Design and construction method of fabricated subway station based on BIM (Building Information Modeling)

Abstract

The invention discloses a BIM-based fabricated subway station design and construction method, and relates to the technical field of design and construction, and the method comprises the steps: constructing a soil layer data set and an underground water level data set, and importing BIM software to create a three-dimensional station structure model; using a BIM model to simulate the load of the subway station in a static state, calculating the first bearing strength of each fabricated building component of the subway station, marking static dangerous components, and calculating the static bearing evaluation index of the whole subway station; after no static dangerous component exists, using a BIM model to simulate the dynamic load of the subway station, calculating the second bearing strength of each fabricated building component of the subway station, and calculating the dynamic bearing evaluation index of the whole subway station; after no dynamic dangerous component exists, the comprehensive bearing strength of the whole subway station is calculated, and design optimization is conducted on the whole subway station till the comprehensive bearing strength of the whole subway station does not exceed the comprehensive bearing strength threshold value. And the structural safety of the subway station under various working conditions can be ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of design and construction, and in particular to a design and construction method of an assembled subway station based on BIM. Background Art

[0002] With the acceleration of urbanization and the continuous growth of population, the construction scale and complexity of subways, as an important part of urban public transportation, are increasing day by day. Traditional subway station construction methods have many shortcomings, such as long construction period, high construction difficulty, serious waste of resources, and great environmental impact. These problems have seriously restricted the speed and quality of subway construction. In recent years, the rapid development of BIM (Building Information Modeling) technology has brought revolutionary changes to the design and construction of subway stations. BIM technology effectively integrates and manages information from various stages such as design, construction, and operation of subway stations by constructing a three-dimensional digital model, realizing the digitization, visualization, and collaboration of the construction process. This integrated management method not only improves work efficiency, but also optimizes resource allocation, reduces construction costs, and lays a solid foundation for the sustainable development of subway stations.

[0003] In the Chinese invention application with application publication number CN118128103A, a method for monitoring the construction process of an assembled subway station is disclosed, including step one, burying a monitoring device in the skeleton of a prefabricated component and recording the initial reading; step two, the monitoring device monitors the stress condition during the casting and curing process of the prefabricated component; step three, after the prefabricated component is formed, a data acquisition device is installed at a predetermined position to monitor the stress condition of the prefabricated component in the storage state; step four, the stress condition of the prefabricated component during the lifting, transportation and splicing process is monitored by the data acquisition device; step five, after the prefabricated components are assembled, the data acquisition device is powered by a permanent cable, and the stress condition of each prefabricated component of the formed subway station is monitored in real time.

[0004] In the above invention application, the stress conditions of prefabricated components are monitored during the storage, hoisting, transportation, splicing process and the use stage after final molding, so as to ensure real-time monitoring of the entire process of prefabricated components from production to maintenance to storage to hoisting to transportation to assembly and molding, and serve as stress data support for the entire construction process to ensure the smooth construction and safe use of the overall prefabricated subway station. However, when monitoring is carried out, the components have already been put into construction or use. When the components are put into construction or use without meeting the design requirements, frequent maintenance and reinforcement needs may occur after construction or use, which will greatly increase the maintenance cost and use cost of the building.

[0005] To this end, the present invention provides a design and construction method for an assembled subway station based on BIM. Summary of the invention

[0006] 1. Technical issues to be resolved In view of the shortcomings of the prior art, the present invention provides a design and construction method for an assembled subway station based on BIM. The present invention obtains the first bearing strength of each assembled building component. and the second bearing strength , calculate the comprehensive bearing strength Zh of the entire subway station, and optimize the design of the entire subway station until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold, which can ensure the structural safety of the subway station under various working conditions. Both static loads and dynamic loads can be fully considered and dealt with, thereby avoiding structural damage and safety accidents, thereby solving the technical problems recorded in the background technology.

