An evaluation method suitable for northwest region terminal door pocket

Abstract

The application belongs to the technical field of building environment evaluation, and relates to a method suitable for evaluating a door pocket of a terminal building in a northwest region, comprising the following steps: 1, investigating the unique properties of the door pocket of the terminal building; 2, considering the evaluation indexes of the door pocket of the terminal building from multiple angles; and 3, considering the complexity of multiple evaluation indexes. The application obtains the working conditions of the door pocket under multiple influence factors through an orthogonal experiment method, adopts CFD simulation and Anylogic people flow organization simulation, obtains the weight of each influence factor under each evaluation index by combining the evaluation indexes, and obtains a trend graph of each influence factor. The radar chart is used to integrate each evaluation index, and each door pocket scheme is evaluated from multiple angles.

Description

Technical Field

[0001] This invention belongs to the field of building environmental assessment technology, and relates to an evaluation method for airport terminal entrances in Northwest China. Background Technology

[0002] The "13th Five-Year Plan for the Development of Civil Aviation in China" points out that by 2020, the six major airport clusters will be improved, and a number of new transport airports will be added, bringing the total number of transport airports to approximately 260. The Northwest Airport Cluster will add 28 airports, ranking second in total number. The "14th Five-Year Plan for the Development of Civil Aviation in China" points out the need to improve the layout of non-hub airports, focusing on increasing the density of airports in the central and western regions and border areas. Currently, my country has a total of 231 civil aviation transport airports, with 184 being small and medium-sized airports, accounting for nearly 80%. The distribution of airports in the Northwest region also shows this characteristic; as of 2017, among the 40 civil aviation transport airports in the five northwestern provinces, 35 were small and medium-sized airports with an annual passenger throughput of less than 5 million. The Civil Aviation Administration of China issued the "Guidelines for the Construction of Four-Type Airports" MH / T 50449-2020, requiring the construction of airports centered on "safety, greenness, intelligence, and people-oriented" characteristics. In the design of terminal buildings, the construction guidelines for four types of airports should be implemented. As the first air traffic process for passengers entering the airport, the entrance and exit space is of great importance. Therefore, the evaluation of the entrance and exit space is indispensable.

[0003] However, the current evaluation system for terminal entrances is lacking, and there is a lack of research on terminal entrances. Existing research on entrances mainly focuses on entrances to public buildings, with less research on landside entrances to airport terminals. Airport buildings differ from these two types of buildings, possessing unique aviation processes, thus limiting their reference value. Furthermore, evaluations of entrances often use a single indicator and do not analyze from multiple perspectives.

[0004] Therefore, a method for evaluating airport terminal entrances in the Northwest region is needed to solve this problem. Summary of the Invention

[0005] The technical solution adopted by this invention to solve the technical problem is: a method for evaluating airport terminal entrances in Northwest China, comprising the following steps:

[0006] Step 1: Conduct research on the unique characteristics of terminal entrance vestibules, and summarize the basic requirements of terminal entrance vestibules through on-site research and literature review;

[0007] The research included basic requirements for terminal entrance and exit spaces, specifically: aviation processes, fire protection requirements, structural design requirements, industrial products, accessibility requirements, energy consumption requirements, and passenger comfort.

[0008] The on-site survey included factors affecting the space of the terminal entrances and exits, specifically: entrance and exit bay width, vestibule depth, vestibule height, vestibule location, number and location of doors;

[0009] Through on-site and document research, the basic requirements for terminal entrance vestibules were summarized as follows: They must meet the needs of aviation processes, including explosion-proof inspections, aviation signage, and pre-security checks at entrances and exits; they must meet fire safety requirements, such as safe evacuation width and fire evacuation distance; they must meet structural design requirements, such as structural dimensions and the coordination between the vestibule structure and the main structure; they must meet the requirements of industrial products, such as curtain wall systems and integrated design; they must meet accessibility requirements, such as the installation of tactile paving and emergency call telephones; they must meet energy conservation requirements; they must meet personnel comfort requirements, such as spatial perception and perceived temperature and humidity; and they must meet the artistic requirements of the terminal entrance vestibule, such as its role as a gateway, signage, and regional character.

