Traffic relief method and system during rail transit station construction

Abstract

The present invention discloses a method and system for traffic relief during the construction of a rail transit station. The method comprises: obtaining construction information of the rail transit station during the construction; setting a traffic relief speed evaluation model, and calculating a traffic relief speed index based on the construction information, for evaluating the relief speed when an emergency occurs, 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; obtaining all paths actually selected by pedestrians, and setting a path selection evaluation model to evaluate all paths actually selected by pedestrians, finding a path with the smallest evaluation index of the paths actually selected by pedestrians as the optimal path, and setting road signs so that pedestrians can be relieved along 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 decongestion generally refers to measures to deal with crowded conditions within the rail transit system, 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 and terrorist attacks, ensuring 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 stations and vehicles are equipped with adequate safety facilities and equipment, 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 surveillance cameras and alarm systems to detect problems in a timely manner and take measures.

[0008] Personnel guidance: Provide clear signs and instructions 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] Acquiring 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 ​​the construction area during construction, and shape of the construction area during construction;

[0014] A traffic relief speed assessment model is set up, and a traffic relief speed index is calculated based on the construction information, for use in evaluating the relief speed in an emergency. 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, and use it as the optimal path. Set road signs so that pedestrians can be relieved along the optimal path.

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

[0017]

[0018] Where 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. When the shape of the construction area is square, circular, or rectangular, S is 1; 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 chosen by the pedestrian, d is the distance from the starting point to the end point of the path actually chosen 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 pedestrian's walking speed, 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] Where 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 movement distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the movement 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 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 movement distance adjustment factor ∈ are fitted by 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, configured 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 to construction area size during construction, ratio of evacuation path length to construction area size during construction, environmental visibility during construction, area of ​​the construction area during construction, and shape of the construction area during construction;

[0028] a traffic relief speed assessment module, configured to set a traffic relief speed assessment model and calculate a traffic relief speed index based on the construction information, for use in assessing relief speed in the event of an emergency. When the traffic relief speed index exceeds 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 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, and use it as the optimal path. It also sets road signs so that pedestrians can be relieved along the optimal path.

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

[0031]

[0032] Where 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. When the shape of the construction area is square, circular, or rectangular, S is 1; 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 chosen by the pedestrian, d is the distance from the starting point to the end point of the path actually chosen 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 pedestrian's walking speed, 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] Where 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 movement distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the movement 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 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 movement distance adjustment factor ∈ are fitted by 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 up a traffic relief speed evaluation model and calculates the traffic relief speed index, which is used to evaluate the relief speed in an emergency. 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 up to find the optimal path and set road signs 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 This is a system structure diagram of Example 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 with reference to the accompanying drawings and specific implementation methods.

[0045] The method provided by the present invention can be implemented in the following terminal environment, wherein 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, which is loaded and executed by the processor to implement the method described in the following embodiments.

[0046] A processor can include one or more processing cores. It connects various components within the terminal using various interfaces and circuits. It executes instructions, programs, code sets, or instruction sets stored in storage media, and accesses data stored in storage media to perform various terminal functions and process data.

[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 sections 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 will appreciate that the structure of the terminal described above does not limit the terminal. The terminal may include more or fewer components, or a combination of certain components, or a different arrangement of components. For example, the terminal may also include a radio frequency circuit, an input unit, a sensor, an audio circuit, a power supply, and other components, 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 rail transit station construction, comprising:

[0053] Step 101: 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 ​​the construction area during construction, and shape of the construction area during construction.

[0054] Step 102: Setting a traffic relief speed assessment model and calculating a traffic relief speed index based on the construction information for use in evaluating relief speed in the event of an emergency. 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.

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

[0056]

[0057] Where 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. When the shape of the construction area is square, circular, or rectangular, S is 1; otherwise, S is 2.

[0058] Step 103: Obtain all paths actually chosen by pedestrians, set up a path selection evaluation model, evaluate all paths actually chosen by pedestrians, find the path with the smallest evaluation index among the paths actually chosen by pedestrians, and use it as the optimal path. Set 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 chosen by the pedestrian, d is the distance from the starting point to the end point of the path actually chosen 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 pedestrian's walking speed, 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] Where 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 movement distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the movement 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 movement distance adjustment factor ∈ are fitted through the ant colony algorithm.

[0066] Example 2

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

[0068] an information acquisition module, configured 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 to construction area size during construction, ratio of evacuation path length to construction area size during construction, environmental visibility during construction, area of ​​the construction area during construction, and shape of the construction area during construction;

[0069] a traffic relief speed assessment module, configured to set a traffic relief speed assessment model and calculate a traffic relief speed index based on the construction information, for use in assessing relief speed in the event of an emergency. When the traffic relief speed index exceeds 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] Where 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. When the shape of the construction area is square, circular, or rectangular, S is 1; otherwise, S is 2.

[0073] The optimal path selection module is used to 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, and use it as the optimal path. It also sets 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 chosen by the pedestrian, d is the distance from the starting point to the end point of the path actually chosen 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 pedestrian's walking speed, 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] Where 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 movement distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the movement 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 movement distance adjustment factor ∈ are fitted through the ant colony algorithm.

[0081] Example 3

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

[0083] Optionally, in this embodiment, the 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 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 ​​the construction area during construction, and shape of the construction area during construction;

[0085] Step 102: Setting a traffic relief speed assessment model and calculating a traffic relief speed index based on the construction information for use in evaluating relief speed in the event of an emergency. 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.

