A design and construction method for prefabricated subway stations based on BIM

Abstract

The present invention discloses a design and construction method of an assembled subway station based on BIM, which relates to the field of design and construction technology, including constructing a soil layer data set and a groundwater level data set, importing BIM software to create a three-dimensional station structure model; using the BIM model to simulate the static load of the subway station, calculating the first bearing strength of each assembled building component of the subway station, marking static dangerous components, and calculating the static bearing evaluation index of the entire subway station. ； After there are no static dangerous components, the BIM model is used to simulate the dynamic load of the subway station, calculate the second bearing strength of each prefabricated building component of the subway station, and calculate the dynamic bearing evaluation index of the entire subway station ； After there are no dynamic dangerous components, the comprehensive bearing strength of the entire subway station is calculated, and the design of the entire subway station is optimized until the comprehensive bearing strength of the entire subway station does not exceed the comprehensive bearing strength threshold. This can ensure the structural safety of the subway station under various working conditions.

Description

Technical Field

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

[0002] With the acceleration of the urbanization process and the continuous growth of the population, the subway, as an important part of urban public transportation, has an increasingly large construction scale and complexity. There are many deficiencies in the traditional construction methods of subway stations, such as long construction periods, high construction difficulties, serious resource waste, and large environmental impacts. These problems seriously restrict the speed and quality of subway construction. In recent years, the rapid development of BIM (Building Information Modeling) technology has brought a revolutionary change to the design and construction of subway stations. By constructing a three-dimensional digital model, BIM technology effectively integrates and manages the information in various stages of the design, construction, and operation of subway stations, 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 the application publication number CN118128103A, a monitoring method for the construction process of an assembled subway station is disclosed, including Step 1: burying a monitoring device in the skeleton of a precast component and recording the initial reading; Step 2: monitoring the stress condition of the monitoring device during the casting and curing process of the precast component; Step 3: after the precast component is formed, installing a data acquisition device at a predetermined position to monitor the stress condition of the precast component in the stored state; Step 4: monitoring the stress condition of the precast component during the hoisting, transportation, and splicing processes through the data acquisition device; Step 5: after the precast components are assembled, powering the data acquisition device through a permanent cable and continuously monitoring the stress state of each precast component of the formed subway station.

[0004] In the above invention application, the stress condition of the precast component is monitored during the processes of storage, hoisting, transportation, splicing, and the final use stage after forming, so as to ensure real-time monitoring of the entire process from production to curing to storage to hoisting to transportation to assembly until forming of the precast component, and provide stress data support for the entire construction process to ensure the smooth construction and safe use of the overall assembled subway station. However, during monitoring, the components have already been put into construction or use. If the component design is unqualified and then put into construction or use, it is very likely that frequent maintenance and reinforcement requirements will occur after construction or use, which will greatly increase the maintenance cost and use cost of the building.

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

[0006] (I) Technical Problem to be Solved

[0007] Aiming at the deficiencies of the prior art, the present invention provides a design and construction method for an assembled subway station based on BIM. By obtaining the first bearing strength of each assembled building component and the second bearing strength , calculating the comprehensive bearing strength Zh of the entire subway station, and optimizing 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, it can ensure the structural safety of the subway station under various working conditions. Whether it is static load or dynamic load, it can be fully considered and dealt with, thereby avoiding structural damage and safety accidents, and thus solving the technical problems recorded in the background art.

[0008] (II) Technical Solution

[0009] To achieve the above object, the present invention is realized through the following technical solutions: A design and construction method for an assembled subway station based on BIM, including the following steps:

[0010] Collect the undisturbed soil samples in the construction area, construct a soil layer data set, and set monitoring wells in the construction area to monitor the groundwater level in the monitoring wells, construct a groundwater level data set, and import the design parameters of the subway station, the soil layer data set and the groundwater level data set into the BIM software to create a three-dimensional station structure model;

[0011] Use the BIM model to simulate the load of the subway station under static conditions, extract the static bending moment stress of each assembled building component , static shear stress and static axial force stress , calculate the first bearing strength of each assembled building component of the subway station , mark the static dangerous components, and calculate the static bearing evaluation index of the entire subway station according to the number of static dangerous components j and the first bearing strength corresponding to each static dangerous component Jp;

[0012] After there are no static dangerous components, use the BIM model to simulate the load of the subway station under dynamic conditions, extract the dynamic bending moment stress in each assembled building component , dynamic shear stress and dynamic axial force stress , calculate the second bearing strength of each assembled building component of the subway station , and calculate according to the number of dynamic dangerous components of the subway station kThe second bearing strength corresponding to each static dangerous component , calculate the dynamic bearing evaluation index D of the entire subway station p；

[0013] 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 conduct design optimization on the entire subway station until the comprehensive bearing strength Zh of the entire subway station does not exceed the comprehensive bearing strength threshold

