and the width of the bridge surface is 20 meters to 24 meters, the width of the bridge surface is six lane texture.
While the invention has been described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope of the invention.
Claims (9)
1. A construction method of a three-dimensional model of an overpass is characterized in that the method constructs the three-dimensional model of the overpass according to the center line of the overpass in urban two-dimensional basic mapping data and the width of the overpass corresponding to each center line and by combining digital surface model data of an overpass area;
the data of the center line of the overpass required by modeling is broken line data; digital surface model data required for modeling is point data;
the construction method specifically comprises the following steps:
s1, extracting effective elevation points related to the elevation of the overpass from the digital surface model;
s2, finding out an actual elevation point of the overpass according to the effective elevation point, and calculating an elevation value of a control point on a center line of the overpass according to the actual elevation point;
s3, generating a flyover bridge floor space triangular net according to the height value of the control point on the center line, the center line of the flyover and the width attribute of the flyover;
s4, optimizing the triangular net connection of the cross bridge width change position;
s5, optimizing the connection of the triangular nets at the positions of the overpass ramps;
and S6, constructing an intersection bridge three-dimensional model according to the space triangular network optimized in the step.
2. The method for constructing the three-dimensional overpass model according to claim 1, further comprising texture mapping of overpass deck lanes in the three-dimensional overpass model.
3. The method for constructing the three-dimensional overpass model according to claim 1, wherein the method for extracting the effective elevation points in step S1 comprises the following steps:
respectively calculating each elevation point P in the elevation point set P i To the center line L of each overpass j In particular, due to the centre line L j Is a broken line segment composed of multiple line segments, so each elevation point P needs to be obtained i To the central line L j After completing one round of solution, the distance of each line segment in the system is recorded ij Is the elevation point P i To the centre line L j The minimum distance between the middle line segments is set as the central line L j Half of the width of the corresponding overpass is w j If dis ij ≤w j Then, the elevation point P is considered i Is the center line L of the overpass j The effective elevation point of (1).
4. The method for constructing the three-dimensional overpass model according to claim 1, wherein the step S2 of calculating the height value of the control point on the center line of the overpass is implemented as follows:
selecting overpass central line L j Effective elevation point P of i And at the center line L j Find the effective elevation point P of the distance i Nearest line segment l jk Is taken as the effective elevation point P i To line segment l jk The vertical line of the straight line is P' i ；
If depends from foot P' i Exactly at line segment l jk Above, it is's ' of foot P ' i The position is the center line L of the overpass j An actual elevation point of; if depends from foot P' i On line segment l jk In addition, effective elevation points P are respectively calculated i To line segment l jk The distance between the two end points, the end point position closest to the end point was designated as P' i And using it as the center line L of the overpass j An actual elevation point of;
and calculating the elevation value of each control point on the center line of the overpass by a linear interpolation method according to the actual elevation point, wherein the control point on the center line of the overpass is a break point on the center line of the overpass.
5. The method for constructing the three-dimensional overpass model according to claim 4, wherein the elevation value of each control point on the center line of the overpass is calculated by a linear interpolation method according to the actual elevation point in the following specific manner:
firstly, taking the central line end point of each overpass as a starting point, and establishing a road linear reference coordinate system for each central line; secondly, calculating the linear reference coordinate value of the actual elevation point of the center line of the overpass obtained in the above step under a linear coordinate system; and finally, finding two actual elevation points which are close to each folding point and are arranged in front of and behind the folding point by utilizing the linear reference coordinate values, and performing linear interpolation to obtain the elevation values of each control point of the center line of the overpass.
6. The method for constructing the three-dimensional overpass model according to claim 1, wherein the method for generating the triangular space network of the overpass deck in the step S3 is as follows:
and constructing a buffer zone by taking the center line of the overpass as an axis and taking a half of the width of the bridge deck as a radius to obtain overpass sidelines on two sides of the center line, and constructing a restrained Delaunay triangulation network by taking the elevation value of a broken line node of the overpass sideline as the elevation value of a control point on the corresponding overpass center line, taking the broken line node of the overpass sideline on two sides of the overpass as a control point and taking the overpass sideline on two sides of the overpass as a restraining edge.
7. The method for constructing the three-dimensional overpass model according to claim 1, wherein the method for optimizing the triangular mesh connection of the overpass width variation position in step S4 is as follows:
firstly, identifying the crossing position of the center lines of two overpasses, sorting roads with narrower width and roads with wider width from the roads connected with each other, removing the triangulation network of the roads with narrower width, finding the intersection point of the center line of the road with wider width and the boundary thereof, finding the center line control point of the road with narrower width according to the intersection point, finding the corresponding overpass side line control point according to the center line control point of the road with narrower width, then correspondingly connecting the side line control point of the road with the side line end control point of the road with wider width to form a polygon, and finally constructing a space triangulation network in the polygon to obtain the optimized intersection surface so as to realize the optimization of the flat connection part of the triangulation network.
8. The method for constructing the three-dimensional flyover model according to claim 1, wherein the step S5 of optimizing the connection of the triangulation network at the position of the flyover ramp sequentially comprises the following steps: trunk and branch line identification, intersection smooth transition, branch line intersection combination, branch line recombination separation and connected region construction.
9. The method for constructing the three-dimensional overpass model of claim 8, wherein the trunk-line branch identification method comprises the following steps:
the method comprises the steps of sequencing nodes in the forward and reverse sequence directions of road nodes, starting from three paths of junction points to obtain the drawn trend of the roads, then obtaining the direction vector of each road extending from the junction point according to the drawn trend, and setting the direction vector of each road along the road L from the junction point 1 、L 2 、L 3 The unit vectors of the trend are respectively e 1 ，e 2 ，e 3 For each road L i Let vector v i ＝e i -(e (i+1)mod3 +e (i-1)mod3 ) When e is defined i ＝max(e 1 ，e 2 ，e 3 ) Hour, road L i Is a main line, and a road L (i+1)mod3 And L (i-1)mod3 Is a branch line;
the method for smoothly transiting the intersection is as follows:
finding two end points of the overpass sideline of the trunk line at the intersection position, then finding the end points of the overpass sideline outside two branch lines at the intersection position, and respectively moving each branch line to the corresponding coincidence of the end point of the outer side line of the branch line and the end point of the overpass sideline at the intersection position of the trunk line, thereby realizing the smooth transition of intersection;
the branch intersection merging process is carried out after intersection smooth transition is finished, and the specific method comprises the following steps: polygon clipping is carried out on polygons formed by the side lines of the overpasses of the two branch lines, and all the polygons are combined to form a new intersection polygon;
the branch recombination separation process is carried out after branch intersection and combination are completed, and the specific method is as follows:
selecting intersection points of side lines of the flyover at the inner sides of the original two branch lines, and then making perpendicular lines from the intersection points to two sides of a combined boundary line of the branch lines, wherein the positions of the perpendicular lines intersected with the center lines of the branch lines are tail end points of separated branch lines, and the initial end points of the branch lines are unchanged, so that new branch line center lines are recombined according to the two points, and the branch line road surface is obtained by widening according to the original width;
the construction process of the connected region is carried out after the heavy component separation of the branch line is finished, and the specific method comprises the following steps:
taking the two branch road surfaces after the separation of the components as a cutting area, and taking the original road intersection surface as the area to be cut for difference operation to obtain the remaining part which is a communication area; and (3) taking control points on two sides of the road as reference points, and taking the connected region as a constraint edge to generate a constrained Delaunay triangulation network, thereby realizing the construction of the triangulation network of the connected region.
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