Method and system for estimating internal compression force of passenger flow in opposite directions at urban rail transit station

Abstract

The application provides a method and system for internal squeezing force of opposite passenger flow in urban rail transit station, belongs to the technical field of urban rail transit operation and maintenance, and constructs a passenger physical entity model; an improved social force model is combined with a particle contact model to construct a passenger force model of opposite passenger flow in the urban rail transit station; the construction of a simulation model is realized through a particle flow simulation software PFC, and the squeezing force parameter values of the conflict area of the opposite passenger flow are recorded; the initial density and the passenger quantity proportion of the bidirectional passenger flow are changed through a control variable method, the squeezing force parameter values under different initial passenger flow conditions are recorded, and the quantitative relationship between the internal squeezing force of the opposite passenger flow and the initial density and the passenger quantity proportion of the passenger flow is obtained through function fitting. The application more specifically describes the force of the passengers in the opposite passenger flow, establishes the quantitative relationship between the internal squeezing force parameter of the opposite passenger flow and the initial density and the passenger quantity proportion of the passenger flow, and realizes the conversion between the micro squeezing force parameter of the passenger flow and the macro traffic characteristic parameter.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of urban rail transit operation and maintenance, and particularly relates to a method and system for quantifying internal pressing force of opposite passenger flow in urban rail transit station. BACKGROUND

[0002] In the existing research on passenger flow risk in urban rail transit station, the passenger flow aggregation risk is described from the indexes of density, speed and evacuation time, but the calculation of the indexes and the threshold division lack quantitative basis, and the quantitative relationship between the indexes and the passenger flow aggregation risk is not studied. According to the analysis of the characteristics of passenger flow accidents in urban rail transit station, the pressing force generated by the mutual contact between passengers in the state of high aggregation passenger flow is the key factor to induce passenger flow accidents such as pressing, falling and so on. During the movement of passengers, the passengers will contact with the surrounding passengers and obstacles such as walls to generate pressing, and the pressing force exceeding the bearing capacity of the human body can lead to passenger falling, injury or even suffocation death, that is, the greater the pressing force, the greater the risk.

[0003] Some scholars combine the particle discrete element method with the social force model to analyze the station passenger flow simulation from the perspective of passenger force, but most of them simulate the one-way flow scene, lack of quantitative analysis of the macro motion parameters and pressing force of opposite flow, and secondly, these scholars simplify the social force model in the research process, and the description of passenger micro behavior is not comprehensive enough, which lacks certain persuasiveness. SUMMARY

[0004] The present application aims to provide a method and system for quantifying internal pressing force of opposite passenger flow in urban rail transit station to solve at least one technical problem in the background.

[0005] In order to achieve the above-mentioned purpose, the present application adopts the following technical solutions:

[0006] On the one hand, the present application provides a method for quantifying internal pressing force of opposite passenger flow in urban rail transit station, comprising:

[0007] Step S1: constructing a passenger physical entity model;

[0008] Step S2: combining the improved social force model with the particle contact model to construct a passenger force model of opposite passenger flow in urban rail transit station;

[0009] Step S3: constructing the simulation model by using the particle flow simulation software PFC, and recording the pressing force parameter value in the conflict area of opposite passenger flow;

[0010] Step S4: By changing the initial density and passenger number ratio of bidirectional passenger flow using the controlled variable method, repeat step S3 and record the squeezing pressure parameter values ​​under different initial passenger flow conditions. The quantitative relationship between the squeezing pressure inside the bidirectional passenger flow and the initial density and passenger number ratio of the passenger flow is obtained through function fitting.

[0011] Preferably, constructing a passenger physical entity model includes:

[0012] Considering the dynamic space of passengers in front and behind, passengers are abstracted as circular particles on a two-dimensional plane with the maximum shoulder width of the passenger as the diameter, and an individual spatial model of the passenger is constructed.

[0013] The Hertz-Mindlin contact model, a nonlinear stiffness soft sphere model, was selected from the contact models to simulate the contact characteristics between passengers and between passengers and the wall.

[0014] Preferably, the forces acting on passengers in the opposite direction at the urban rail station include self-driving force. Considering that passengers cannot clearly see the target location, the expected speed is affected by the actual speed of passengers in the expected direction of movement. The calculation formula is as follows:

[0015]

[0016]

[0017]

[0018]

[0019] in, Driven by individual passenger needs; For passengers Equivalent quality; For passengers The reaction time; for Passengers at all times Expected speed after being affected by other passengers; for Passenger's actual speed vector at any given moment; For passengers Initial expected speed; for The passenger's expected direction of movement at any given moment; For passengers The expected target location; For passengers Current actual location; For passengers Average speed of other passengers in the desired direction, passing passengers Expected direction and passengers the angle between the direction of the passenger's connection to other passengers and the direction of the other passenger's connection to other passengers the direction in which the passenger expects to move the passenger's conformity coefficient , the passenger's expected speed is not affected by other passengers the greater the value, the more obvious the conformity the passenger's expected speed is affected by other passengers the number of other passengers in the affected range after the improvement is zero, indicating that the passenger can clearly see the target point, and the expected speed is the initial expected speed, and the value is not zero, indicating that the passenger's expected speed is affected by other passengers in the affected range, and the value is .

[0020] Preferably, the force on the passenger of the opposite passenger flow at the urban rail station also includes the interaction force between passengers, including repulsion, avoidance and contact force, the repulsion and avoidance are realized through the FISH language self-defined function in PFC, and the contact force is automatically calculated by using the built-in contact model of PFC software.

[0021] Preferably, the force on the passenger of the opposite passenger flow at the urban rail station also includes the interaction force between passengers and walls, including psychological repulsion and physical contact force, the psychological repulsion is realized through the FISH language self-defined function in PFC, and the physical contact force is automatically calculated by using the built-in contact model of PFC software.