[0010] Step Two: Consider the evaluation indicators of the terminal entrance from multiple perspectives to form a preliminary design scheme for the landside entrance space of the terminal, and analyze and determine the evaluation indicators of the landside entrance space of the terminal; specifically including: average wind speed at the entrance, cold air intrusion at the outer door, thermal comfort, average temperature, cold air intrusion at the inner door, personnel passage efficiency, average wind speed, thermal comfort, average temperature, personnel density, and building energy consumption in the hall;

[0011] Based on literature review and case analysis, the following evaluation indicators for terminal entrance vestibules are summarized: average temperature at the terminal entrance vestibule; average wind speed at the terminal entrance vestibule; average temperature in the terminal hall adjacent to the vestibule; average wind speed in the terminal hall adjacent to the vestibule; cold air intrusion through the outer doors of the terminal entrance vestibule; cold air intrusion through the inner doors of the terminal entrance vestibule; thermal comfort of personnel at the terminal entrance vestibule; comfort of personnel in the terminal hall adjacent to the vestibule; passenger passage efficiency in the vestibule; and the degree of impact of the vestibule on building energy consumption.

[0012] Step 3: Consider the complexity of multiple evaluation indicators; specifically including: radar chart integration of various evaluation indicators, weight of each influencing factor under each evaluation indicator, and trend chart of a single influencing factor under each evaluation indicator; due to the large number of evaluation indicators, weight analysis is performed on each evaluation indicator, and the evaluation indicators are integrated through radar charts to intuitively reflect the advantages and disadvantages of each vestibule design scheme. The vestibule working conditions under multiple influencing factors are obtained through orthogonal experimental methods. CFD simulation and Anylogic pedestrian flow organization simulation are used to combine the evaluation indicators to obtain the weight of each influencing factor under each evaluation indicator, and the trend chart of a single influencing factor under each evaluation indicator is obtained.

[0013] Preferably, in step three, the radar chart integrates various evaluation indicators to intuitively reflect the advantages and disadvantages of each vestibule design scheme.

[0014] Preferably, in step three, the working conditions of the porch under multiple influencing factors are obtained through orthogonal experimental methods.

[0015] Preferably, in step three, CFD simulation and Anylogic pedestrian flow organization simulation are used to combine evaluation indicators to obtain the weight of each influencing factor under each evaluation indicator, and to obtain the trend chart of a single influencing factor under each evaluation indicator.

[0016] More preferably, the formula for deriving the average value of the single-factor influence simulation results for the trend diagram of a single influencing factor under each evaluation index is as follows: In the formula, S represents the number of times the factor with level i in the j-th column appears, and K ij This represents the sum of the experimental results for the factor with level i in column j.

[0017] More preferably, the formula for the range of the multi-factor evaluation index, which derives the weights of each influencing factor under each evaluation index, is as follows: In the formula, R j This represents the range of the j-th column.

[0018] More preferably, the weight formula for each evaluation index is: In the formula, α represents the degree of optimization. This represents the maximum value of the average of the evaluation indicators in the nth column. This represents the minimum value of the average of the evaluation indicators in the nth column. This represents the average value of the m-th row and n-th column.

[0019] The beneficial effects of this invention are:

[0020] This invention proposes an evaluation system applicable to airport terminal entrances, addressing the shortcomings of existing evaluation systems. It evaluates terminal entrance design schemes from multiple perspectives, considering the unique attributes of airport terminals, comprehensively analyzing the advantages and disadvantages of different schemes, and using radar charts to visually represent the different indicators of each scheme. Through simulation analysis of operating conditions obtained using orthogonal experimental methods, the weights of each influencing factor under each evaluation indicator are derived, providing a reference for terminal entrance design. Based on the trend charts of individual influencing factors under each evaluation indicator, the optimal and worst schemes are comprehensively determined, and the situation of each scheme is illustrated using radar charts. Attached Figure Description

[0021] Figure 1 This is a flowchart of an evaluation method for airport terminal entrances in Northwest China.

[0022] Figure 2 This is a diagram of the orthogonal experimental conditions;

[0023] Figure 3 These are tables and graphs showing the simulation results of the evaluation indicators;

[0024] Figure 4 This is a graph showing the formula for the average value of the simulation results of a single factor influence.