[0007] (II) Technical solution To achieve the above objectives, the present invention is implemented through the following technical solutions: A design and construction method of an assembled subway station based on BIM, comprising the following steps: Collect undisturbed soil samples from the construction area, build a soil layer dataset, set up monitoring wells in the construction area, monitor the groundwater level in the wells, build a groundwater level dataset, and import the design parameters, soil layer dataset, and groundwater level dataset of the subway station into the BIM software to create a 3D station structure model; Use the BIM model to simulate the static load of the subway station and extract the static bending moment stress of each prefabricated building component , static shear stress and static axial stress , calculate the first bearing strength of each prefabricated building component in the subway station , mark static dangerous components, according to the number of static dangerous components in subway stations j The first bearing strength corresponding to each static dangerous component , calculate the static load evaluation index of the entire subway station Jp; After there are no static dangerous components, the BIM model is used to simulate the dynamic load of the subway station and extract the dynamic bending moment stress in each prefabricated building component. , dynamic shear stress and dynamic axial stress , calculate the second bearing strength of each prefabricated building component in the subway station , based on the number of dynamic dangerous components in subway stations k The second bearing strength corresponding to each static dangerous component , calculate the dynamic load evaluation index D of the entire subway station p； After there are no dynamic dangerous components, obtain the first bearing strength of each prefabricated building component and the second bearing strength , calculate the comprehensive bearing strength Zh of the entire subway station, and optimize the design of the entire subway station until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold.

[0008] Furthermore, drilling points are arranged according to the scale of the project, and undisturbed soil samples are collected from the construction area. After physical property tests (such as water content, density, plasticity index, etc.) and mechanical property tests (such as compression tests, shear tests, etc.), the physical and mechanical parameters of the soil layer in the construction area are obtained, and a soil layer data set is constructed.

[0009] Furthermore, monitoring wells are set up in the construction area to conduct water quality analysis, including the determination of physical properties (such as temperature, color, transparency, etc.), chemical properties (such as pH value, dissolved oxygen, hardness, ion content, etc.), and biological properties (such as bacteria, microorganisms, etc.), and water level meters (such as float-type water level meters, pressure-type water level meters, etc.) are used to measure the groundwater level in the monitoring wells to construct a groundwater level dataset.

[0010] Further, obtain the static bending moment stress , static shear stress and static axial stress , calculate the first bearing strength of each prefabricated building component in the subway station :

[0011] and are the allowable stresses of the material under bending, shear and axial load, respectively. a Indicates the number of each prefabricated building component.

[0012] Furthermore, when the first bearing strength of the prefabricated building component If it is greater than 0, the component is marked as a static dangerous component and the number of static dangerous components is counted. j .

[0013] Furthermore, the number of static dangerous components in subway stations is obtained j The first bearing strength corresponding to each static dangerous component , calculate the static load evaluation index of the entire subway station Jp :

[0014] When the static load evaluation index of the entire subway station Jp When the static load threshold is exceeded, a design abnormality warning is issued.Jp When the static load threshold is not exceeded, the static dangerous components are output for design optimization until there are no static dangerous components. The static load threshold is the static load evaluation index of all historical subway stations. Jp The mean of .

[0015] Furthermore, the dynamic bending moment stress is obtained , dynamic shear stress and dynamic axial stress , calculate the second bearing strength of each prefabricated building component in the subway station :

[0016] When the second bearing strength of the prefabricated building components If it is greater than 0, the component is marked as a dynamic dangerous component and the number of dynamic dangerous components is counted. k .

[0017] Furthermore, the number of dynamic dangerous components in subway stations is obtained k The second bearing strength corresponding to each static dangerous component , calculate the dynamic load evaluation index D of the entire subway station p :

[0018] When the dynamic load evaluation index D of the entire subway station p When the dynamic load threshold is exceeded, a design abnormality warning is issued. Dp When the dynamic load threshold is not exceeded, the dynamic dangerous components are output for design optimization until there are no dynamic dangerous components. The dynamic load threshold is the dynamic load evaluation index D of all historical subway stations. p The mean of .