[0022] Preferably, the construction of the simulation model is realized by using the particle flow simulation software PFC, and the parameter values of the extrusion force in the conflict area of the opposite passenger flow are recorded, including:

[0023] The boundary conditions are set, the wall, handrail, fence and other entities in the actual station are simulated by generating wall entities, and the simulation scene of the opposite passenger flow at the urban rail transit station is constructed;

[0024] The passenger particles are generated by the ball command and the passenger related attributes are given;

[0025] The contact model type between the passenger particles and between the passenger and the wall is specified as the Hertz contact model and the related parameters are given;

[0026] The fish language is used to define the self-driving force, repulsion between passengers, avoidance and repulsion function between passengers and walls;

[0027] The self-driving force, repulsion and avoidance functions are loaded, the resultant force other than the contact force on the passenger is calculated, and the passenger particles are given;

[0028] The values of the extrusion force parameter in the conflict area of the opposite passenger flow changing with time are recorded.

[0029] In a second aspect, the present application provides a system for quantifying internal compression force of opposite-direction passenger flow in urban rail transit station, comprising:

[0030] A first construction module for constructing a passenger physical entity model;

[0031] A second construction module for combining the improved social force model with the particle contact model to construct a passenger force model of opposite-direction passenger flow in urban rail transit station;

[0032] A third construction module for constructing a simulation model through a particle flow simulation software PFC, and recording compression force parameter values in the conflict area of opposite-direction passenger flow;

[0033] A fitting module for changing the initial density of bidirectional passenger flow and the passenger number proportion through a control variable method, repeatedly recording the compression force parameter values in the conflict area of opposite-direction passenger flow, recording the compression force parameter values under different initial passenger flow conditions, and obtaining a quantitative relationship between the internal compression force of opposite-direction passenger flow and the initial density of passenger flow and the passenger number proportion through function fitting.

[0034] In a third aspect, the present application provides a non-transitory computer readable storage medium for storing computer instructions, which are executed by a processor to implement the method for quantifying internal compression force of opposite-direction passenger flow in urban rail transit station.

[0035] In a fourth aspect, the present application provides a computer program product comprising a computer program, which, when running on one or more processors, is used to implement the method for quantifying internal compression force of opposite-direction passenger flow in urban rail transit station.

[0036] In a fifth aspect, the present application provides an electronic device comprising a processor, a memory and a computer program; wherein the processor is connected with the memory, and the computer program is stored in the memory; when the electronic device is running, the processor executes the computer program stored in the memory, so that the electronic device executes instructions for implementing the method for quantifying internal compression force of opposite-direction passenger flow in urban rail transit station.

[0037] The application has the advantages that: a passenger physical entity model is constructed from the aspects of individual space demand and contact characteristics of passengers, passenger forces in opposite passenger flow are described in detail from the aspects of self-driving force, interaction force between passengers, and interaction force between passengers and walls, behaviors such as braking, avoiding, and contacting in the passenger movement process are described, professional particle flow software PFC2D is used to realize micro-simulation of opposite passenger flow in a city rail transit station, by recording parameter values of pressing force under different initial conditions, a quantitative relationship between internal pressing force parameters of opposite passenger flow and initial density and passenger quantity proportion of passenger flow is established, conversion of micro-simulation pressing force parameters and macro-traffic characteristic parameters of passenger flow is realized, and quantitative basis can be provided for risk evaluation of opposite passenger flow in the city rail transit station.

[0038] The advantages of the additional aspects of the application will become more apparent from the following description, or will be understood by practice of the application. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to more clearly illustrate the technical solutions of the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiment description. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative effort on the basis of these drawings.

[0040] Figure 1 The embodiment of the application described the implementation flow chart of the internal pressing force quantization method of opposite passenger flow in the city rail transit station.

[0041] Figure 2 The embodiment of the application described the passenger individual space model schematic diagram.

[0042] Figure 3 The embodiment of the application described the schematic diagram of the influence of other passengers on the expected speed of the self-driving force of passengers.

[0043] Figure 4 The embodiment of the application described the schematic diagram of the interaction range of the repulsive force between passengers.

[0044] Figure 5 The embodiment of the application described the schematic diagram of the judgment of the transverse distance between passengers.

[0045] Figure 6 The embodiment of the application described the schematic diagram of the interaction condition of the repulsive force between passengers and walls.

[0046] Figure 7 The embodiment of the application described the mixed stair scene schematic diagram.

[0047] Figure 8 The embodiment of the application described the mixed stair area opposite passenger flow dynamic simulation process screenshot. DETAILED DESCRIPTION

[0048] Embodiments of the present application are described in detail below with reference to the attached drawing figures, wherein like reference numerals identify like elements in the figures, and wherein the embodiments described are but a few of the embodiments that can be implemented. Embodiments described below are described in connection with the figures, which are not drawn to scale, and in which:

[0049] As will be understood by those skilled in the art, unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0050] It should also be understood that terms such as those defined in a dictionary, should be interpreted as having a meaning that is consistent with their meaning in the context of the specification and relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined.

[0051] As will be understood by those skilled in the art, unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0052] In the description of the specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, the skilled person in the art can combine and combine the features of different embodiments or examples described in the specification and the features of different embodiments or examples, without contradiction.

[0053] In order to facilitate the understanding of the present application, the present application is further explained and described below in specific embodiments in conjunction with the drawings, and the specific embodiments do not constitute a limitation on the embodiments of the present application.

[0054] Those skilled in the art should understand that the drawings are only schematic diagrams of the embodiments, and the components in the drawings are not necessarily necessary for the implementation of the present application.