[0025] Figure 5It is a trend chart of a single influencing factor under each evaluation indicator;

[0026] Figure 6 This is a graph showing the formula for the range of multi-factor evaluation indicators;

[0027] Figure 7 This is a weighting chart of each influencing factor under each evaluation indicator;

[0028] Figure 8 Here is a diagram showing the weight formulas for each evaluation indicator;

[0029] Figure 9 These are radar charts of each scheme;

[0030] Figure 10 It is a radar chart comparison of the optimal and worst solutions. Detailed Implementation

[0031] The related technologies of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0032] refer to Figures 1-10 A method for evaluating airport terminal entrances in Northwest China includes the following steps:

[0033] Step 1: Conduct research on the unique characteristics of terminal entrance vestibules, and summarize the basic requirements of terminal entrance vestibules through on-site research and literature review;

[0034] The research included basic requirements for terminal entrance and exit spaces, specifically: aviation processes, fire protection requirements, structural design requirements, industrial products, accessibility requirements, energy consumption requirements, and passenger comfort.

[0035] The on-site survey included factors affecting the space of the terminal entrances and exits, specifically: entrance and exit bay width, vestibule depth, vestibule height, vestibule location, number and location of doors;

[0036] Through on-site and document research, the basic requirements for terminal entrance vestibules were summarized as follows: They must meet the needs of aviation processes, including explosion-proof inspections, aviation signage, and pre-security checks at entrances and exits; they must meet fire safety requirements, such as safe evacuation width and fire evacuation distance; they must meet structural design requirements, such as structural dimensions and the coordination between the vestibule structure and the main structure; they must meet the requirements of industrial products, such as curtain wall systems and integrated design; they must meet accessibility requirements, such as the installation of tactile paving and emergency call telephones; they must meet energy conservation requirements; they must meet personnel comfort requirements, such as spatial perception and perceived temperature and humidity; and they must meet the artistic requirements of the terminal entrance vestibule, such as its role as a gateway, signage, and regional character.

[0037] Step Two: Consider terminal entrance / vault evaluation indicators from multiple perspectives to formulate a preliminary design scheme for the terminal landside entrance / exit space, and analyze and determine the evaluation indicators for the terminal landside entrance / exit space. Specifically, this includes: average wind speed at the entrance / vault, cold air intrusion at the outer door, thermal comfort, average temperature, cold air intrusion at the inner door, and passenger throughput efficiency; average wind speed, thermal comfort, average temperature, and passenger density in the lobby; and building energy consumption. Through literature review and case analysis, summarize the following terminal entrance / vault evaluation indicators: average temperature at the terminal entrance / vault; average wind speed at the terminal entrance / vault; average temperature in the terminal lobby adjacent to the entrance / vault; average wind speed in the terminal lobby adjacent to the entrance / vault; cold air intrusion at the outer door of the terminal entrance / vault; cold air intrusion at the inner door of the terminal entrance / vault; passenger thermal comfort at the terminal entrance / vault; passenger comfort in the terminal lobby adjacent to the entrance / vault; passenger throughput efficiency in the entrance / vault; and the degree of impact of the entrance / vault on building energy consumption.

[0038] Step 3: Consider the complexity of multiple evaluation indicators; specifically including: radar chart integration of various evaluation indicators, weight of each influencing factor under each evaluation indicator, and trend chart of a single influencing factor under each evaluation indicator; due to the large number of evaluation indicators, weight analysis is performed on each evaluation indicator, and the evaluation indicators are integrated through radar charts to intuitively reflect the advantages and disadvantages of each vestibule design scheme. The vestibule working conditions under multiple influencing factors are obtained through orthogonal experimental methods. CFD simulation and Anylogic pedestrian flow organization simulation are used to combine the evaluation indicators to obtain the weight of each influencing factor under each evaluation indicator, and the trend chart of a single influencing factor under each evaluation indicator is obtained.

[0039] Furthermore, in step three, the radar chart integrates various evaluation indicators to intuitively reflect the advantages and disadvantages of each vestibule design scheme.

[0040] Furthermore, in step three, the working conditions of the porch under multiple influencing factors are obtained through orthogonal experimental methods.

[0041] Furthermore, in step three, CFD simulation and Anylogic pedestrian flow organization simulation are used to combine evaluation indicators to obtain the weight of each influencing factor under each evaluation indicator, and to obtain the trend chart of a single influencing factor under each evaluation indicator.