[0014] Furthermore, 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.), and then obtain the physical and mechanical parameters of the soil layer in the construction area to construct a soil layer data set

[0015] Furthermore, set up monitoring wells in the construction area for 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 a water level gauge (such as a float type water level gauge, a pressure type water level gauge, etc.) to measure the groundwater level in the monitoring wells to construct a groundwater level data set

[0016] Furthermore, obtain the static bending stress , static shear stress and static axial force stress , and calculate the first bearing strength of each prefabricated building component in the subway station :

[0017]

[0018] and are the allowable stresses of the material under bending, shear and axial loading respectively a represents the number of each prefabricated building component

[0019] Furthermore, when the first bearing strength of the prefabricated building component is greater than 0, mark this component as a static dangerous component and count the number of static dangerous components j .

[0020] Furthermore, obtain the number of static dangerous components in the subway station j and the first bearing strength corresponding to each static dangerous component , and calculate the static bearing evaluation index of the entire subway station Jp :

[0021]

[0022] When the static load-bearing evaluation index of the entire subway station Jp exceeds the static load-bearing threshold, a design anomaly warning is sent out. When the static load-bearing evaluation index of the entire subway station Jp does not exceed the static load-bearing threshold, static dangerous components are output for design optimization until there are no static dangerous components. Among them, the static load-bearing threshold is the mean value of the static load-bearing evaluation indexes of all historical subway stations Jp .

[0023] Furthermore, dynamic bending moment stress , dynamic shear stress and dynamic axial force stress are obtained, and the second load-bearing strength of each prefabricated building component of the subway station is calculated :

[0024]

[0025] When the second load-bearing strength of the prefabricated building component is greater than 0, the component is marked as a dynamic dangerous component, and the number of dynamic dangerous components is counted k .

[0026] Furthermore, the number of dynamic dangerous components of the subway station is obtained k and the second load-bearing strength corresponding to each static dangerous component , and the dynamic load-bearing evaluation index D of the entire subway station is calculated p :

[0027]

[0028] When the dynamic load-bearing evaluation index D of the entire subway station p exceeds the dynamic load-bearing threshold, a design anomaly warning is sent out. When the dynamic load-bearing evaluation index of the entire subway station Dp does not exceed the dynamic load-bearing threshold, dynamic dangerous components are output for design optimization until there are no dynamic dangerous components. Among them, the dynamic load-bearing threshold is the mean value of the dynamic load-bearing evaluation indexes D of all historical subway stations p .

[0029] Furthermore, after there are no dynamic dangerous components, the first load-bearing strength and the second load-bearing strength of each prefabricated building component are obtained, and the comprehensive load-bearing strength Zh of the entire subway station is calculated:

[0030]

[0031] Among them, is the interaction coefficient, which is used to consider the interaction or synergy between the two bearing strengths.

[0032] 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. The comprehensive bearing strength threshold is the mean value of the comprehensive bearing strength Zh of all historical subway stations.

[0033] (III) Beneficial effects

[0034] The present invention provides a design and construction method for an assembled subway station based on BIM, which has the following beneficial effects:

[0035] 1. Collect the undisturbed soil samples in the construction area, construct the soil layer data set, and set monitoring wells in the construction area to monitor the groundwater level in the monitoring wells, construct the groundwater level data set, and import the design parameters of the subway station, the soil layer data set and the groundwater level data set into the BIM software to create a three-dimensional station structure model, which can reflect the complexity of the 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.

[0036] 2. Use the BIM model to simulate the load of the subway station under static conditions, extract the static bending moment stress , static shear stress and static axial force stress of each assembled building component, calculate the first bearing strength of each assembled building component of the subway station, mark the static dangerous components, and calculate the static bearing evaluation index j of the entire subway station according to the number of static dangerous components of the subway station and the first bearing strength Jp corresponding to each static dangerous component. It can accurately evaluate the bearing capacity of the subway station under static conditions, help to discover and solve potential structural safety problems in advance, such as overload, stress concentration, etc., so as to ensure the structural safety of the subway station.

[0037] 3. After there are no static dangerous components, use the BIM model to simulate the load of the subway station under dynamic conditions, extract the dynamic bending moment stress , dynamic shear stress and dynamic axial force stress in each assembled building component, calculate the second bearing strength of each assembled building component of the subway station, and calculate according to the number k of dynamic dangerous components of the subway station and the second bearing strength , calculate the dynamic bearing evaluation index D of the entire subway station p , considering various dynamic loads that the subway station may encounter during actual operation, such as vibrations caused by train operation, wind loads, temperature changes, etc. This makes the safety assessment more comprehensive and can identify potential problems that may be overlooked in static analysis.

