Traffic relief method and system during construction period of rail transit station

Abstract

The invention discloses a traffic defibering method and a traffic defibering system in a construction period of a rail transit station. The method comprises the following steps: obtaining construction information in the construction period of the rail transit station; a traffic relief speed evaluation model is set, a traffic relief speed index is calculated according to the construction information and used for evaluating the relief speed when an emergency occurs, and when the traffic relief speed index is larger than a preset relief threshold value, a construction area is adjusted till the traffic relief speed index is smaller than or equal to the preset relief threshold value; all paths actually selected by the pedestrians are obtained, a path selection evaluation model is set, all the paths actually selected by the pedestrians are evaluated, the path with the minimum evaluation index of the paths actually selected by the pedestrians is found out and serves as the optimal path, and road signs are set, so that the pedestrians can be defibered according to the optimal path.

Description

Technical Field

[0001] The present invention belongs to the technical field of traffic relief, and more specifically, relates to a method and system for traffic relief during the construction of a rail transit station. Background Art

[0002] Rail transit staff decongestion usually refers to measures to deal with crowded situations in rail transit systems, including but not limited to:

[0003] Evacuation drills and training: Rail transit system staff need to undergo evacuation drills and training to deal with emergencies such as fires, terrorist attacks, etc., to ensure that they can effectively guide passengers to evacuate.

[0004] Emergency response plan: Rail transit systems need to develop and implement emergency response plans, including measures on how to quickly evacuate passengers and dispatch rescue teams.

[0005] Safety facilities and equipment: Ensure that there are adequate safety facilities and equipment at stations and on vehicles, such as fire extinguishers, emergency exit signs, etc., to help evacuate passengers and reduce accident injuries.

[0006] Communications System: Establish an effective communications system so that workers can quickly exchange information among themselves and contact emergency responders.

[0007] Monitoring and alarm systems: Install monitoring cameras and alarm systems to detect problems in a timely manner and take measures.

[0008] Personnel guidance: Provide clear instructions and guidance at stations and on vehicles to help passengers evacuate.

[0009] Emergency exits: Ensure there are adequate emergency exits in stations and vehicles to enable passengers to evacuate quickly.

[0010] Emergency Drills: Emergency drills are organized regularly to test the effectiveness of emergency response plans and provide practical experience for staff.

[0011] However, there is no technical solution in the prior art that can intelligently evaluate the congestion relief situation during the construction of a rail transit station and intelligently and efficiently plan the congestion relief route according to the on-site conditions. Summary of the invention

[0012] In order to solve the above technical problems, the present invention proposes a method for traffic relief during the construction of a rail transit station, comprising:

[0013] Acquire construction information of a rail transit station during construction, wherein the construction information includes: traffic flow during construction, working hours during construction, ratio of population density to station capacity during construction, ratio of traffic flow to construction area size during construction, ratio of evacuation path length to construction area size during construction, environmental visibility during construction, area of ​​construction area during construction, and shape of construction area during construction;

[0014] A traffic relief speed evaluation model is set, and a traffic relief speed index is calculated according to the construction information, so as to evaluate the relief speed when an emergency occurs, wherein when the traffic relief speed index is greater than a preset relief threshold, the construction area is adjusted until it is less than or equal to the preset relief threshold;

[0015] Obtain all the paths actually chosen by pedestrians, set up a path selection evaluation model, evaluate all the paths actually chosen by pedestrians, find the path with the smallest evaluation index among the paths actually chosen by pedestrians as the optimal path, and set road signs so that pedestrians can be relieved along the optimal path.

[0016] Furthermore, the traffic relief speed evaluation model includes:

[0017]

[0018] Wherein, V is the traffic relief speed index, T is the traffic flow during the construction period, t is the working time during the construction period, D is the ratio of population density to site capacity during the construction period, α′ is the ratio of traffic flow during the construction period to the size of the construction area, L is the ratio of the evacuation path length during the construction period to the size of the construction area, β′ is the path adjustment factor, W is the environmental visibility during the construction period, E is the area of ​​the construction area during the construction period, and S is the shape of the construction area during the construction period, where S is 1 when the shape of the construction area is square, circular or rectangular, otherwise, S is 2.

