A design method for passenger evacuation flow lines inside comprehensive passenger transport hubs

Abstract

The present invention relates to a method for designing passenger evacuation streamlines within a comprehensive passenger transport hub, the method comprising the following steps: obtaining passenger flow distribution within the hub space and future passenger flow arrival information; obtaining geographic spatial information of various channels within the hub space, and establishing a hub internal traffic analysis network; randomly generating the opening mode of each channel, i.e., up, down, two-way or closed, to form an initial streamline plan within the hub, and estimating the time required for complete evacuation of the hub internal passenger flow according to each comprehensive passenger transport hub streamline plan in the optimized control population size; and using a genetic algorithm to update the streamline plan to form an optimal evacuation streamline. Compared with the prior art, the present method can generate an optimal evacuation plan based on the actual passenger flow evacuation demand of the hub, and minimize the time required for evacuation.

Description

Technical Field

[0001] The present invention relates to the technical field of transportation hub operation management, and in particular to a method for designing passenger evacuation streamlines within a comprehensive passenger transport hub. Background Art

[0002] Urban comprehensive passenger transport hubs are important urban spaces for the connection and transfer of different transportation routes and modes of transportation. As an important connection and transfer node for urban transportation, safety is the top priority of the management of comprehensive passenger transport hubs. The focus of safety emergency management of comprehensive passenger transport hubs is to quickly realize the evacuation of passengers from the inside of the hub to the outside in response to emergencies within the transportation hub node. According to the distribution characteristics of passenger flow within the hub, it is the key to the emergency evacuation of the hub to reasonably design the passenger evacuation flow line and reduce unnecessary time caused by flow conflicts. At present, in terms of passenger flow evacuation within urban passenger transport hubs, the main problem is that the flow line design scheme is single and the flow line design cannot be carried out according to the actual distribution of passenger flow, which may have a certain negative impact on the evacuation of hub passenger flow. Summary of the invention

[0003] The purpose of the present invention is to provide a method for designing passenger evacuation flow lines within a comprehensive passenger transport hub. According to the passenger flow distribution within the comprehensive passenger transport hub, an opening plan for the internal passages of each hub is designed, including upward, downward, two-way passage and closure, and finally a passenger emergency evacuation flow line is formed to reduce the evacuation time of passenger flow within the hub and ensure the safety of people and property.

[0004] To achieve the above object, the present invention provides the following solution:

[0005] A method for designing passenger evacuation flow lines within a comprehensive passenger transport hub, characterized in that it specifically comprises the following steps:

[0006] The first step is to obtain the passenger flow distribution in the hub space, including the number and location of existing passengers in the hub, the arrival time and scale of passengers arriving at the hub by other modes of transportation during the evacuation time, and their location information; and provide this to the third step;

[0007] The second step is to obtain the geospatial information of corridors, gates, stairs, elevators and escalators in the hub space, including length, width and capacity estimation standards, and establish a hub internal traffic analysis network; provide this to the third step;

[0008] The third step is to form the opening mode of each channel through random generation, that is, up, down, two-way or closed, to form the initial flow line plan inside the hub, and adjust the internal traffic analysis network information of the hub according to the flow line plan; determine the optimal control population size, and use the random generation method to generate the initial flow line plan of the optimal control population size for comparison and update;

[0009] The fourth step is to estimate the time required for complete evacuation of passengers within the hub for each integrated passenger hub flow plan in the optimized control population size;

[0010] The fifth step is to determine the number of iterations, crossover and mutation probabilities, and use the genetic algorithm to update the streamline solution. If the number of iterations is reached, the solution with the shortest evacuation time is the final streamline solution, otherwise the number of iterations is increased by 1 and return to the fourth step.

[0011] The method for designing passenger evacuation flow lines within a comprehensive passenger transport hub is as follows: in the first step, the passenger flow distribution in the hub space, including the number and location of existing passengers in the hub, the arrival time and scale of passengers arriving at the hub by other modes of transportation during the evacuation period, and their location information, forms a data input structure, and the data structure is: number, node number where the passenger flow is located, passenger flow scale, passenger flow generation time and other information.