[0055] Embodiment 1

[0056] The present embodiment 1 provides a city rail transit station counter passenger flow internal squeezing force system, comprising:

[0057] a first construction module configured to construct a passenger physical entity model;

[0058] a second construction module configured to combine an improved social force model and a particle contact model to construct a passenger force model of a counter-flow in a rail transit station;

[0059] a third construction module configured to implement construction of a simulation model by using a particle flow simulation software PFC and record a pressing force parameter value in a conflict area of the counter-flow;

[0060] a fitting module configured to change an initial density of the counter-flow and a passenger quantity ratio by using a control variable method, repeatedly record the pressing force parameter value in the conflict area of the counter-flow, record the pressing force parameter value under different initial passenger flow conditions, and obtain a quantitative relationship between the pressing force inside the counter-flow and the initial density of the counter-flow and the passenger quantity ratio by function fitting.

[0061] In this embodiment 1, the system is used to implement a quantitative method for the pressing force inside the counter-flow in the rail transit station, which includes the following steps:

[0062] Step S1: Constructing a passenger physical entity model;

[0063] Step S2: Combining an improved social force model and a particle contact model to construct a passenger force model of a counter-flow in a rail transit station;

[0064] Step S3: Implementing construction of a simulation model by using a particle flow simulation software PFC and recording a pressing force parameter value in a conflict area of the counter-flow;

[0065] Step S4: Changing an initial density of the counter-flow and a passenger quantity ratio by using a control variable method, repeatedly performing Step S3, recording the pressing force parameter value under different initial passenger flow conditions, and obtaining a quantitative relationship between the pressing force inside the counter-flow and the initial density of the counter-flow and the passenger quantity ratio by function fitting.

[0066] The passenger physical entity model includes the following steps:

[0067] Considering a dynamic space in front of and behind the passenger, the passenger is abstracted as a circular particle with a maximum shoulder width of the passenger as a diameter on a two-dimensional plane to construct a passenger individual space model;

[0068] A nonlinear stiffness soft ball model Hertz-Mindlin contact model in the contact model is selected to simulate contact characteristics between passengers and between passengers and walls.

[0069] The passenger force of the counter-flow in the rail transit station includes a self-driving force. When the passenger cannot obviously see a target position, an expected speed is affected by an expected movement direction of the passenger actual speed, and a calculation formula is as follows:

[0070]

[0071]

[0072]

[0073]

[0074] in, Driven by individual passenger needs; For passengers Equivalent quality; For passengers The reaction time; for Passengers at all times Expected speed after being affected by other passengers; for Passenger's actual speed vector at any given moment; For passengers Initial expected speed; for The passenger's expected direction of movement at any given moment; For passengers The expected target location; For passengers Current actual location; For passengers Average speed of other passengers in the desired direction, passing passengers Expected direction and passengers The angle between the lines pointing to other passengers determines whether other passengers are located within the passenger area. In the desired direction; For passenger conformity coefficient, , This indicates that passengers expect their speed to be unaffected by those around them. The higher the value, the more pronounced the herd mentality. Indicates passenger The number of other passengers within the improved influence range is zero, indicating that passengers can clearly see the target point and their expected speed is the initial expected speed. A non-zero value indicates that the passenger's expected speed is affected by the influence of other passengers within the influence range, with a value of [value missing]. .

[0075] The forces experienced by passengers in the opposite direction at urban rail stations also include the forces between passengers, which include repulsive forces, avoidance forces, and contact forces. The repulsive and avoidance forces are implemented using custom functions in the FISH language of PFC, while the contact forces are automatically calculated using the contact model built into the PFC software.

[0076] The force of the passengers in the opposite direction of the passenger flow in the urban rail station also includes the interaction force between the passengers and the wall, which includes the psychological repulsion force and the physical contact force. The psychological repulsion force is realized by the FISH language self-defined function in PFC, and the physical contact force is automatically calculated by using the contact model built in PFC software.

[0077] The repulsion force between the passengers and the wall: when the distance between the passengers and the wall is less than the psychological demand space and the collision may occur, the passengers will take the deceleration braking and other ways to keep the distance from the wall, that is, the wall generates the repulsion force on the passengers. The calculation formula is as follows.

[0078]

[0079]

[0080]

[0081] wherein, is the repulsion force between the passengers and the wall; is the psychological repulsion force strength between the passengers and the wall; is the repulsion force action range between the passengers and the wall; is the radius of the passenger; is the shortest distance between the passengers and the wall; is the repulsion force direction between the passengers and the wall, which is the unit vector of the wall pointing to the passengers and perpendicular to the wall. is the relative velocity difference between the passengers and the wall, is the relative velocity difference between the passengers and the wall, that is, the maximum speed of the passengers; is the velocity difference sensitivity coefficient; is the psychological demand space distance between the passengers and the wall; is the angle between the speed direction of the passengers and the direction of the passengers pointing to the wall. The cosine value greater than 0 indicates that the passengers have the trend to move to the wall direction, which may generate the repulsion force, and vice versa. The simulation model is realized by the particle flow simulation software PFC, and the extrusion force parameter values in the conflict area of the opposite passenger flow are recorded, including: The boundary conditions are set, the wall entity is generated to simulate the actual wall, handrail, fence and other entities in the station, and the simulation scene of the opposite passenger flow in the urban rail station is constructed;

[0082] The passenger particles are generated by the ball command and the passenger related attributes are given;

[0083] The boundary conditions are set, the wall entity is generated to simulate the actual wall, handrail, fence and other entities in the station, and the simulation scene of the opposite passenger flow in the urban rail station is constructed;

[0084] The passenger particles are generated by the ball command and the passenger related attributes are given;

[0085] ​​​The contact model type between passenger particles and between the passenger and the wall is specified as the Hertz contact model, and the related parameters are given.