[0042] Furthermore, the formula for deriving the average value of the single-factor influence simulation results for the trend diagram of a single influencing factor under each evaluation index is as follows: In the formula, S represents the number of times the factor with level i in the j-th column appears, and K ij This represents the sum of the experimental results for the factor with level i in column j; as shown in Table 1 below:

[0043] Table 1 Average values ​​of simulation results for each working condition

[0044]

[0045]

[0046] The average value of the evaluation index for each level of each factor was calculated. as follows:

[0047]

[0048] Where s is the number of times the factor with level i in column j appears, and K ij The sum of the experimental results for the factor at level i in column j;

[0049] Taking the opening width of the vestibule as an example, which is an influencing factor,

[0050]

[0051]

[0052]

[0053]

[0054]

[0055] Calculate according to the formula respectively

[0056] Furthermore, the formula for the range of the multi-factor evaluation index, which derives the weights of each influencing factor under each evaluation index, is as follows: In the formula, R j This represents the range of the j-th column;

[0057] The simulation results for each working condition were obtained through single-factor simulation analysis. To compare and analyze the influence of each factor on different evaluation indicators, the influence degree was determined by the range R. j The range of column j is calculated as follows:

[0058] Furthermore, the weight formulas for each evaluation indicator are as follows: In the formula, α represents the degree of optimization. This represents the maximum value of the average of the evaluation indicators in the nth column. This represents the minimum value of the average of the evaluation indicators in the nth column. This represents the average value of the m-th row and n-th column.

[0059] In summary, this invention provides an evaluation method for terminal entrance vestibules applicable to Northwest China, addressing the shortcomings of existing terminal entrance vestibule evaluation systems. It evaluates terminal entrance vestibule design schemes from multiple perspectives, considering the unique attributes of terminals, comprehensively analyzing the advantages and disadvantages of each scheme, and using radar charts to visually represent different indicators for each scheme. Through simulation analysis of operating conditions obtained using orthogonal experimental methods, the weights of each influencing factor under each evaluation indicator are derived, providing a reference for terminal entrance vestibule design. Based on the trend charts of individual influencing factors under each evaluation indicator, the optimal and worst schemes are comprehensively determined, and the radar charts further illustrate the situation of each scheme. Therefore, this invention has broad application prospects.

[0060] It should be emphasized that the above are merely preferred embodiments of the present invention and are not intended to limit the present invention in any way. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A method for evaluating airport terminal entrances in Northwest China, characterized in that, Includes the following steps: Step 1: Conduct research on the unique characteristics of terminal entrance vestibules, and summarize the basic requirements of terminal entrance vestibules through on-site research and literature review; The data survey included basic requirements for terminal entrance and exit spaces, specifically including: aviation processes, fire protection requirements, structural design requirements, industrial products, accessibility requirements, energy consumption requirements, and personnel comfort. The on-site survey included factors affecting the terminal entrance and exit space, specifically including: entrance and exit bay width, vestibule depth, vestibule height, vestibule location, and number and location of doors; Step Two: Consider the evaluation indicators of the terminal entrance from multiple perspectives to form a preliminary design scheme for the landside entrance space of the terminal, and analyze and determine the evaluation indicators of the landside entrance space of the terminal; specifically including: average wind speed at the entrance, cold air intrusion at the outer door, thermal comfort, average temperature, cold air intrusion at the inner door, personnel passage efficiency, average wind speed, thermal comfort, average temperature, personnel density, and building energy consumption in the hall; Step 3: Consider the complexity of multiple evaluation indicators; specifically including: radar charts integrating various evaluation indicators, weights of each influencing factor under each evaluation indicator, and trend charts of individual influencing factors under each evaluation indicator; In step three, CFD simulation and Anylogic pedestrian flow organization simulation are used to combine evaluation indicators to obtain the weight of each influencing factor under each evaluation indicator, and to obtain the trend chart of a single influencing factor under each evaluation indicator. The formula for deriving the average value of the single-factor influence simulation results for the trend diagram of a single influencing factor under each evaluation index is as follows: In the formula, S represents the number of times the factor with level i in the j-th column appears, and K ij This represents the sum of the experimental results for the factor with level i in column j; The formula for the range of the multi-factor evaluation index, which derives the weights of each influencing factor under each evaluation index, is as follows: In the formula, R j This represents the range of the j-th column; The weighting formulas for each evaluation indicator are as follows: In the formula, α represents the degree of optimization. This represents the maximum value of the average of the evaluation indicators in the nth column. This represents the minimum value of the average of the evaluation indicators in the nth column. This represents the average value of the m-th row and n-th column.

2. The evaluation method for airport terminal entrances in Northwest China according to claim 1, characterized in that, In step three, the radar chart integrates various evaluation indicators to intuitively reflect the advantages and disadvantages of each vestibule design scheme.

3. The evaluation method for airport terminal entrances in Northwest China according to claim 1, characterized in that, In step three, the working conditions of the porch under multiple influencing factors are obtained through orthogonal experimental methods.

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