[0019] Furthermore, the path selection evaluation model includes:

[0020]

[0021] Among them, F is the evaluation index of the path actually selected by the pedestrian, d is the distance from the starting point to the end point of the path actually selected by the pedestrian, α is the influence index adjustment factor, O is the influence index of obstacles in the construction area on path planning, H is the walking speed of the pedestrian, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

[0022] Furthermore, the impact index O of obstacles in the construction area on path planning includes:

[0023]

[0024] Wherein, N is the number of obstacles in the construction area, α″ is the obstacle volume adjustment factor, V is the volume of obstacles in the construction area, β″ is the distance adjustment factor between obstacles, D′ is the distance between obstacles in the construction area, γ′ is the obstacle height adjustment factor, δ is the construction area shape adjustment factor, ∈ is the obstacle moving distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the moving distance of obstacles in the construction area.

[0025] Furthermore, the path adjustment factor β′, influence index adjustment factor α, walking speed adjustment factor β, construction area adjustment factor γ, obstacle volume adjustment factor α″, obstacle distance adjustment factor β″, obstacle height adjustment factor γ′, construction area shape adjustment factor δ and obstacle moving distance adjustment factor ∈ are fitted by using the ant colony algorithm.

[0026] The present invention also proposes a traffic relief system during the construction of a rail transit station, comprising:

[0027] An information acquisition module is used to acquire construction information of a rail transit station during construction, wherein the construction information includes: traffic flow during construction, working hours during construction, ratio of population density to station capacity during construction, ratio of traffic flow during construction to construction area size, ratio of evacuation path length during construction to construction area size, environmental visibility during construction, construction area area during construction, and construction area shape during construction;

[0028] A traffic relief speed evaluation module, used to set a traffic relief speed evaluation model, and calculate a traffic relief speed index according to the construction information, so as to evaluate the relief speed when an emergency occurs, wherein when the traffic relief speed index is greater than a preset relief threshold, the construction area is adjusted until it is less than or equal to the preset relief threshold;

[0029] The optimal path selection module is used to obtain all the paths actually selected by pedestrians, set up a path selection evaluation model, evaluate all the paths actually selected by pedestrians, find out the path with the smallest evaluation index of the paths actually selected by pedestrians as the optimal path, and set road signs so that pedestrians can be relieved along the optimal path.

[0030] Furthermore, the traffic relief speed evaluation model includes:

[0031]

[0032] Wherein, V is the traffic relief speed index, T is the traffic flow during the construction period, t is the working time during the construction period, D is the ratio of population density to site capacity during the construction period, α′ is the ratio of traffic flow during the construction period to the size of the construction area, L is the ratio of the evacuation path length during the construction period to the size of the construction area, β′ is the path adjustment factor, W is the environmental visibility during the construction period, E is the area of ​​the construction area during the construction period, and S is the shape of the construction area during the construction period, where S is 1 when the shape of the construction area is square, circular or rectangular, otherwise, S is 2.

[0033] Furthermore, the path selection evaluation model includes:

[0034]

[0035] Among them, F is the evaluation index of the path actually selected by the pedestrian, d is the distance from the starting point to the end point of the path actually selected by the pedestrian, α is the influence index adjustment factor, O is the influence index of obstacles in the construction area on path planning, H is the walking speed of the pedestrian, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

[0036] Furthermore, the impact index O of obstacles in the construction area on path planning includes:

[0037]

[0038] Wherein, N is the number of obstacles in the construction area, α″ is the obstacle volume adjustment factor, V is the volume of obstacles in the construction area, β″ is the distance adjustment factor between obstacles, D′ is the distance between obstacles in the construction area, γ′ is the obstacle height adjustment factor, δ is the construction area shape adjustment factor, ∈ is the obstacle moving distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the moving distance of obstacles in the construction area.

[0039] Furthermore, the path adjustment factor β′, influence index adjustment factor α, walking speed adjustment factor β, construction area adjustment factor γ, obstacle volume adjustment factor α″, obstacle distance adjustment factor β″, obstacle height adjustment factor γ′, construction area shape adjustment factor δ and obstacle moving distance adjustment factor ∈ are fitted by using the ant colony algorithm.