[0086] The self-driving force, the repulsive force between passengers, the avoidance force, and the repulsive force function between the passenger and the wall are defined using the fish language;

[0087] The self-driving force, the repulsive force, and the avoidance force functions are loaded, the resultant force other than the contact force on the passenger is calculated, and the passenger particle is assigned;

[0088] The value of the pressing force parameter in the conflict area of the counter passenger flow is recorded over time.

[0089] Embodiment 2

[0090] The embodiment 2 provides a method for quantifying the internal pressing force of the counter passenger flow in an urban rail transit station, which specifically comprises the following steps:

[0091] S1: Constructing a passenger physical entity model;

[0092] S2: Combining the improved social force model with the particle contact model to construct a passenger force model of the counter passenger flow in the urban rail station;

[0093] S3: Realizing the construction of the simulation model through the particle flow simulation software PFC, and recording the pressing force parameter value in the conflict area of the counter passenger flow;

[0094] S4: Changing the initial density and passenger quantity proportion of the bidirectional passenger flow through the control variable method, repeating S3, recording the pressing force parameter value under different initial passenger flow conditions, and obtaining the quantitative relationship between the internal pressing force of the counter passenger flow and the initial density and passenger quantity proportion of the passenger flow through function fitting.

[0095] The S1 specifically comprises:

[0096] (1) Passenger individual space model

[0097] During the movement of the passenger, in the low-density case, the passenger has a certain walking space in front and behind; in the high-density case, the passenger has a higher acceptance degree of contact on the left and right sides than on the front and back sides, and tends to maintain his own space through arm support, so the field range of the passenger is closer to a circular shape, and the circular particle model is relatively simple to calculate, which can effectively improve the passenger flow simulation efficiency. Therefore, considering the dynamic space in front and behind of the passenger, the passenger is abstracted as a circular particle with the maximum shoulder width of the passenger as the diameter on a two-dimensional plane.

[0098] (2) Passenger contact model

[0099] In actual motion, the contact force experienced by passengers is limited and the magnitude of the force increases nonlinearly with the compression distance. This invention selects the Hertz-Mindlin contact model, a nonlinear stiffness soft sphere model, to simulate the contact characteristics between passengers and between passengers and the wall.

[0100] S2 specifically includes:

[0101] The forces experienced by passengers traveling in opposite directions at urban rail transit stations can be divided into three aspects:

[0102] (1) Self-driving force

[0103] Considering that passengers cannot clearly see the target location, the expected speed is affected by the passenger's actual speed in the expected direction of movement. The calculation formula is as follows:

[0104] (1)

[0105] (2)

[0106] (3)

[0107] (4)

[0108] in, Driven by individual passenger needs; For passengers Equivalent quality; For passengers The reaction time; for Passengers at all times Expected speed after being affected by other passengers; for Passenger's actual speed vector at any given moment; For passengers Initial expected speed; for The passenger's expected direction of movement at any given moment; For passengers The expected target location; For passengers Current actual location; For passengers Average speed of other passengers in the desired direction, passing passengers Expected direction and passengers The angle between the lines pointing to other passengers determines whether other passengers are located within the passenger area. In the desired direction; For passenger conformity coefficient, , This indicates that passengers expect their speed to be unaffected by those around them. The larger the value, the more obvious the herd mentality is; represents the passenger The number of other passengers in the influence range after improvement is zero, which means that the passenger can obviously see the target point, and the expected speed is the initial expected speed, and the non-zero value means that the passenger's expected speed is affected by other passengers in the influence range, and the value is .

[0109] (2) Inter-pedestrian force

[0110] The inter-pedestrian force includes repulsion, avoidance and contact force, among which the repulsion and avoidance are realized by the FISH language self-defined function in PFC, and the contact force is automatically calculated by using the built-in contact model of PFC software.

[0111] 1) Inter-pedestrian repulsion

[0112] Considering the distance between passengers, the positional relationship and the relative speed, the improved passenger The repulsion force expression of passenger is as follows:

[0113] (5)

[0114] (6)

[0115] (7)

[0116] (8)

[0117] Among them, is the repulsion force of passenger to passenger ; is the force intensity; is the action range constant; , are the particle radii of passenger and passenger ; is the distance between the centers of passenger and ; is the unit vector of passenger pointing to passenger ; is the angle between the center line of passenger and and the actual speed direction of passenger ; is the anisotropic form factor, with a value range of [0, 1]; is the repulsion force of passenger The passenger Normal velocity difference, ; The passenger The passenger Tangential velocity difference, Wherein The unit vector perpendicular to ; The passenger The passenger The maximum speed difference value of the passenger, related to the maximum speed of the passenger, ; , The normal velocity difference and the tangential velocity difference sensitivity coefficient, respectively; The passenger psychological demand space distance.

[0118] 2) Avoidance force

[0119] The avoidance force constructed in this embodiment is mainly aimed at the "positive collision" phenomenon between passengers which cannot be solved by the repulsive force component, and realizes the effective avoidance of the opposite passengers with small or even zero lateral distance. Since the avoidance force is a supplement to the psychological repulsion force between passengers, it is considered that the two forces belong to the same dimension. In addition, since the avoidance force is generated when the lateral distance between the two passengers is small, the size of the avoidance force does not consider anisotropy, only the relative velocity is considered, and the specific expression is as follows:

[0120] (9)

[0121] (10)

[0122] (11)

[0123] (12)

[0124] , (13)

[0125] Wherein, The avoidance force between passengers; The action intensity coefficient, taking the value of [0, 1]; The unit vector perpendicular to the passenger connecting line direction, considering the right inclination of the passenger walking, which points to the right side of the passenger's forward direction; The passenger The angle between the velocity direction of the passenger Points to the direction of the mass center connecting line of ; The angle between the velocity direction of the passenger And The angle between the velocity direction of the passenger The collision avoidance distance of the opposite passenger; This represents the absolute value of the lateral distance between passengers. The lateral distance threshold that generates a dodge force for passengers.

