Method and device for determining optimal outbound channel width of high-speed rail platform

Abstract

The invention provides a method and device for determining the optimal outbound channel width of a high-speed rail platform, and the method comprises the steps: dividing the completion of the outbound of passengers into two time stages, taking the minimization of the outbound time as a target, constructing optimization models of the two stages, and setting a constraint condition; constructing a relation formula between the passenger flow velocity and the passenger flow density, and calculating the optimal passenger flow density according to different paths to obtain a unit passenger flow volume formula; determining the width range of an outbound channel by judging the increase or decrease of a unit passenger flow volume formula; and finally determining the optimal outbound channel width based on the width range obtained under different path conditions. According to the method provided by the invention, the outbound channel width can be scientifically and reasonably determined, and the risk that passengers fall from the high-speed rail platform is effectively reduced.

Description

Technical Field

[0001] The present invention relates to the field of intelligent transportation technology, and in particular to a method and device for determining an optimal exit passage width of a high-speed railway platform. Background Art

[0002] High-speed rail provides people with fast and comfortable travel services and is very popular among passengers. However, due to the small platform and limited number of exits, if passengers cannot exit the station smoothly within the specified time, they will gather on the platform, causing obvious crowding, and even causing passengers to fall off the platform. The more crowded the platform, the greater the risk of passengers falling off the platform.

[0003] like Figure 1 The figure shows a typical high-speed railway platform plan. D and E are two symmetrically set single-side exits, and both exits face the other exit. When the train stops on the track, passengers get off the train and gather at three nodes A, B, and C. Node A is on the left side of exit D, node B is between exits D and E, and node C is on the right side of exit E. Since exits D and E are both single-side exits, passengers need to exit in the direction of the arrow, that is, passengers at node A need to walk to node B in the direction of the arrow, and then enter exit D or E; passengers at node C need to walk to node B in the direction of the arrow, and then enter exit D or E; passengers at node B can directly enter exit D or E in the direction of the arrow.

[0004] according to Figure 1 It can be seen that the part covered by the diagonal line is the risk area, and the area between exits D and E and the risk area is the bottleneck area. When the width of the exit is large, passengers at node B can exit from exits D and E faster, reducing the risk of passengers falling from the platform. However, as the width of the exit increases, the bottleneck area becomes narrower. When passengers go from node A to node B or from node C to node B, congestion is likely to form in the bottleneck area, which increases the risk of falling from the bottleneck area to the track. On the contrary, when the width of the exit is small, the bottleneck area becomes spacious, and it is easier for passengers to pass through the bottleneck area, reducing the risk of passengers falling from the bottleneck area to the platform. However, due to the small width of the exit, the speed of passengers exiting from node B will slow down, causing congestion at node B, which will also increase the risk of passengers falling from the platform. Therefore, the width of the exit is the key to affecting the risk of passengers falling. It is necessary to comprehensively consider the above situations and scientifically and reasonably calculate and set the width of the exit. Summary of the invention

[0005] In view of this, an embodiment of the present invention provides a method and device for determining the optimal exit channel width of a high-speed railway platform, so as to eliminate or improve one or more defects existing in the prior art and solve the problem that the existing setting of the exit channel width of a high-speed railway platform presents a high risk of passengers falling onto the track.

[0006] On the one hand, the present invention provides a method for determining the optimal exit channel width of a high-speed railway platform, wherein a first exit and a second exit of the same size and both of which are single-sided exits are symmetrically arranged on the high-speed railway platform; the first exit is on the left side of the second exit, the exit of the first exit faces the second exit, and the exit of the second exit faces the first exit; the upper and lower sides of the high-speed railway platform are train tracks; a first aggregation node, a second aggregation node and a third aggregation node are arranged according to the passenger getting off position, the first aggregation node is on the left side of the first exit, the second aggregation node is between the first exit and the second exit, and the third aggregation node is on the right side of the second exit; the method comprises the following steps:

[0007] The time for all passengers to complete the exit is divided into two time stages. In the first stage, passengers at the first gathering node go to the second gathering node, passengers at the third gathering node go to the second gathering node, and passengers at the second gathering node go to the first exit or the second exit; in the second stage, passengers arriving at the second gathering node from the first stage go to the first exit or the second exit;

[0008] In the first stage, a first optimization model is constructed with the goal of minimizing the time spent by all passengers, and constraints are set; in the second stage, a second optimization model is constructed with the goal of minimizing the time spent by passengers at the second aggregation node, and constraints are set;