[0040] Compared with the prior art, the above technical solution conceived by the present invention has the following beneficial effects:

[0041] The present invention sets a traffic relief speed evaluation model and calculates a traffic relief speed index, which is used to evaluate the relief speed when an emergency occurs. The relief speed can be grasped in real time and adjusted to ensure safety during construction. In addition, a path selection evaluation model is set to find the optimal path, and road signs are set to enable pedestrians to be relieved along the optimal path. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 is a flow chart of the method of embodiment 1 of the present invention;

[0043] Figure 2 It is a system structure diagram of embodiment 2 of the present invention. DETAILED DESCRIPTION

[0044] In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0045] The method provided by the present invention can be implemented in the following terminal environment, and the terminal may include one or more of the following components: a processor, a storage medium, and a display screen. The storage medium stores at least one instruction, and the instruction is loaded and executed by the processor to implement the method described in the following embodiment.

[0046] The processor may include one or more processing cores. The processor uses various interfaces and lines to connect various parts in the entire terminal, and executes various functions of the terminal and processes data by running or executing instructions, programs, code sets or instruction sets stored in the storage medium, and calling data stored in the storage medium.

[0047] The storage medium may include a random access memory (RAM) or a read-only memory (ROM). The storage medium may be used to store instructions, programs, codes, code sets or instructions.

[0048] The display is used to show the interactive cross-section of each application.

[0049] All subscripts in the formulas of the present invention are only used to distinguish parameters and have no actual meaning.

[0050] In addition, those skilled in the art can understand that the structure of the above terminal does not constitute a limitation on the terminal, and the terminal may include more or fewer components, or combine certain components, or arrange the components differently. For example, the terminal also includes components such as a radio frequency circuit, an input unit, a sensor, an audio circuit, and a power supply, which will not be described in detail here.

[0051] Example 1

[0052] like Figure 1 As shown, an embodiment of the present invention provides a method for traffic relief during the construction of a rail transit station, comprising:

[0053] Step 101, obtaining construction information of a rail transit station during construction, wherein the construction information includes: traffic flow during construction, working hours during construction, ratio of population density to station capacity during construction, ratio of traffic flow during construction to construction area size, ratio of evacuation path length during construction to construction area size, environmental visibility during construction, construction area area during construction, and construction area shape during construction;

[0054] Step 102, setting a traffic relief speed evaluation model, and calculating a traffic relief speed index according to the construction information, for evaluating the relief speed in an emergency, wherein when the traffic relief speed index is greater than a preset relief threshold, adjusting the construction area until it is less than or equal to the preset relief threshold;

[0055] Specifically, the traffic relief speed evaluation model includes:

[0056]

[0057] Wherein, V is the traffic relief speed index, T is the traffic flow during the construction period, t is the working time during the construction period, D is the ratio of population density to site capacity during the construction period, α′ is the ratio of traffic flow during the construction period to the size of the construction area, L is the ratio of the evacuation path length during the construction period to the size of the construction area, β′ is the path adjustment factor, W is the environmental visibility during the construction period, E is the area of ​​the construction area during the construction period, and S is the shape of the construction area during the construction period, where S is 1 when the shape of the construction area is square, circular or rectangular, otherwise, S is 2.

[0058] Step 103, obtain all the paths actually selected by pedestrians, set up a path selection evaluation model, evaluate all the paths actually selected by pedestrians, find out the path with the smallest evaluation index of the paths actually selected by pedestrians, take it as the optimal path, and set up road signs so that pedestrians can be relieved along the optimal path.

[0059] Specifically, the path selection evaluation model includes:

[0060]

[0061] Among them, F is the evaluation index of the path actually selected by the pedestrian, d is the distance from the starting point to the end point of the path actually selected by the pedestrian, α is the influence index adjustment factor, O is the influence index of obstacles in the construction area on path planning, H is the walking speed of the pedestrian, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

[0062] Specifically, the impact index O of obstacles in the construction area on path planning includes:

[0063]

[0064] Wherein, N is the number of obstacles in the construction area, α″ is the obstacle volume adjustment factor, V is the volume of obstacles in the construction area, β″ is the distance adjustment factor between obstacles, D′ is the distance between obstacles in the construction area, γ′ is the obstacle height adjustment factor, δ is the construction area shape adjustment factor, ∈ is the obstacle moving distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the moving distance of obstacles in the construction area.