[0012] In the method for designing passenger evacuation flow lines within a comprehensive passenger transport hub, in the second step, the geographic spatial information of the channel, including the length, width and capacity estimation standard, is associated with the channel information through node numbering to establish a hub internal channel network; the channel network data structure is the channel number, starting point node, end point node, channel length, capacity, and other information; each channel is laid out in a two-way traffic manner, that is, two channel information is established according to the order of the starting point and the end point.

[0013] The method for designing passenger evacuation flow lines within a comprehensive passenger transport hub takes the minimum time required for complete evacuation of passengers within the passenger transport hub as a scheme generation standard.

[0014] The fourth step of the method for designing passenger evacuation flow lines within a comprehensive passenger transport hub comprises the following steps:

[0015] Step 4.1: Obtain the initial location information of passengers and the internal traffic analysis network of the hub, set the initial number of iterations to 0, agree on the interval time represented by each iteration, and set the initial walking speed of each channel to the fastest walking speed when pedestrians are not disturbed;

[0016] Step 4.2: For each group of passengers, according to the internal traffic analysis network information of the hub, use the shortest path method to calculate the evacuation distance from the location to different exits, and estimate the evacuation time according to the basic evacuation speed, and select the path with the shortest expected evacuation time as the exit selected by this group of passengers;

[0017] Step 4.3: Increase the number of iterations by 1. Calculate the position to which each group of people will move in this iteration based on the current position of the passengers and the walking speed of each channel. If the people have reached the evacuation point in this iteration, calculate the arrival time based on the moving path and record it, and remove these people from the iteration.

[0018] Step 4.4: Update the walking speed of each channel according to the following formula based on the location of each group of passengers:

[0019]

[0020] In the formula, v i (t) is the walking speed of channel i at the tth iteration, v 0 is the fastest walking speed of passengers without interference, Q i (t) is the passenger flow of channel i at the tth iteration, c i is the capacity of channel i, and the others are the control parameters of the model.

[0021] Step 4.5: Determine whether there are still passengers who have not reached the simulated exit in this iteration. If so, return to step 4.2. If all passengers have reached the evacuation point, the latest evacuation time is taken as the longest evacuation time. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the implementation cases of the present invention or the technical solutions in the prior art, the drawings required for use in the implementation cases are briefly introduced below. The drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0023] Figure 1 is a flow chart of the present invention;

[0024] Figure 2 The internal network diagram of the hub of the implementation case of the present invention

[0025] Figure 3 The original streamline scheme of the hub for the implementation case of the present invention

[0026] Figure 4 The optimal streamline solution generated for the implementation case of the present invention DETAILED DESCRIPTION

[0027] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0028] This embodiment provides a method for designing passenger evacuation flow lines within a comprehensive passenger transport hub. Figure 1 As shown, the following steps are included:

[0029] The first step is to obtain the passenger flow distribution in the hub space, including the number and location of existing passengers in the hub, the arrival time and scale of passengers arriving at the hub by other transportation modes during the evacuation period, and their location, etc., to form a data input structure. The data structure is: number, node number of passenger flow, passenger flow scale, passenger flow generation time and other information;

[0030] The second step is to obtain the geospatial information of corridors, gates, stairs, elevators, escalators and other channels in the hub space, including length, width and capacity estimation standards, and to associate channel information through node numbers to establish a hub internal channel network. The channel network data structure is channel number, starting node, end node, channel length, capacity, other information, etc. Each channel is laid out in a two-way traffic manner, that is, two channel information is established according to the order of starting point and end point.

[0031] The third step is to form the opening mode of each channel through random generation, that is, up, down, two-way traffic or closure, to form the initial flow line plan inside the hub, and adjust the internal traffic analysis network information of the hub according to the flow line plan. Determine the optimization control population size, and use the random generation method to generate the initial flow line plan of this scale for comparison and update. The method for updating the traffic analysis network in the hub is: if it is one-way traffic, delete the data entry of the other flow direction in the channel network data table, and the traffic capacity is designed according to the one-way traffic capacity. If it is two-way traffic, according to the two-way traffic capacity, 50% of the two-way traffic capacity will be taken as the channel capacity, and the capacity of the two data corresponding to the channel will be updated. If the channel is closed, delete the two data corresponding to the channel in the network information.