[0126] (3) Force between passenger and wall

[0127] The forces between the passenger and the wall include psychological repulsion and physical contact forces. The psychological repulsion is implemented through a custom function in the FISH language of PFC, while the physical contact force is automatically calculated using the contact model built into the PFC software.

[0128] Repulsive force between passenger and wall: When the distance between the passenger and the wall is less than the psychologically required space and a collision is possible, the passenger will take measures such as deceleration and braking to maintain the distance from the wall. That is, the wall exerts a repulsive force on the passenger. The calculation formula is as follows.

[0129] (14)

[0130] (15)

[0131] (16)

[0132] in, The repulsive force between the passenger and the wall; The intensity of psychological repulsion between the guest and the wall; The range of the repulsive force between the passenger and the wall; For passengers radius; For passengers The shortest distance to the wall; For passengers The direction of the repulsive force from the wall is from the wall towards the passenger. And a unit vector perpendicular to the wall. The difference in relative speed between the passenger and the wall, ; This is the difference in relative speed between the passenger and the wall, i.e., the passenger's maximum speed; For rate difference sensitivity coefficient; To provide passengers with the psychological need for spatial distance between themselves and the wall; Let θ be the angle between the direction of the passenger's velocity and the direction the passenger is pointing towards the wall. If any other chord value is greater than 0, it indicates that the passenger has a tendency to move towards the wall, which may generate a repulsive force. Otherwise, there is no repulsive force.

[0133] S3 specifically includes:

[0134] S31: Set boundary conditions and generate wall entities to simulate the actual station's walls, handrails, fences, and other entities, and construct a simulation scenario of the opposite passenger flow in an urban rail transit station.

[0135] S32: Generate passenger particles and give passenger related attributes by ball command;

[0136] S33: Specify the contact model type between passenger particles and between passenger and wall as hertz contact model and give related parameters;

[0137] S34: Define self-driving force, repulsion force between passengers, avoidance force and repulsion force function between passengers and wall by fish language;

[0138] S34: Load self-driving force, repulsion force, avoidance force function, calculate the total force on the passenger except contact force and give the passenger particle, that is:

[0139] (17)

[0140] S35: Record the value of the compression force parameter in the conflict area of the counter passenger flow over time.

[0141] In summary, in this embodiment, the passenger physical entity model is constructed from two aspects of passenger individual space demand and contact characteristics, the forces on passengers in counter passenger flow are described in detail from three aspects of self-driving force, passenger interaction force and passenger-wall interaction force, the behaviors such as braking, avoidance and contact in the passenger movement process are described, the micro-simulation of counter passenger flow in urban rail transit station is realized by using professional particle flow software PFC2D, the quantitative relationship between internal compression force parameter of counter passenger flow and initial density and passenger number ratio of passenger flow is established by recording the value of compression force parameter under different initial conditions, the conversion of micro-compression force parameter of passenger flow and macro-traffic characteristic parameter is realized, which can provide quantitative basis for the risk assessment of counter passenger flow in urban rail transit station.

[0142] Embodiment 3

[0143] In this embodiment 3, a kind of internal compression force quantitative method of counter passenger flow in urban rail transit station is provided, referring to Figure 1 , which comprises the following steps:

[0144] S1: Construct passenger physical entity model;

[0145] S2: Combine improved social force model with particle contact model to construct passenger force model of counter passenger flow in urban rail station;

[0146] S3: Realize the construction of simulation model by particle flow simulation software PFC, and record the value of compression force parameter in conflict area of counter passenger flow;

[0147] S4: Change the initial density and passenger number ratio of bidirectional passenger flow by control variable method, repeat S3, record the value of compression force parameter under different initial passenger flow conditions, and obtain the quantitative relationship between internal compression force of counter passenger flow and initial density and passenger number ratio of passenger flow by function fitting.

[0148] S1 specifically includes:

[0149] (1) Passenger individual space model

[0150] Taking into account both the static and dynamic space requirements of passengers, such as Figure 2 As shown, passengers are abstracted as circular particles on a two-dimensional plane with a diameter equal to the passenger's maximum shoulder width.

[0151] (2) Passenger contact model

[0152] In actual motion, the contact force experienced by passengers is limited and the magnitude of the force increases nonlinearly with the compression distance. This invention selects the Hertz-Mindlin contact model, a nonlinear stiffness soft sphere model, to simulate the contact characteristics between passengers and between passengers and the wall.

[0153] S2 specifically includes:

[0154] The forces experienced by passengers traveling in opposite directions at urban rail transit stations can be divided into three aspects:

[0155] (1) Self-driving force

[0156] The specific steps for calculating self-driving force include:

[0157] Step 1: Determine the passenger To determine if there are other passengers ahead in the expected direction of movement, set a counter variable. Iterate through the location information of other passengers, if the passenger Expected direction and passengers If the cosine of the angle between the lines pointing to other passengers is greater than 0, then let... Otherwise, it remains unchanged; according to The value determines the conformity coefficient. The value is determined by the following formula:

[0158] (18)

[0159] Step 2: Based on passengers The actual speed of other passengers in the expected direction of movement is adjusted. Expected speed, such as Figure 3 As shown, the expression for the desired velocity is:

[0160] (19)

[0161] (20)

[0162] Step 3: According to passengers Calculate passenger speed based on adjusted expected speed and actual speed. The driving force is expressed as:

[0163] (twenty one)

[0164] (2) Forces between passengers

[0165] The forces between passengers include three aspects: repulsive force, avoidance force, and contact force. The repulsive force and avoidance force are implemented through custom functions in the FISH language of PFC, while the contact force is automatically calculated using the contact model built into the PFC software.