[0019] Furthermore, after there are no dynamic dangerous components, the first bearing strength of each prefabricated building component is obtained. and the second bearing strength , calculate the comprehensive bearing strength Zh of the entire subway station:

[0020] in, is the interaction coefficient, which is used to consider the interaction or synergistic effect between the two bearing strengths.

[0021] Furthermore, when the comprehensive bearing strength Zh of the entire subway station exceeds the comprehensive bearing strength threshold, the design of the entire subway station is optimized until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold, where the comprehensive bearing strength threshold is the average of the comprehensive bearing strength Zh of all historical subway stations.

[0022] (III) Beneficial effects The present invention provides a design and construction method for an assembled subway station based on BIM, which has the following beneficial effects: 1. Collect undisturbed soil samples in the construction area, construct a soil layer data set, set up monitoring wells in the construction area, monitor the groundwater level in the wells, construct a groundwater level data set, and import the design parameters, soil layer data set, and groundwater level data set of the subway station into the BIM software to create a three-dimensional station structure model, which can reflect the complexity of geological conditions, including the distribution of different soil layers, the flow of groundwater, etc., so as to ensure the accuracy and reliability of the design scheme.

[0023] 2. Use the BIM model to simulate the static load of the subway station and extract the static bending moment stress of each prefabricated building component , static shear stress and static axial stress , calculate the first bearing strength of each prefabricated building component in the subway station , mark static dangerous components, according to the number of static dangerous components in subway stations j The first bearing strength corresponding to each static dangerous component , calculate the static load evaluation index of the entire subway station Jp , can accurately evaluate the bearing capacity of subway stations under static conditions, help to discover and solve potential structural safety problems in advance, such as overload, stress concentration, etc., thereby ensuring the structural safety of subway stations.

[0024] 3. After there are no static dangerous components, use the BIM model to simulate the dynamic load of the subway station and extract the dynamic bending moment stress in each prefabricated building component , dynamic shear stress and dynamic axial stress , calculate the second bearing strength of each prefabricated building component in the subway station , based on the number of dynamic dangerous components in subway stations k The second bearing strength corresponding to each static dangerous component , calculate the dynamic load evaluation index D of the entire subway station p, taking into account various dynamic loads that subway stations may encounter during actual operation, such as vibration caused by train operation, wind load, temperature changes, etc. This makes the safety assessment more comprehensive and can detect potential problems that static analysis may overlook.

[0025] 4. After there are no dynamic dangerous components, obtain the first bearing strength of each prefabricated building component and the second bearing strength , calculate the comprehensive bearing strength Zh of the entire subway station, and optimize the design of the entire subway station until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold, which can ensure the structural safety of the subway station under various working conditions. Both static and dynamic loads can be fully considered and dealt with, thereby avoiding structural damage and safety accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 The present invention is a flowchart of a design and construction method of a prefabricated subway station based on BIM. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0028] See also Figure 1 The present invention provides a design and construction method of an assembled subway station based on BIM, comprising the following steps: Step 1: Collect undisturbed soil samples from the construction area, construct a soil layer dataset, set up monitoring wells in the construction area, monitor the groundwater level in the wells, construct a groundwater level dataset, and import the design parameters, soil layer dataset, and groundwater level dataset of the subway station into the BIM software to create a 3D station structure model.

[0029] The step 1 includes the following contents: Step 101: Arrange drilling points according to the project scale, collect undisturbed soil samples in the construction area, conduct physical property tests (such as water content, density, plasticity index, etc.) and mechanical property tests (such as compression test, shear test, etc.), obtain the physical and mechanical parameters of the soil layer in the construction area, and construct a soil layer data set.