[0065] Specifically, the path adjustment factor β′, influence index adjustment factor α, walking speed adjustment factor β, construction area adjustment factor γ, obstacle volume adjustment factor α″, obstacle distance adjustment factor β″, obstacle height adjustment factor γ′, construction area shape adjustment factor δ and obstacle moving distance adjustment factor ∈ are fitted through the ant colony algorithm.

[0066] Example 2

[0067] like Figure 2 As shown, the embodiment of the present invention further proposes a traffic relief system during the construction of a rail transit station, comprising:

[0068] An information acquisition module is used to acquire construction information of a rail transit station during construction, wherein the construction information includes: traffic flow during construction, working hours during construction, ratio of population density to station capacity during construction, ratio of traffic flow during construction to construction area size, ratio of evacuation path length during construction to construction area size, environmental visibility during construction, construction area area during construction, and construction area shape during construction;

[0069] A traffic relief speed evaluation module, used to set a traffic relief speed evaluation model, and calculate a traffic relief speed index according to the construction information, so as to evaluate the relief speed when an emergency occurs, wherein when the traffic relief speed index is greater than a preset relief threshold, the construction area is adjusted until it is less than or equal to the preset relief threshold;

[0070] Specifically, the traffic relief speed evaluation model includes:

[0071]

[0072] Wherein, V is the traffic relief speed index, T is the traffic flow during the construction period, t is the working time during the construction period, D is the ratio of population density to site capacity during the construction period, α′ is the ratio of traffic flow during the construction period to the size of the construction area, L is the ratio of the evacuation path length during the construction period to the size of the construction area, β′ is the path adjustment factor, W is the environmental visibility during the construction period, E is the area of ​​the construction area during the construction period, and S is the shape of the construction area during the construction period, where S is 1 when the shape of the construction area is square, circular or rectangular, otherwise, S is 2.

[0073] The optimal path selection module is used to obtain all the paths actually selected by pedestrians, set up a path selection evaluation model, evaluate all the paths actually selected by pedestrians, find out the path with the smallest evaluation index of the paths actually selected by pedestrians as the optimal path, and set road signs so that pedestrians can be relieved along the optimal path.

[0074] Specifically, the path selection evaluation model includes:

[0075]

[0076] Among them, F is the evaluation index of the path actually selected by the pedestrian, d is the distance from the starting point to the end point of the path actually selected by the pedestrian, α is the influence index adjustment factor, O is the influence index of obstacles in the construction area on path planning, H is the walking speed of the pedestrian, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

[0077] Specifically, the impact index O of obstacles in the construction area on path planning includes:

[0078]

[0079] Wherein, N is the number of obstacles in the construction area, α″ is the obstacle volume adjustment factor, V is the volume of obstacles in the construction area, β″ is the distance adjustment factor between obstacles, D′ is the distance between obstacles in the construction area, γ′ is the obstacle height adjustment factor, δ is the construction area shape adjustment factor, ∈ is the obstacle moving distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the moving distance of obstacles in the construction area.

[0080] Specifically, the path adjustment factor β′, influence index adjustment factor α, walking speed adjustment factor β, construction area adjustment factor γ, obstacle volume adjustment factor α″, obstacle distance adjustment factor β″, obstacle height adjustment factor γ′, construction area shape adjustment factor δ and obstacle moving distance adjustment factor ∈ are fitted through the ant colony algorithm.

[0081] Example 3

[0082] An embodiment of the present invention further proposes a storage medium storing a plurality of instructions, wherein the instructions are used to implement the method for dispersing traffic during the construction of a rail transit station.

[0083] Optionally, in this embodiment, the above storage medium may be located in any computer terminal in a computer terminal group in a computer network, or in any mobile terminal in a mobile terminal group.