[0166] 1) Repulsive force between passengers

[0167] The specific steps for calculating the repulsive force between passengers include:

[0168] Step 1: Determine the passenger Whether it is located in the space that meets the psychological needs of passengers, such as Figure 4 As shown, the distance between passenger surfaces can be used to determine this, and the judgment expression is as follows:

[0169] (twenty two)

[0170] Step 2: Consider anisotropy and calculate passenger... point to Central connection with passengers The cosine of the angle between the actual velocity directions is used to determine the relative positions of passengers at different locations. The repulsive force influence coefficient is expressed as follows:

[0171] (twenty three)

[0172] Step 3: Considering the relative speed between passengers, calculate the passenger... and The difference between normal and tangential velocities is used to calculate the influence coefficient of relative velocity on the repulsive force between passengers. The expression is as follows:

[0173] (twenty four)

[0174] Step 4: Calculate passengers For passengers The repulsive force is expressed as:

[0175] (25)

[0176] 2) Avoidance force

[0177] The specific steps for calculating the avoidance force between passengers include:

[0178] Step 1: Determine the passenger whether the passenger is located in the passenger forward direction, which can be determined by the passenger speed direction and the passenger pointing the angle between the center of mass connecting line and the passenger judgment, the judgment expression is as follows:

[0179] (26)

[0180] Step 2: determine whether the passenger is moving towards the passenger and the passenger whether it is opposite motion, this condition can be determined by the passenger and the angle between the speed direction and the passenger judgment, the judgment expression is as follows:

[0181] (27)

[0182] Step 3: determine whether the passenger is located in the passenger avoidance distance inside, the judgment expression is as follows:

[0183] (28)

[0184] Step 4: determine whether the transverse distance between passengers is less than the threshold value, as shown in Figure 5 the judgment expression is as follows:

[0185] , (29)

[0186] Step 5: calculate the avoidance force of the passenger on the passenger , the specific expression is as follows:

[0187] (30)

[0188] (3) the force between the passenger and the wall

[0189] The force between the passenger and the wall includes psychological repulsion and physical contact force. The psychological repulsion is realized by the FISH language self-defined function in PFC, and the physical contact force is automatically calculated by using the built-in contact model of PFC software.

[0190] The specific steps for calculating the repulsive force between the passenger and the wall include:

[0191] Step 1: determine whether the distance between the passenger and the wall is less than the psychological space distance, as shown in Figure 6 the judgment expression is as follows: ​​

[0192] (31)

[0193] Step2: determine whether the passenger has a tendency to move towards the wall, as shown in Figure 6 , the passenger speed direction and the passenger direction to the wall angle cosine value can be used to determine the judgment, the judgment expression is as follows:

[0194] (32)

[0195] Step3: calculate the repulsive force of the wall to the passenger , the specific expression is as follows:

[0196] (33)

[0197] The S3 specifically includes:

[0198] (1) generate wall entity, the embodiment of the present application takes mixed stair as the simulation scene, as shown in Figure 7 , realize the micro simulation of the passenger flow of the urban rail transit station;

[0199] (2) as shown in Figure 7 , generate passenger particles in the two side horizontal areas, and give the passenger number, radius, mass, distribution range, initial speed and other attributes;

[0200] (3) specify the contact model type between passenger particles and between passenger and wall as hertz contact model, give the required parameters of hertz contact model: shear modulus, poisson's ratio and friction coefficient;

[0201] (4) define self-driving force, passenger repulsion force, avoidance force and passenger and wall repulsion force functions by using fish language;

[0202] (5) load self-driving force, repulsion force and avoidance force functions, calculate the resultant force of the passenger except the contact force and give the passenger particles, drive the passenger particles to move, realize the dynamic simulation of the mixed stair area to the passenger flow, as shown in Figure 8 .

[0203] (6) record the value of the time-varying value of the extrusion force parameter of the counter flow conflict area.

[0204] The S4 specifically includes:

[0205] (1) initial passenger flow density

[0206] The initial passenger flow density refers to the ratio of the total number of uplink and downlink passengers to the mixed-flow staircase area. The initial passenger flow density is changed by changing the total number of passenger particles generated in the two horizontal areas. When the proportion of passengers on the left and right sides is 1:1, the different initial passenger flow density setting methods are shown in Table 1:

[0207] Table 1 Initial passenger flow density setting of mixed-flow staircase area

[0208] Left side passenger count Right side passenger count Total passenger count Initial passenger density (p / m 2 ]) 10 10 20 1 20 20 40 2 30 30 60 3 40 40 80 4 50 50 100 5 60 60 120 6

[0209] (2) Proportion of two-way passenger number

[0210] The proportion of two-way passenger number refers to the proportion of the passenger number on the side with fewer passengers to the total number of passenger particles generated. The proportion of passenger number is changed by changing the number of passenger particles generated in the two horizontal areas. When the total number of passengers is 100, the different proportion of two-way passenger number setting methods are shown in Table 2:

[0211] Table 2 Proportion of passenger number setting of mixed-flow staircase area

[0212] Total passenger count Left side passenger count Right side passenger count Bidirectional passenger count ratio 100 100 0 0 100 90 10 0.1 100 80 20 0.2 100 70 30 0.3 100 60 40 0.4 100 50 50 0.5

[0213] The relationship between the maximum compression force and the passenger flow aggregation density and the proportion of two-way passengers is studied by the control variable method. Table 3 shows part of the simulation output results:

[0214] Table 3 Maximum compression force value under different initial conditions in mixed-flow staircase area (part)