[0030] Step 102: Set up monitoring wells in the construction area and conduct water quality analysis, including the determination of physical properties (such as temperature, color, transparency, etc.), chemical properties (such as pH value, dissolved oxygen, hardness, ion content, etc.) and biological properties (such as bacteria, microorganisms, etc.), and use water level meters (such as float-type water level meters, pressure-type water level meters, etc.) to measure the groundwater level in the monitoring wells and construct a groundwater level data set.

[0031] Step 103: Import the design parameters, soil layer data set and groundwater level data set of the subway station, such as station size, structure type, underground pipeline layout, etc., into BIM software (such as Revit, AutoCAD, etc.) to create a three-dimensional station structure model.

[0032] When using, combine the contents in steps 101 to 103: Collect undisturbed soil samples from the construction area, construct a soil layer data set, set up monitoring wells in the construction area, monitor the groundwater level in the wells, construct a groundwater level data set, and import the design parameters, soil layer data set, and groundwater level data set of the subway station into the BIM software to create a three-dimensional station structure model, which can reflect the complexity of geological conditions, including the distribution of different soil layers, the flow of groundwater, etc., thereby ensuring the accuracy and reliability of the design solution.

[0033] Step 2: Use the BIM model to simulate the static load of the subway station and extract the static bending moment stress of each prefabricated building component , static shear stress and static axial stress , calculate the first bearing strength of each prefabricated building component in the subway station , mark static dangerous components, according to the number of static dangerous components in subway stations j The first bearing strength corresponding to each static dangerous component , calculate the static load evaluation index of the entire subway station Jp .

[0034] The step 2 includes the following contents: Step 201: Use the BIM model to simulate the static load of the subway station, extract the bending moment stress, shear stress, and axial stress at the key stress-bearing parts or weak links of each prefabricated building component, and record them as static bending moment stress. , static shear stress and static axial stress The key stress-bearing parts and weak links include supports, mid-span parts and structural corners.

[0035] Step 202: Obtain static bending moment stress , static shear stress and static axial stress , calculate the first bearing strength of each prefabricated building component in the subway station :

[0036] and are the allowable stresses of the material under bending, shear and axial load, respectively. a Indicates the number of each prefabricated building component.

[0037] When the first bearing strength of the prefabricated building components If it is greater than 0, the component is marked as a static dangerous component and the number of static dangerous components is counted. j .

[0038] Step 203: Obtain the number of static dangerous components in subway stations j The first bearing strength corresponding to each static dangerous component , calculate the static load evaluation index of the entire subway station Jp :

[0039] When the static load evaluation index of the entire subway station Jp When the static load threshold is exceeded, it means that the subway station design is defective and needs to be redesigned. An abnormal design warning is issued. Jp When the static load threshold is not exceeded, the static dangerous components are output for design optimization until there are no static dangerous components. The static load threshold is the static load evaluation index of all historical subway stations. Jp The mean of .

[0040] When using, combine the contents in steps 201 to 203: Use the BIM model to simulate the static load of the subway station and extract the static bending moment stress of each prefabricated building component , static shear stress and static axial stress , calculate the first bearing strength of each prefabricated building component in the subway station , mark static dangerous components, according to the number of static dangerous components in subway stations j The first bearing strength corresponding to each static dangerous component , calculate the static load evaluation index of the entire subway station Jp , can accurately evaluate the bearing capacity of subway stations under static conditions, help to discover and solve potential structural safety problems in advance, such as overload, stress concentration, etc., thereby ensuring the structural safety of subway stations.

[0041] Step 3: After there are no static dangerous components, use the BIM model to simulate the dynamic load of the subway station and extract the dynamic bending moment stress in each prefabricated building component , dynamic shear stress and dynamic axial stress , calculate the second bearing strength of each prefabricated building component in the subway station , based on the number of dynamic dangerous components in subway stations k The second bearing strength corresponding to each static dangerous component , calculate the dynamic load evaluation index D of the entire subway station p。

[0042] The step three includes the following contents: Step 301: After there are no static dangerous components, use the BIM model to simulate the dynamic load of the subway station, extract the bending moment stress, shear stress, and axial stress at the key stress-bearing parts or weak links of each prefabricated building component, and record them as dynamic bending moment stress. , dynamic shear stress and dynamic axial stress .