[0038] 4. After there are no dynamically dangerous components, obtain the first bearing strength and the second bearing strength of each prefabricated building component, 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. Whether it is static load or dynamic load, it can be fully considered and dealt with, thus avoiding structural damage and safety accidents. Description of the Drawings

[0039] Figure 1 It is a schematic flow chart of a design and construction method for a prefabricated subway station based on BIM according to the present invention. Detailed Embodiment

[0040] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0041] Please refer to Figure 1 , the present invention provides a design and construction method for a prefabricated subway station based on BIM, including the following steps:

[0042] Step 1. Collect undisturbed soil samples in the construction area, construct a soil layer data set, set monitoring wells in the construction area to monitor the groundwater level in the monitoring wells, construct a groundwater level data set, and import the design parameters of the subway station, the soil layer data set, and the groundwater level data set into BIM software to create a three-dimensional station structure model.

[0043] The said Step 1 includes the following contents:

[0044] 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, plastic index, etc.) and mechanical property tests (such as compression test, shear test, etc.), and then obtain the physical and mechanical parameters of the soil layer in the construction area to construct a soil layer data set.

[0045] Step 102: Set up monitoring wells in the construction area for 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 measure the groundwater level in the monitoring wells using a water level gauge (such as a float type water level gauge, a pressure type water level gauge, etc.) to construct a groundwater level dataset.

[0046] Step 103: Import the design parameters of the subway station, the soil layer dataset and the groundwater level dataset, such as the station size, structure type, underground pipeline layout, etc., into BIM software (such as Revit, AutoCAD, etc.) to create a three-dimensional station structure model.

[0047] During use, combine the content in Steps 101 to 103:

[0048] Collect undisturbed soil samples from the construction area to construct a soil layer dataset, set up monitoring wells in the construction area, measure the groundwater level in the monitoring wells to construct a groundwater level dataset, and import the design parameters of the subway station, the soil layer dataset and the groundwater level dataset into 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.

[0049] Step Two: Use the BIM model to simulate the load of the subway station under static conditions, extract the static bending moment stress, static shear stress and static axial force stress of each prefabricated building component, calculate the first bearing strength of each prefabricated building component of the subway station, mark the static dangerous components, and calculate the static bearing evaluation index j of the entire subway station according to the number of static dangerous components of the subway station and the first bearing strength corresponding to each static dangerous component. Jp .

[0050] The above Step Two includes the following content:

[0051] Step 201: Use the BIM model to simulate the load of the subway station under static conditions, extract the bending moment stress, shear stress and axial force stress at the key stress-bearing parts or weak links in each prefabricated building component, and record them as static bending moment stress static shear stress and static axial force stress . The key stress-bearing parts and weak links include the support, mid-span and structural corner, etc.

[0052] Step 202: Obtain the static bending moment stress , static shear stress and static axial force stress , calculate the first bearing strength of each prefabricated building component in the subway station :

[0053]

[0054] and are the allowable stresses of the material under bending, shear and axial forces respectively, a represents the number of each prefabricated building component.

[0055] When the first bearing strength of the prefabricated building component is greater than 0, mark this component as a static dangerous component and count the number of static dangerous components j .

[0056] Step 203, obtain the number of static dangerous components in the subway station j and the first bearing strength corresponding to each static dangerous component , calculate the static bearing evaluation index of the entire subway station Jp :

[0057]

[0058] When the static bearing evaluation index of the entire subway station Jp exceeds the static bearing threshold, it means that the design of this subway station is defective and needs to be redesigned, and a design anomaly warning is sent out. When the static bearing evaluation index of the entire subway station Jp does not exceed the static bearing threshold, output the static dangerous components for design optimization until there are no static dangerous components. Among them, the static bearing threshold is the average value of the static bearing evaluation indexes of all historical subway stations Jp .

[0059] When in use, combine the content in Steps 201 to 203:

[0060] Use the BIM model to simulate the load of the subway station under static conditions, extract the static bending moment stress of each prefabricated building component , static shear stress and static axial force stress , calculate the first bearing strength of each prefabricated building component in the subway station , mark the static dangerous components, and based on the number of static dangerous components in the subway station j and the first bearing strength corresponding to each static dangerous component , calculate the static bearing evaluation index of the entire subway station Jp, the bearing capacity of the subway station under static conditions can be accurately evaluated, which helps to detect and solve potential structural safety problems in advance, such as overload, stress concentration, etc., thus ensuring the structural safety of the subway station.

[0061] Step 3: After there are no static dangerous components, use the BIM model to simulate the loads on the subway station under dynamic conditions, and extract the dynamic bending moment stress, dynamic shear stress and dynamic axial force stress in each prefabricated building component, and calculate the secondary bearing strength of each prefabricated building component of the subway station , and calculate the dynamic bearing evaluation index D of the entire subway station based on the number of dynamic dangerous components k of the subway station and the secondary bearing strength corresponding to each static dangerous component . p。

[0062] The above Step 3 includes the following contents:

[0063] Step 301: After there are no static dangerous components, use the BIM model to simulate the loads on the subway station under dynamic conditions, and extract the bending moment stress, shear stress, and axial force stress at the key stress-bearing parts or weak links in each prefabricated building component, which are recorded as dynamic bending moment stress , dynamic shear stress and dynamic axial force stress .