[0215] Initial passenger density (p / m 2 ]) Passenger count ratio (m / s) Maximum crush force (N) 1 0.5 0 1 0.4 0 1 0.3 172.61 1 0.2 104.92 1 0.1 99.69 1 0 45.51 2 0.5 86.04 2 0.4 258.75 2 0.3 167.3 2 0.2 287.68 2 0.1 145.31 2 0 98.54 3 0.5 490.5 3 0.4 408.71 3 0.3 521.11 3 0.2 393.02 3 0.1 385.54 3 0 140.04 4 0.5 557.48 4 0.4 826.12 4 0.3 766.3 4 0.2 772.9 4 0.1 413.78 4 0 228.73 5 0.5 621.23 5 0.4 1024.57 5 0.3 823.88 5 0.2 789.35 5 0.1 645.22 5 0 338.1 6 0.5 1926.05 6 0.4 1153.03 6 0.3 1318.07 6 0.2 1169.08 6 0.1 795.5 6 0 336.89

[0216] Through function fitting, the quantitative relationship between the maximum compression force of the mixed-flow staircase area and the initial passenger flow density and the proportion of two-way passenger number is obtained as follows:

[0217] (34)

[0218] The goodness of fit R 2 is 0.94, which is good and can be used to describe the relationship between the maximum compression force and the initial passenger flow density and the proportion of two-way passenger number.

[0219] ​In summary, the embodiment constructs a passenger physical entity model according to the particle properties and the contact model in the discrete element method, abstracts the passengers as rigid spherical particles with the maximum shoulder width as the diameter, and selects the Hertz-Mindlin contact model to depict the contact characteristics between the passengers; the influence of the surrounding passenger speed, the relative speed and other factors on the force range, the expected speed, the psychological repulsion force and the avoidance force in the basic social force model is considered to improve the calculation; secondly, the particle flow simulation software PFC is used to realize the dynamic simulation of the opposite passenger flow risk and the monitoring of the extrusion force parameters in the mixed stairway scene; finally, the initial conditions of the opposite passenger flow are changed by the control variable method, the maximum extrusion force data under different initial passenger flow densities and the proportion of the number of two-way passengers are recorded, and the quantitative relationship is obtained by fitting the function.

[0220] Through example application analysis, the results show that this method has certain practical value and can provide quantitative basis for the opposite passenger flow risk evaluation of the urban rail transit station.

[0221] Embodiment 4

[0222] The embodiment 4 of the present application provides a non-transitory computer readable storage medium for storing computer instructions, which, when executed by a processor, realizes the internal extrusion force quantification method of the opposite passenger flow in the urban rail transit station, and the method comprises the following steps:

[0223] Step S1: constructing a passenger physical entity model;

[0224] Step S2: combining the improved social force model with the particle contact model to construct a passenger force model of the opposite passenger flow in the urban rail transit station;

[0225] Step S3: constructing a simulation model by using the particle flow simulation software PFC and recording the extrusion force parameter values in the conflict area of the opposite passenger flow;

[0226] Step S4: changing the initial density and the proportion of the number of passengers in the two-way passenger flow by the control variable method, repeating step S3, recording the extrusion force parameter values under different initial passenger flow conditions, and obtaining the quantitative relationship between the internal extrusion force of the opposite passenger flow and the initial density and the proportion of the number of passengers by function fitting.

[0227] Embodiment 5

[0228] The embodiment 5 of the present application provides a computer program (product) comprising a computer program, which, when running on one or more processors, is used to realize the internal extrusion force quantification method of the opposite passenger flow in the urban rail transit station, and the method comprises the following steps:

[0229] Step S1: constructing a passenger physical entity model;

[0230] Step S2: the improved social force model is combined with the particle contact model to construct a passenger force model of the counter passenger flow in the urban rail transit station;

[0231] Step S3: the construction of the simulation model is realized by using the particle flow simulation software PFC, and the extrusion force parameter value in the conflict area of the counter passenger flow is recorded.

[0232] Step S4: the initial density and the passenger quantity proportion of the bidirectional passenger flow are changed by using the control variable method, step S3 is repeated, the extrusion force parameter value under different initial passenger flow conditions is recorded, and the quantitative relationship between the internal extrusion force of the counter passenger flow and the initial density and the passenger quantity proportion of the passenger flow is obtained by function fitting.

[0233] Embodiment 6

[0234] Embodiment 6 of the present application provides an electronic device, comprising a processor, a memory and a computer program; wherein the processor is connected with the memory, and the computer program is stored in the memory; when the electronic device is running, the processor executes the computer program stored in the memory, so that the electronic device executes the instructions of the internal extrusion force quantitative method of the counter passenger flow in the urban rail transit station, and the method comprises the following steps:

[0235] Step S1: a passenger physical entity model is constructed.

[0236] Step S2: the improved social force model is combined with the particle contact model to construct a passenger force model of the counter passenger flow in the urban rail transit station.

[0237] Step S3: the construction of the simulation model is realized by using the particle flow simulation software PFC, and the extrusion force parameter value in the conflict area of the counter passenger flow is recorded.

[0238] Step S4: the initial density and the passenger quantity proportion of the bidirectional passenger flow are changed by using the control variable method, step S3 is repeated, the extrusion force parameter value under different initial passenger flow conditions is recorded, and the quantitative relationship between the internal extrusion force of the counter passenger flow and the initial density and the passenger quantity proportion of the passenger flow is obtained by function fitting.

[0239] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system or a computer program product. Therefore, the present application can adopt a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware aspects. Moreover, the present application can adopt a computer program product implemented on one or more computer usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer usable program codes.

[0240] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0241] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0242] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment, whereby a series of operational steps are performed to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0243] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that, based on the technical solutions disclosed in the present invention, various modifications or variations that can be made by those skilled in the art without creative effort should be included within the scope of protection of the present invention.