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

[0087]

[0088] Where 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. When the shape of the construction area is square, circular, or rectangular, S is 1; otherwise, S is 2.

[0089] Step 103: Obtain all paths actually chosen by pedestrians, set up a path selection evaluation model, evaluate all paths actually chosen by pedestrians, find the path with the smallest evaluation index among the paths actually chosen by pedestrians, and use it as the optimal path. Set 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 chosen by the pedestrian, d is the distance from the starting point to the end point of the path actually chosen 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 pedestrian's walking speed, 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] Where 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 movement distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the movement 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 movement 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, which 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 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 located 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 information and an application stored in a storage medium through a transmission system to execute the following steps: Step 101: Acquire construction information of a rail transit station during construction, wherein the construction information includes: traffic flow during construction, working hours during construction, a ratio of population density to station capacity during construction, a ratio of traffic flow to construction area size during construction, a ratio of evacuation path length to construction area size during construction, environmental visibility during construction, an area of ​​the construction area during construction, and a shape of the construction area during construction;

[0102] Step 102: Setting a traffic relief speed assessment model and calculating a traffic relief speed index based on the construction information for use in evaluating relief speed in the event of an emergency. 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.

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

[0104]

[0105] Where 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. When the shape of the construction area is square, circular, or rectangular, S is 1; otherwise, S is 2.

[0106] Step 103: Obtain all paths actually chosen by pedestrians, set up a path selection evaluation model, evaluate all paths actually chosen by pedestrians, find the path with the smallest evaluation index among the paths actually chosen by pedestrians, and use it as the optimal path. Set 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 chosen by the pedestrian, d is the distance from the starting point to the end point of the path actually chosen 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 pedestrian's walking speed, 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] Where 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 movement distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the movement 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 movement distance adjustment factor ∈ are fitted through the ant colony algorithm.

[0114] The serial numbers of the above embodiments of the present invention are for description only 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 focus. 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 merely illustrative. For example, the division of the units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, 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, and can be electrical or other forms.

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

[0118] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or 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. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to execute 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 code.

[0120] Obviously, the above embodiments are merely examples for clarity of explanation and are not intended to limit the implementation methods. Those skilled in the art will readily appreciate that other variations or modifications based on the above descriptions are possible. It is not necessary and impossible to enumerate all implementation methods here. Obvious variations or modifications arising therefrom remain within the scope of protection of the present invention.

Claims

1. A method for traffic relief during rail transit station construction, characterized in that: include: Acquiring 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 ​​the construction area during construction, and shape of the construction area during construction; A traffic relief speed assessment model is set up, and a traffic relief speed index is calculated based on the construction information, for use in evaluating the relief speed in an emergency. 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 traffic relief speed evaluation model includes: Where 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. When the shape of the construction area is square, circular, or rectangular, S is 1, otherwise, S is 2. Obtain all paths actually chosen by pedestrians and set up a path selection evaluation model to evaluate all paths actually chosen by pedestrians. Find the path with the lowest evaluation index among the paths actually chosen by pedestrians as the optimal path, and set road signs to enable pedestrians to be relieved along the optimal path. The path selection evaluation model includes: Among them, F is the evaluation index of the path actually chosen by the pedestrian, d is the distance from the starting point to the end point of the path actually chosen 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 pedestrian's walking speed, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

2. The method for traffic relief during rail transit station construction according to claim 1, characterized in that: The impact index O of obstacles in the construction area on path planning includes: Where 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 movement distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the movement distance of obstacles in the construction area.

3. The method for traffic relief during rail transit station construction according to claim 2, 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 movement distance adjustment factor ∈ are fitted by ant colony algorithm.

4. A traffic relief system during rail transit station construction, characterized in that: include: an information acquisition module, configured 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 to construction area size during construction, ratio of evacuation path length to construction area size during construction, environmental visibility during construction, area of ​​the construction area during construction, and shape of the construction area during construction; a traffic relief speed assessment module, configured to set a traffic relief speed assessment model and calculate a traffic relief speed index based on the construction information, for use in assessing relief speed in the event of an emergency. When the traffic relief speed index exceeds a preset relief threshold, the construction area is adjusted until it is less than or equal to the preset relief threshold. The traffic relief speed evaluation model includes: Where 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. When the shape of the construction area is square, circular, or rectangular, S is 1, otherwise, S is 2. The optimal path selection module is used to obtain all the paths actually chosen by pedestrians and set up a path selection evaluation model to evaluate all the paths actually chosen by pedestrians. The path with the lowest evaluation index is found as the optimal path, and road signs are set to enable pedestrians to be relieved along the optimal path. The path selection evaluation model includes: Among them, F is the evaluation index of the path actually chosen by the pedestrian, d is the distance from the starting point to the end point of the path actually chosen 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 pedestrian's walking speed, β is the walking speed adjustment factor, and γ is the construction area adjustment factor.

5. The traffic relief system during rail transit station construction according to claim 4, characterized in that: The impact index O of obstacles in the construction area on path planning includes: Where 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 movement distance adjustment factor, H′ is the height of obstacles in the construction area, and M is the movement distance of obstacles in the construction area.

6. A traffic relief system during rail transit station construction as claimed in claim 5, characterized in that: The path adjustment factor β′, influence index adjustment factor α, walking speed adjustment factor β, construction area 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 movement distance adjustment factor ∈ are fitted through the ant colony algorithm.

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