[0043] Step 302: Obtain dynamic bending moment stress , dynamic shear stress and dynamic axial stress , calculate the second bearing strength of each prefabricated building component in the subway station :

[0044] When the second bearing strength of the prefabricated building components If it is greater than 0, the component is marked as a dynamic dangerous component and the number of dynamic dangerous components is counted. k .

[0045] Step 303: Obtain the number of dynamic dangerous components in the subway station k The second bearing strength corresponding to each static dangerous component , calculate the dynamic load evaluation index D of the entire subway station p :

[0046] When the dynamic load evaluation index D of the entire subway station p When the dynamic load threshold is exceeded, it means that the subway station design is defective and needs to be redesigned. An abnormal design warning is issued. DpWhen the dynamic load threshold is not exceeded, the dynamic dangerous components are output for design optimization until there are no dynamic dangerous components. The dynamic load threshold is the dynamic load evaluation index D of all historical subway stations. p The mean of .

[0047] When using, combine the contents in steps 301 to 303: After there are no static dangerous components, the BIM model is used to simulate the dynamic load of the subway station and extract the dynamic bending moment stress in each prefabricated building component. , dynamic shear stress and dynamic axial stress , calculate the second bearing strength of each prefabricated building component in the subway station , based on the number of dynamic dangerous components in subway stations k The second bearing strength corresponding to each static dangerous component , calculate the dynamic load evaluation index D of the entire subway station p , taking into account various dynamic loads that subway stations may encounter during actual operation, such as vibration caused by train operation, wind load, temperature changes, etc. This makes the safety assessment more comprehensive and can detect potential problems that static analysis may overlook.

[0048] Step 4: After there are no dynamic dangerous components, obtain the first bearing strength of each prefabricated building component and the second bearing strength , calculate the comprehensive bearing strength Zh of the entire subway station, and optimize the design of the entire subway station until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold.

[0049] The step 4 includes the following contents: Step 401: After there are no dynamic dangerous components, obtain the first bearing strength of each prefabricated building component and the second bearing strength , calculate the comprehensive bearing strength Zh of the entire subway station:

[0050] in, is the interaction coefficient, which is used to consider the interaction or synergistic effect between the two bearing strengths.

[0051] Step 402: When the comprehensive bearing strength Zh of the entire subway station exceeds the comprehensive bearing strength threshold, it indicates that the subway station has low tolerance to sudden problems, and the design of the entire subway station is optimized until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold, where the comprehensive bearing strength threshold is the average of the comprehensive bearing strength Zh of all historical subway stations.

[0052] When using, combine the contents in steps 401 to 402: After there are no dynamic dangerous components, obtain the first bearing strength of each prefabricated building component and the second bearing strength , calculate the comprehensive bearing strength Zh of the entire subway station, and optimize the design of the entire subway station until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold, which can ensure the structural safety of the subway station under various working conditions. Both static and dynamic loads can be fully considered and dealt with, thereby avoiding structural damage and safety accidents.

[0053] The above embodiments may be implemented in whole or in part by software, hardware, firmware or any other combination thereof. When implemented using software, the above embodiments may be implemented in whole or in part in the form of a computer program product. A person of ordinary skill in the art may appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein may be implemented in electronic hardware, or in a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution.

[0054] 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.

[0055] The above description is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application.