[0009] Construct a relationship formula between passenger flow velocity and passenger flow density; when passengers travel from the first gathering node or the third gathering node to the second gathering node, calculate the passenger flow density when the unit passenger flow is the highest according to the length and width of the high-speed railway platform, and the length and width of the first exit and the second exit, and obtain the first optimal passenger flow density; substitute the first optimal passenger flow density into the relationship formula to obtain the first unit passenger flow formula; judge the increase or decrease of the first unit passenger flow formula to obtain the first width range of the first exit and the second exit; when passengers travel from the second gathering node to the first exit or the second exit, calculate the passenger flow density when the unit passenger flow is the highest according to the length and width of the first exit and the second exit, and obtain the second optimal passenger flow density; substitute the second optimal passenger flow density into the relationship formula to obtain the second unit passenger flow formula; judge the increase or decrease of the second unit passenger flow formula to obtain the second width range of the first exit and the second exit; according to the first width range and the second width range, finally obtain the optimal exit channel width.

[0010] In some embodiments of the present invention, a first optimization model is constructed with the goal of minimizing the time spent by all passengers, including:

[0011] Calculate the time consumed by passengers on each path according to classical equilibrium theory, the path including from the first aggregation node to the second aggregation node, from the third aggregation node to the second aggregation node, from the second aggregation node to the first exit, and from the second aggregation node to the second exit;

[0012] The time consumption calculation formula is:

[0013]

[0014] Among them, t p represents the time it takes for a passenger to pass through path p; represents the minimum time consumed by passengers through path p; f p represents the passenger flow of path p; h p represents the capacity of path p; α p and β p is the model parameter; W represents the total number of paths.

[0015] In some embodiments of the present invention, a first optimization model is constructed with the goal of minimizing the time spent by all passengers. The solution of the first optimization model satisfies the user equilibrium condition, and the calculation formula is:

[0016]

[0017] in, represents the passenger flow of path p in stage T, where T includes the first stage and the second stage; t p represents the time it takes for a passenger to pass through path p; x represents the width of the exit passage of the first exit or the second exit; W AB represents a path from the first aggregation node A to the second aggregation node B; W CB represents a path from the third aggregation node C to the second aggregation node B; W BD represents the path from the second aggregation node B to the first exit D; W BE Represents the path from the second aggregation node B to the second exit E.

[0018] In some embodiments of the present invention, constraints are set for the calculation formula of the first optimization model, and the constraints include that the total passenger flow of any aggregation node pair is equal to the passenger flow of all paths contained in the aggregation node pair, the departure passenger flow is equal to the arrival passenger flow, passengers select the nearest aggregation node after getting off the bus, the number of passengers gathered at each aggregation node is proportional to the platform length of the influence range of the aggregation node, the total number of passengers gathered at the first aggregation node, the second aggregation node and the third aggregation node is equal to the total number of passengers getting off the bus, and the passenger flow is non-negative.

[0019] In some embodiments of the present invention, a second optimization model is constructed with the goal of minimizing the time spent by passengers at the second aggregation node, and the calculation formula is:

[0020]

[0021] in, represents the passenger flow of path p in stage T, where T includes the first stage and the second stage; t p represents the time it takes for a passenger to pass through path p; x represents the width of the exit passage of the first exit or the second exit; W BD represents the path from the second aggregation node B to the first exit D; W BE Represents the path from the second aggregation node B to the second exit E.

[0022] In some embodiments of the present invention, constraints are set for the calculation formula of the second optimization model, and the constraints include that in the second stage, passengers at the second gathering node who arrive from the first gathering node or the third gathering node in the first stage need to complete exit and the passenger flow is non-negative.

[0023] In some embodiments of the present invention, the method comprises:

[0024] According to the Underwood model, a relationship formula between passenger flow velocity and passenger flow density is constructed, and the relationship formula is:

[0025]

[0026] Wherein, v represents the passenger flow rate; v f represents the free flow speed; k represents the passenger flow density; k op represents the optimal passenger flow density.

[0027] In some embodiments of the present invention, the passenger flow density when the unit passenger flow is the highest is calculated according to the length and width of the high-speed railway platform, and the length and width of the first exit and the second exit to obtain a first optimal passenger flow density; the first optimal passenger flow density is substituted into the relationship formula to obtain a first unit passenger flow formula, including:

[0028] The calculation formula of the first optimal passenger flow density is:

[0029]

[0030] Substituting the first optimal passenger flow density into the relationship formula, the first unit passenger flow formula is obtained:

[0031]

[0032] Among them, k op represents the first optimal passenger flow density; represents the unit passenger flow of path p in stage T; v f represents the free flow speed; λ represents the width of the high-speed railway platform; x represents the width of the exit passage of the first exit or the second exit; φ represents the length of the exit passage of the first exit or the second exit; δ represents the area occupied by a unit passenger corresponding to the optimal passenger flow density.