[0084] Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps: Step 101, obtaining construction information during the construction of a rail transit station, wherein the construction information includes: traffic flow during the construction, working hours during the construction, a ratio of population density to station capacity during the construction, a ratio of traffic flow during the construction to the size of the construction area, a ratio of the length of the evacuation path during the construction to the size of the construction area, environmental visibility during the construction, an area of ​​the construction area during the construction, and a shape of the construction area during the construction;

[0085] Step 102, setting a traffic relief speed evaluation model, and calculating a traffic relief speed index according to the construction information, for evaluating the relief speed in an emergency, wherein when the traffic relief speed index is greater than a preset relief threshold, adjusting the construction area until it is less than or equal to the preset relief threshold;

[0086] Specifically, the traffic relief speed evaluation model includes:

[0087]

[0088] Wherein, V is the traffic relief speed index, T is the traffic flow during the construction period, t is the working time during the construction period, D is the ratio of population density to site capacity during the construction period, α′ is the ratio of traffic flow during the construction period to the size of the construction area, L is the ratio of the evacuation path length during the construction period to the size of the construction area, β′ is the path adjustment factor, W is the environmental visibility during the construction period, E is the area of ​​the construction area during the construction period, and S is the shape of the construction area during the construction period, where S is 1 when the shape of the construction area is square, circular or rectangular, otherwise, S is 2.

[0089] Step 103, obtain all the paths actually selected by pedestrians, set up a path selection evaluation model, evaluate all the paths actually selected by pedestrians, find out the path with the smallest evaluation index of the paths actually selected by pedestrians, take it as the optimal path, and set up road signs so that pedestrians can be relieved along the optimal path.

[0090] Specifically, the path selection evaluation model includes:

[0091]

[0092] Among them, F is the evaluation index of the path actually selected by the pedestrian, d is the distance from the starting point to the end point of the path actually selected by the pedestrian, α is the influence index adjustment factor, O is the influence index of obstacles in the construction area on path planning, H is the walking speed of the pedestrian, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

[0093] Specifically, the impact index O of obstacles in the construction area on path planning includes:

[0094]

[0095] Wherein, N is the number of obstacles in the construction area, α″ is the obstacle volume adjustment factor, V is the volume of obstacles in the construction area, β″ is the distance adjustment factor between obstacles, D′ is the distance between obstacles in the construction area, γ′ is the obstacle height adjustment factor, δ is the construction area shape adjustment factor, ∈ is the obstacle moving distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the moving distance of obstacles in the construction area.

[0096] Specifically, the path adjustment factor β′, influence index adjustment factor α, walking speed adjustment factor β, construction area adjustment factor γ, obstacle volume adjustment factor α″, obstacle distance adjustment factor β″, obstacle height adjustment factor γ′, construction area shape adjustment factor δ and obstacle moving distance adjustment factor ∈ are fitted through the ant colony algorithm.

[0097] Example 4

[0098] An embodiment of the present invention also proposes an electronic device, including a processor and a storage medium connected to the processor, wherein the storage medium stores multiple instructions, which can be loaded and executed by the processor to enable the processor to execute a traffic relief method during the construction of a rail transit station.

[0099] Specifically, the electronic device of this embodiment may be a computer terminal, and the computer terminal may include: one or more processors, and a storage medium.

[0100] Among them, the storage medium can be used to store software programs and modules, such as a method for traffic relief during the construction of a rail transit station in an embodiment of the present invention, and the corresponding program instructions / modules. The processor executes various functional applications and data processing by running the software programs and modules stored in the storage medium, that is, realizing the above-mentioned method for traffic relief during the construction of a rail transit station. The storage medium may include high-speed random storage media, and may also include non-volatile storage media, such as one or more magnetic storage systems, flash memory, or other non-volatile solid-state storage media. In some instances, the storage medium may further include storage media remotely arranged relative to the processor, and these remote storage media may be connected to the terminal via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0101] The processor may call the information and application program stored in the storage medium through the transmission system to execute the steps: Step 101, obtaining the construction information of the rail transit station during the construction period, wherein the construction information includes: the traffic flow during the construction period, the working hours during the construction period, the ratio of the population density to the station capacity during the construction period, the ratio of the traffic flow during the construction period to the size of the construction area, the ratio of the evacuation path length during the construction period to the size of the construction area, the environmental visibility during the construction period, the area of ​​the construction area during the construction period, and the shape of the construction area during the construction period;

[0102] Step 102, setting a traffic relief speed evaluation model, and calculating a traffic relief speed index according to the construction information, for evaluating the relief speed in an emergency, wherein when the traffic relief speed index is greater than a preset relief threshold, adjusting the construction area until it is less than or equal to the preset relief threshold;

[0103] Specifically, the traffic relief speed evaluation model includes:

[0104]

[0105] Wherein, V is the traffic relief speed index, T is the traffic flow during the construction period, t is the working time during the construction period, D is the ratio of population density to site capacity during the construction period, α′ is the ratio of traffic flow during the construction period to the size of the construction area, L is the ratio of the evacuation path length during the construction period to the size of the construction area, β′ is the path adjustment factor, W is the environmental visibility during the construction period, E is the area of ​​the construction area during the construction period, and S is the shape of the construction area during the construction period, where S is 1 when the shape of the construction area is square, circular or rectangular, otherwise, S is 2.