Claims

1. A design and construction method for an assembled subway station based on BIM, characterized in that: The steps include: Collect undisturbed soil samples from the construction area, build a soil layer dataset, set up monitoring wells in the construction area, monitor the groundwater level in the wells, build a groundwater level dataset, and import the design parameters, soil layer dataset, and groundwater level dataset of the subway station into the BIM software to create a 3D station structure model; Use the BIM model to simulate the static load of the subway station and extract the static bending moment stress of each prefabricated building component , static shear stress and static axial stress , calculate the first bearing strength of each prefabricated building component in the subway station , mark static dangerous components, according to the number of static dangerous components in subway stations j The first bearing strength corresponding to each static dangerous component , calculate the static load evaluation index of the entire subway station Jp; After there are no static dangerous components, the BIM model is used to simulate the dynamic load of the subway station and extract the dynamic bending moment stress in each prefabricated building component. , dynamic shear stress and dynamic axial stress , calculate the second bearing strength of each prefabricated building component in the subway station , based on the number of dynamic dangerous components in subway stations k The second bearing strength corresponding to each static dangerous component , calculate the dynamic load evaluation index D of the entire subway station p； After there are no dynamic dangerous components, obtain the first bearing strength of each prefabricated building component and the second bearing strength , calculate the comprehensive bearing strength Zh of the entire subway station, and optimize the design of the entire subway station until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold.

2. The design and construction method of a prefabricated subway station based on BIM according to claim 1, characterized in that: Obtaining Static Bending Moment Stress , static shear stress and static axial stress , calculate the first bearing strength of each prefabricated building component in the subway station : and are the allowable stresses of the material under bending, shear and axial load, respectively. a Indicates the number of each prefabricated building component.

3. The design and construction method of a prefabricated subway station based on BIM according to claim 1 is characterized in that: When the first bearing strength of the prefabricated building components If it is greater than 0, the component is marked as a static dangerous component and the number of static dangerous components is counted. j .

4. The design and construction method of a prefabricated subway station based on BIM according to claim 1 is characterized in that: Get the number of static dangerous components in subway stations j The first bearing strength corresponding to each static dangerous component , calculate the static load evaluation index of the entire subway station Jp : When the static load evaluation index of the entire subway station Jp When the static load threshold is exceeded, a design abnormality warning is issued. Jp When the static load threshold is not exceeded, the static dangerous components are output for design optimization until there are no static dangerous components. The static load threshold is the static load evaluation index of all historical subway stations. Jp The mean of .

5. The design and construction method of a prefabricated subway station based on BIM according to claim 1 is characterized in that: Obtaining Dynamic Bending Moment Stress , dynamic shear stress and dynamic axial stress , calculate the second bearing strength of each prefabricated building component in the subway station : When the second bearing strength of the prefabricated building components If it is greater than 0, the component is marked as a dynamic dangerous component and the number of dynamic dangerous components is counted. k .

6. The design and construction method of a prefabricated subway station based on BIM according to claim 1 is characterized in that: Get the number of dynamic dangerous components in subway stations k The second bearing strength corresponding to each static dangerous component , calculate the dynamic load evaluation index D of the entire subway station p : When the dynamic load evaluation index D of the entire subway station p When the dynamic load threshold is exceeded, a design abnormality warning is issued. Dp When the dynamic load threshold is not exceeded, the dynamic dangerous components are output for design optimization until there are no dynamic dangerous components. The dynamic load threshold is the dynamic load evaluation index D of all historical subway stations. p The mean of .

7. The design and construction method of a prefabricated subway station based on BIM according to claim 1 is characterized by: After there are no dynamic dangerous components, obtain the first bearing strength of each prefabricated building component and the second bearing strength , calculate the comprehensive bearing strength Zh of the entire subway station: in, is the interaction coefficient, which is used to consider the interaction or synergistic effect between the two bearing strengths; When the comprehensive bearing strength Zh of the entire subway station exceeds the comprehensive bearing strength threshold, the design of the entire subway station is optimized until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold, where the comprehensive bearing strength threshold is the average of the comprehensive bearing strength Zh of all historical subway stations.

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