[0064] Step 302: Obtain the dynamic bending moment stress , dynamic shear stress and dynamic axial force stress , and calculate the secondary bearing strength of each prefabricated building component of the subway station :

[0065]

[0066] When the secondary bearing strength of the prefabricated building component is greater than 0, mark this component as a dynamic dangerous component and count the number of dynamic dangerous components k .

[0067] Step 303: Obtain the number of dynamic dangerous components of the subway station k and the secondary bearing strength corresponding to each static dangerous component , and calculate the dynamic bearing evaluation index D of the entire subway station p :

[0068]

[0069] When the dynamic bearing evaluation index D of the entire subway stationp When it exceeds the dynamic load-bearing threshold, it indicates that the design of the subway station is defective and needs to be redesigned, and a design anomaly warning is sent outwards. When the dynamic load-bearing evaluation index of the entire subway station Dp does not exceed the dynamic load-bearing threshold, the dynamic dangerous components are output for design optimization until there are no dynamic dangerous components. Among them, the dynamic load-bearing threshold is the average value of the dynamic load-bearing evaluation index D of all subway stations in history p .

[0070] When in use, combine the content in steps 301 to 303:

[0071] After there are no static dangerous components, use the BIM model to simulate the dynamic loads of the subway station, and extract the dynamic bending moment stress, dynamic shear stress and dynamic axial force stress in each prefabricated building component, and calculate the second load-bearing strength of each prefabricated building component of the subway station . Based on the number of dynamic dangerous components of the subway station k and the second load-bearing strength corresponding to each static dangerous component , calculate the dynamic load-bearing evaluation index D of the entire subway station p . It takes into account various dynamic loads that the subway station may encounter during actual operation, such as vibrations caused by train operation, wind loads, temperature changes, etc. This makes the safety assessment more comprehensive and can discover potential problems that may be overlooked by static analysis.

[0072] Step Four: After there are no dynamic dangerous components, obtain the first load-bearing strength and the second load-bearing strength of each prefabricated building component, calculate the comprehensive load-bearing strength Zh of the entire subway station, and optimize the design of the entire subway station until the comprehensive load-bearing strength Zh of the entire subway station does not exceed the comprehensive load-bearing strength threshold.

[0073] The said Step Four includes the following content:

[0074] Step 401: After there are no dynamic dangerous components, obtain the first load-bearing strength and the second load-bearing strength of each prefabricated building component, and calculate the comprehensive load-bearing strength Zh of the entire subway station:

[0075]

[0076] Among them, is the interaction coefficient, which is used to consider the interaction or synergy effect between the two load-bearing strengths.

[0077] Step 402: When the comprehensive load-bearing intensity Zh of the entire subway station exceeds the comprehensive load-bearing intensity threshold, it indicates that the subway station has a low ability to withstand sudden problems. Design optimization is carried out on the entire subway station until the comprehensive load-bearing intensity Zh of the entire subway station does not exceed the comprehensive load-bearing intensity threshold. The comprehensive load-bearing intensity threshold is the average value of the comprehensive load-bearing intensity Zh of all historical subway stations.

[0078] When in use, combine the content in Steps 401 to 402:

[0079] After there are no dynamic dangerous components, obtain the first load-bearing intensity of each prefabricated building component and the second load-bearing intensity , calculate the comprehensive load-bearing intensity Zh of the entire subway station, and carry out design optimization on the entire subway station until the comprehensive load-bearing intensity Zh of the entire subway station does not exceed the comprehensive load-bearing intensity threshold, which can ensure the structural safety of the subway station under various working conditions. Whether it is static load or dynamic load, it can be fully considered and dealt with, thus avoiding structural damage and safety accidents.

[0080] The above embodiments can be implemented in whole or in part by software, hardware, firmware or any other combination. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product. Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution.

[0081] 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 may be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0082] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within 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; 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 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 dynamically dangerous component , calculate the dynamic load evaluation index D of the entire subway station p； Get the number of dynamic dangerous components in subway stations k The second bearing strength corresponding to each dynamically dangerous component , calculate the dynamic load evaluation index D of the entire subway station p : Indicates the number of each prefabricated building component; 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 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 They are the allowable stresses of the material under bending, shear and axial loads respectively.

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: 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 .

5. The design and construction method of a prefabricated subway station based on BIM according to claim 1 is characterized in that: 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.

6. The design and construction method of a prefabricated subway station based on BIM according to claim 1 is characterized in that: 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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