[0106] Step 103, obtain all the paths actually selected by pedestrians, set up a path selection evaluation model, evaluate all the paths actually selected by pedestrians, find out the path with the smallest evaluation index of the paths actually selected by pedestrians, take it as the optimal path, and set up road signs so that pedestrians can be relieved along the optimal path.

[0107] Specifically, the path selection evaluation model includes:

[0108]

[0109] Among them, F is the evaluation index of the path actually selected by the pedestrian, d is the distance from the starting point to the end point of the path actually selected by the pedestrian, α is the influence index adjustment factor, O is the influence index of obstacles in the construction area on path planning, H is the walking speed of the pedestrian, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

[0110] Specifically, the impact index O of obstacles in the construction area on path planning includes:

[0111]

[0112] Wherein, N is the number of obstacles in the construction area, α″ is the obstacle volume adjustment factor, V is the volume of obstacles in the construction area, β″ is the distance adjustment factor between obstacles, D′ is the distance between obstacles in the construction area, γ′ is the obstacle height adjustment factor, δ is the construction area shape adjustment factor, ∈ is the obstacle moving distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the moving distance of obstacles in the construction area.

[0113] Specifically, the path adjustment factor β′, influence index adjustment factor α, walking speed adjustment factor β, construction area adjustment factor γ, obstacle volume adjustment factor α″, obstacle distance adjustment factor β″, obstacle height adjustment factor γ′, construction area shape adjustment factor δ and obstacle moving distance adjustment factor ∈ are fitted through the ant colony algorithm.

[0114] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0115] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0116] In the several embodiments provided by the present invention, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the system embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0117] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0118] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0119] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only storage medium (ROM, Read-Only Memory), random access storage medium (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0120] Obviously, the above embodiments are merely examples for the purpose of clear explanation, and are not intended to limit the implementation methods. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes or modifications derived therefrom are still within the scope of protection of the invention.

Claims

1. A method for traffic relief during the construction of a rail transit station, characterized in that: include: Acquire construction information of a rail transit station during construction, wherein the construction information includes: traffic flow during construction, working hours during construction, ratio of population density to station capacity during construction, ratio of traffic flow to construction area size during construction, ratio of evacuation path length to construction area size during construction, environmental visibility during construction, area of ​​construction area during construction, and shape of construction area during construction; A traffic relief speed evaluation model is set, and a traffic relief speed index is calculated according to the construction information, so as to evaluate the relief speed when an emergency occurs, wherein when the traffic relief speed index is greater than a preset relief threshold, the construction area is adjusted until it is less than or equal to the preset relief threshold; Obtain all the paths actually chosen by pedestrians, set up a path selection evaluation model, evaluate all the paths actually chosen by pedestrians, find the path with the smallest evaluation index among the paths actually chosen by pedestrians as the optimal path, and set road signs so that pedestrians can be relieved along the optimal path.

2. A method for traffic relief during rail transit station construction as claimed in claim 1, characterized in that: The traffic relief speed evaluation model includes: Wherein, V is the traffic relief speed index, T is the traffic flow during the construction period, t is the working time during the construction period, D is the ratio of population density to site capacity during the construction period, α′ is the ratio of traffic flow during the construction period to the size of the construction area, L is the ratio of the evacuation path length during the construction period to the size of the construction area, β′ is the path adjustment factor, W is the environmental visibility during the construction period, E is the area of ​​the construction area during the construction period, and S is the shape of the construction area during the construction period, where S is 1 when the shape of the construction area is square, circular or rectangular, otherwise, S is 2.