[0032] The fourth step is to estimate the time required for complete evacuation of passengers within each integrated passenger transport hub flow plan. The estimation process is as follows:

[0033] Step 4.1: Obtain the initial location information of passengers and the internal traffic analysis network of the hub, set the initial number of iterations to 0, agree on the interval time represented by each iteration, and set the initial walking speed of each channel to the fastest walking speed when pedestrians are not disturbed;

[0034] Step 4.2: For each group of passengers, the evacuation distance from their location to different exits is calculated using the shortest path method based on the internal traffic analysis network information of the hub, and the evacuation time is estimated based on the basic evacuation speed. The path with the shortest expected evacuation time is selected as the exit selected by this group of passengers;

[0035] Step 4.3: Increase the number of iterations by 1. Calculate the position to which each group of people moves in this iteration based on the current position of the passengers and the walking speed of each channel. If the people have reached the evacuation point in this iteration, calculate the arrival time based on the moving path and record it, and remove these people from the iteration.

[0036] Step 4.4: Update the walking speed of each channel according to the following formula based on the location of each group of passengers:

[0037]

[0038] In the formula, v i (t) is the walking speed of channel i at the tth iteration, v 0 is the fastest walking speed of passengers without interference, Q i (t) is the passenger flow of channel i at the tth iteration, c i is the capacity of channel i, and the others are the control parameters of the model.

[0039] Step 4.5: Determine whether there are passengers who have not reached the simulated exit in this iteration. If so, return to step 2. If all passengers have reached the evacuation point, the latest evacuation time is taken as the longest evacuation time.

[0040] Step 5: Determine the number of iterations, crossover and mutation probabilities, and use genetic algorithms to update the streamline solution. If the number of iterations is reached, the solution with the shortest evacuation time is the final streamline solution, otherwise the number of iterations is increased by 1 and return to step 4.

[0041] The genetic algorithm solution process is as follows:

[0042] Step 5.1: Calculate the fitness function value of each solution according to the longest evacuation time of each streamline solution. The calculation method is as follows:

[0043] f i =max(T i )-T i +1

[0044] Where T x is the evacuation time of the xth sample, and max(T) is the maximum evacuation time of the calculation results in this round.

[0045] Step 5.2: According to the calculation of fitness function, determine the probability of each solution being screened. The calculation method is as follows:

[0046]

[0047] Step 5.3: According to the screening probability of different plans, two groups of different plans are screened each time, and the opening method of each channel is updated according to the cross-transformation probability to generate two new travel plans until all generated quantities reach the specified scale.

[0048] Through the above method provided by the present invention, it is possible to generate an optimal evacuation plan based on the actual passenger flow evacuation needs of the hub, thereby reducing the time required for evacuation to the greatest extent.

[0049] Case

[0050] This case is the arrival level of Hongqiao Railway Station, which has 8 arrival gates (2 of which are elevators) and 6 exits, as shown in the figure below. According to the actual situation of the internal space, a network model is constructed as shown in the attached figure. Figure 2 The basic properties of each channel are shown in Table 1. The entrance and exit channels are one-way channels, and the pedestrian channel is a two-way channel. The traffic capacity of the one-way channel is designed to be 5000 people / hour / meter, and the traffic capacity of the two-way channel is designed to be 4000 people / hour / meter.

[0051] Table 1 Arrival layer network model of Hongqiao Railway Station

[0052]

[0053]

[0054]

[0055]

[0056] In this case, the initial evacuation demand of all nodes is set to 50, so the initial demand is 1650 people. After the evacuation begins, assuming that all entrances still have evacuation demand input from other layers, the input demand function of each entrance is Where t∈(0,120] (unit: second), the input demand for the subsequent 2 minutes is 3530 people, and the total evacuation demand is 5180 people.