Claims

1. A method for quantifying internal pressing forces of opposite passenger flows in an urban rail transit station, characterized in that, Comprise: Step S1: Constructing a passenger physical entity model, including: considering the passenger front and rear side dynamic space, abstracting the passenger as a circular particle with the passenger's maximum shoulder width as the diameter on a two-dimensional plane, constructing a passenger individual space model; selecting a nonlinear stiffness soft ball model Hertz-Mindlin contact model in the contact model to simulate the contact characteristics between passengers and between passengers and walls; Step S2: Combine the improved social force model with the particle contact model to construct a passenger force model for the opposite passenger flow in the urban rail station; wherein the passenger force for the opposite passenger flow in the urban rail station includes self-driving force, and the expected speed is affected by the expected movement direction of the passenger actual speed when the passenger cannot clearly see the target position, and the calculation formula is: ； ； ； ； wherein, is the individual driving force of the passenger; is the equivalent mass of the passenger ; is the reaction time of the passenger ; is the desired speed of the passenger after being affected by other passengers at time t; is the actual speed vector of the passenger at time t; is the initial desired speed of the passenger ; is the desired direction of motion of the passenger at time t; is the desired target position of the passenger ; is the current actual position of the passenger ; is the average speed of other passengers in the desired direction of the passenger , determined by whether the other passengers are in the desired direction of the passenger and the included angle between the desired direction of the passenger and the direction of the line connecting the passenger and the other passengers; is the passenger ; , represents that the desired speed of the passenger is not affected by the surrounding passengers, the greater the value, the more obvious the herd mentality; represents the number of other passengers in the affected range of the passenger after improvement, and when the value is zero, it means that the passenger can clearly see the target point and the desired speed is the initial desired speed, and when the value is not zero, it means that the desired speed of the passenger is affected by the other passengers in the affected range, and the value is ; Step S3: Realize the construction of the simulation model through the particle flow simulation software PFC, and record the extrusion force parameter value of the conflict area of the opposite passenger flow; Step S4: Change the initial density and passenger quantity proportion of the two-way passenger flow by the control variable method, repeat step S3, record the extrusion force parameter value under different initial passenger flow conditions, and obtain the quantitative relationship between the internal extrusion force of the opposite passenger flow and the initial passenger flow density and the passenger quantity proportion through function fitting.

2. The method for quantifying the internal squeezing force of opposing passenger flow in urban rail transit stations according to claim 1, characterized in that, The passenger force for the opposite passenger flow in the urban rail station also includes the interaction force between passengers, which includes repulsion, avoidance and contact force, the repulsion and avoidance are realized through the FISH language self-defined function in PFC, and the contact force is automatically calculated by using the built-in contact model of PFC software.

3. The method for quantifying the internal squeezing force of opposing passenger flow in urban rail transit stations according to claim 2, characterized in that, The passenger force for the opposite passenger flow in the urban rail station also includes the interaction force between passengers and walls, which includes psychological repulsion and physical contact force, the psychological repulsion is realized through the FISH language self-defined function in PFC, and the physical contact force is automatically calculated by using the built-in contact model of PFC software.

4. The method for quantifying the internal squeezing force of opposing passenger flow in urban rail transit stations according to claim 1, characterized in that, Realize the construction of the simulation model through the particle flow simulation software PFC, and record the extrusion force parameter value of the conflict area of the opposite passenger flow, including: Set the boundary conditions, simulate the wall, handrail and fence entities in the actual station by generating wall entities, and construct the simulation scene of the opposite passenger flow in the urban rail transit station; Generate passenger particles by the ball command and give passenger related attributes; Specify the contact model type between passenger particles and between passengers and walls as the hertz contact model and give the related parameters; Define the self-driving force, repulsion between passengers, avoidance and repulsion function between passengers and walls by using the fish language; Load the self-driving force, repulsion and avoidance functions, calculate the resultant force other than the contact force on the passenger, and give the passenger particles; Record the value of the extrusion force parameter of the conflict area of the opposite passenger flow changing with time.

5. A system for internal squeezing force of opposite passenger flow in urban rail transit station based on the method of any one of claims 1-4, characterized in that, Comprise: The first construction module is used for constructing a passenger physical entity model; The second construction module is used for combining the improved social force model with the particle contact model to construct a passenger force model for the opposite passenger flow in the urban rail station; The third construction module is used for realizing the construction of the simulation model through the particle flow simulation software PFC, and recording the extrusion force parameter value of the conflict area of the opposite passenger flow; The fitting module is used for changing the initial density of the two-way passenger flow and the passenger number proportion by the control variable method, repeatedly recording the compression force parameter values of the opposite passenger flow conflict area, recording the compression force parameter values under different initial passenger flow conditions, and obtaining the quantitative relationship between the internal compression force of the opposite passenger flow and the initial density of the passenger flow and the passenger number proportion through function fitting.

6. A non-transitory computer-readable storage medium, comprising: The non-transitory computer readable storage medium is used for storing computer instructions, and the computer instructions are executed by the processor to implement the internal compression force quantification method of the opposite passenger flow of the urban rail transit station according to any one of claims 1-4.

7. A computer program product, characterised in that, The computer program is used for implementing the internal compression force quantification method of the opposite passenger flow of the urban rail transit station according to any one of claims 1-4 when the computer program is run on one or more processors.

8. An electronic device, comprising: The computer program is used for implementing the internal compression force quantification method of the opposite passenger flow of the urban rail transit station according to any one of claims 1-4 when the computer program is run on one or more processors. The computer program is used for implementing the internal compression force quantification method of the opposite passenger flow of the urban rail transit station according to any one of claims 1-4 when the computer program is run on one or more processors. The computer program is used for implementing the internal compression force quantification method of the opposite passenger flow of the urban rail transit station according to any one of claims 1-4 when the computer program is run on one or more processors.

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