3. A method for traffic relief during rail transit station construction as claimed in claim 2, characterized in that: The path selection evaluation model includes: Among them, F is the evaluation index of the path actually selected by the pedestrian, d is the distance from the starting point to the end point of the path actually selected by the pedestrian, α is the influence index adjustment factor, O is the influence index of obstacles in the construction area on path planning, H is the walking speed of the pedestrian, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

4. A method for traffic relief during rail transit station construction as claimed in claim 3, characterized in that: The impact index O of obstacles in the construction area on path planning includes: Wherein, N is the number of obstacles in the construction area, α″ is the obstacle volume adjustment factor, V is the volume of obstacles in the construction area, β″ is the distance adjustment factor between obstacles, D′ is the distance between obstacles in the construction area, γ′ is the obstacle height adjustment factor, δ is the construction area shape adjustment factor, ∈ is the obstacle moving distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the moving distance of obstacles in the construction area.

5. A method for traffic relief during rail transit station construction as claimed in claim 4, characterized in that: The path adjustment factor β′, influence index adjustment factor α, walking speed adjustment factor β, construction area adjustment factor γ, obstacle volume adjustment factor α″, obstacle distance adjustment factor β″, obstacle height adjustment factor γ′, construction area shape adjustment factor δ and obstacle moving distance adjustment factor ∈ are fitted through the ant colony algorithm.

6. A traffic relief system during the construction of a rail transit station, characterized in that: include: An information acquisition module is used to acquire construction information of a rail transit station during construction, wherein the construction information includes: traffic flow during construction, working hours during construction, ratio of population density to station capacity during construction, ratio of traffic flow during construction to construction area size, ratio of evacuation path length during construction to construction area size, environmental visibility during construction, construction area area during construction, and construction area shape during construction; A traffic relief speed evaluation module, used to set a traffic relief speed evaluation model, and calculate a traffic relief speed index according to the construction information, so as to evaluate the relief speed when an emergency occurs, wherein when the traffic relief speed index is greater than a preset relief threshold, the construction area is adjusted until it is less than or equal to the preset relief threshold; The optimal path selection module is used to obtain all the paths actually selected by pedestrians, set up a path selection evaluation model, evaluate all the paths actually selected by pedestrians, find out the path with the smallest evaluation index of the paths actually selected by pedestrians as the optimal path, and set road signs so that pedestrians can be relieved along the optimal path.

7. A traffic relief system during rail transit station construction as claimed in claim 6, characterized in that: The traffic relief speed evaluation model includes: Wherein, V is the traffic relief speed index, T is the traffic flow during the construction period, t is the working time during the construction period, D is the ratio of population density to site capacity during the construction period, α′ is the ratio of traffic flow during the construction period to the size of the construction area, L is the ratio of the evacuation path length during the construction period to the size of the construction area, β′ is the path adjustment factor, W is the environmental visibility during the construction period, E is the area of ​​the construction area during the construction period, and S is the shape of the construction area during the construction period, where S is 1 when the shape of the construction area is square, circular or rectangular, otherwise, S is 2.

8. A traffic relief system during rail transit station construction as claimed in claim 7, characterized in that: The path selection evaluation model includes: Among them, F is the evaluation index of the path actually selected by the pedestrian, d is the distance from the starting point to the end point of the path actually selected by the pedestrian, α is the influence index adjustment factor, O is the influence index of obstacles in the construction area on path planning, H is the walking speed of the pedestrian, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

9. A traffic relief system during rail transit station construction as claimed in claim 8, characterized in that: The impact index O of obstacles in the construction area on path planning includes: Wherein, N is the number of obstacles in the construction area, α″ is the obstacle volume adjustment factor, V is the volume of obstacles in the construction area, β″ is the distance adjustment factor between obstacles, D′ is the distance between obstacles in the construction area, γ′ is the obstacle height adjustment factor, δ is the construction area shape adjustment factor, ∈ is the obstacle moving distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the moving distance of obstacles in the construction area.

10. A traffic relief system during rail transit station construction as claimed in claim 9, characterized in that: The path adjustment factor β′, influence index adjustment factor α, walking speed adjustment factor β, construction area adjustment factor γ, obstacle volume adjustment factor α″, obstacle distance adjustment factor β″, obstacle height adjustment factor γ′, construction area shape adjustment factor δ and obstacle moving distance adjustment factor ∈ are fitted through the ant colony algorithm.

Images