[0057] When the hub is operating normally, all pedestrian passages inside the hub are open in both directions. Figure 3 As shown. According to the evacuation time solution method described in the fourth step of the method, if the evacuation remains in its original state, the evacuation end time is 227 seconds. The streamline optimization is performed with 300 iterations and a crossover and mutation probability of 0.3. The optimized streamline is shown in Figure 4 As shown, the evacuation time of the optimal emergency evacuation plan is 172 seconds, which reduces the evacuation time by 24% compared with the initial control plan.

Claims

1. A method for designing passenger evacuation flow lines within a comprehensive passenger transport hub, characterized in that: The specific steps include: The first step is to obtain the passenger flow distribution in the hub space, including the number and location of existing passengers in the hub, the arrival time and scale of passengers arriving at the hub by other modes of transportation during the evacuation time, and their location information; and provide this to the third step; The second step is to obtain the geospatial information of corridors, gates, stairs, elevators and escalators in the hub space, including length, width and capacity estimation standards, and establish a hub internal traffic analysis network; provide this to the third step; The third step is to form the opening mode of each channel through random generation, that is, up, down, two-way or closed, to form the initial flow plan inside the hub, and adjust the internal traffic analysis network information of the hub according to the flow plan; Determine the optimal control population size, and use a random generation method to generate an initial streamline plan for the optimal control population size for comparison and update; The fourth step is to estimate the time required for complete evacuation of passengers within the hub for each integrated passenger hub flow plan in the optimized control population size; Step 5: Determine the number of iterations, crossover and mutation probabilities, and use genetic algorithms to update the streamline solution. If the number of iterations is reached, the solution with the shortest evacuation time is the final streamline solution. Otherwise, the number of iterations is increased by 1, and the process returns to step 4. The fourth step comprises the following steps: Step 4.1: Obtain the initial location information of passengers and the internal traffic analysis network of the hub, set the initial number of iterations to 0, agree on the interval time represented by each iteration, and set the initial walking speed of each channel to the fastest walking speed when pedestrians are not disturbed; Step 4.2: For each group of passengers, according to the internal traffic analysis network information of the hub, use the shortest path method to calculate the evacuation distance from the location to different exits, and estimate the evacuation time according to the basic evacuation speed, and select the path with the shortest expected evacuation time as the exit selected by this group of passengers; Step 4.3: Increase the number of iterations by 1. Calculate the position to which each group of people will move in this iteration based on the current position of the passengers and the walking speed of each channel. If the people have reached the evacuation point in this iteration, calculate the arrival time based on the moving path and record it, and remove these people from the iteration. Step 4.4: Update the walking speed of each channel according to the following formula based on the location of each group of passengers: In the formula, For Channel i No. t The walking speed at the iteration, The fastest walking speed for passengers without being disturbed. for i Channel No. t The passenger flow at the iteration, c i For Channel i The traffic capacity of the model, and the others are the control parameters of the model; Step 4.5: Determine whether there are still passengers who have not reached the simulated exit in this iteration. If so, return to step 4.

2. If all passengers have reached the evacuation point, the latest evacuation time is taken as the longest evacuation time.

2. According to the method for designing passenger evacuation flow lines within a comprehensive passenger transport hub as described in claim 1, it is characterized in that: In the first step, the passenger flow distribution in the hub space, including the number and location of existing passengers in the hub, the arrival time and scale of passengers arriving at the hub by other modes of transportation during the evacuation time, and their location information, forms a data input structure. The data structure is: number, node number where the passenger flow is located, passenger flow scale, passenger flow generation time and other information.

3. The method for designing passenger evacuation flow lines within a comprehensive passenger transport hub according to claim 1, characterized in that: In the second step, the geographic spatial information of the channel, including the length, width and capacity estimation standard, is associated with the channel information through the node number to establish a channel network inside the hub; the channel network data structure is the channel number, starting node, end node, channel length, capacity, and other information; each channel is laid out in a two-way manner, that is, two channel information is established according to the order of the starting point and the end point.

4. The method for designing passenger evacuation flow lines within a comprehensive passenger transport hub according to claim 1, characterized in that: The criterion for generating the plan is to minimize the time required for the complete evacuation of passengers within the passenger hub.

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