[0033] In some embodiments of the present invention, the passenger flow density when the unit passenger flow is the highest is calculated according to the length and width of the first exit and the second exit to obtain the second optimal passenger flow density; the second optimal passenger flow density is substituted into the relationship formula to obtain the second unit passenger flow formula, including:

[0034] The calculation formula of the second optimal passenger flow density is:

[0035]

[0036] Substituting the second optimal passenger flow density into the relationship formula, the second unit passenger flow formula is obtained:

[0037]

[0038] Among them, k op represents the second optimal passenger flow density; represents the unit passenger flow of path p in stage T; v f represents the free flow speed; x represents the width of the exit channel of the first exit or the second exit; φ represents the length of the exit channel of the first exit or the second exit; δ represents the area occupied by a unit passenger corresponding to the optimal passenger flow density.

[0039] On the other hand, the present invention provides a device for determining the optimal exit channel width of a high-speed railway platform, comprising a processor, a memory, and a computer program / instructions stored in the memory, wherein the processor is used to execute the computer program / instructions, and when the computer program / instructions are executed, the device implements the steps of any one of the methods mentioned above.

[0040] On the other hand, the present invention further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any one of the methods mentioned above.

[0041] The beneficial effects of the present invention are at least:

[0042] The present invention provides a method and device for determining the optimal exit channel width of a high-speed railway platform, which divides the time for passengers to complete exit into two time stages, and takes minimizing the time spent on exit as the goal, constructs optimization models for the two stages respectively, and sets constraints; constructs a relationship formula between passenger flow velocity and passenger flow density, and calculates the optimal passenger flow density according to different paths to obtain a unit passenger flow formula; determines the range of the exit channel width by judging the increase or decrease of the unit passenger flow formula; and finally determines the optimal exit channel width based on the width range obtained under different path conditions. The method provided by the present invention can scientifically and reasonably determine the width of the exit channel, and effectively reduce the risk of passengers falling from the high-speed railway platform.

[0043] Additional advantages, purposes, and features of the present invention will be described in part in the following description, and will become apparent to those skilled in the art after studying the following, or may be learned from the practice of the present invention. The purposes and other advantages of the present invention may be achieved and obtained by the structures specifically indicated in the specification and the accompanying drawings.

[0044] Those skilled in the art will appreciate that the objectives and advantages that can be achieved with the present invention are not limited to the above specific description, and the above and other objectives that can be achieved by the present invention will be more clearly understood from the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The drawings described herein are used to provide a further understanding of the present invention, constitute a part of the present application, and do not constitute a limitation of the present invention. In the drawings:

[0046] Figure 1 This is a design drawing of a high-speed railway platform exit in one embodiment of the present invention.

[0047] Figure 2 The figure is a schematic diagram of the steps of a method for determining the optimal exit passage width of a high-speed railway platform in one embodiment of the present invention.

[0048] Figure 3This is a schematic diagram of the parameters of a high-speed railway platform exit in one embodiment of the present invention.

[0049] Figure 4 This is a simplified diagram of the passenger exit process in one embodiment of the present invention.

[0050] Figure 5 This is a simplified diagram of the passenger exit process at different time stages in one embodiment of the present invention. DETAILED DESCRIPTION

[0051] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the embodiments and the accompanying drawings. Here, the illustrative embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0052] It should also be noted that, in order to avoid obscuring the present invention due to unnecessary details, only structures and / or processing steps closely related to the solutions according to the present invention are shown in the accompanying drawings, while other details that are not closely related to the present invention are omitted.

[0053] It should be emphasized that the term “include / comprises” when used herein refers to the presence of features, elements, steps or components, but does not exclude the presence or addition of one or more other features, elements, steps or components.

[0054] It should also be noted that, unless otherwise specified, the term “connection” herein may refer not only to a direct connection but also to an indirect connection involving an intermediate.

[0055] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the accompanying drawings, the same reference numerals represent the same or similar components, or the same or similar steps.

[0056] It should be emphasized here that the step marks mentioned below are not intended to limit the order of the steps, but it should be understood that the steps can be executed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be executed simultaneously.

[0057] In order to solve the problem that the existing high-speed railway platform exit passage width setting has a high risk of passengers falling onto the track, the present invention proposes a method for determining the optimal exit passage width of the high-speed railway platform, such as Figure 2 As shown, the method includes the following steps S101 to S103:

[0058] Step S101: The time for all passengers to complete exiting the station is divided into two time stages. In the first stage, passengers at the first gathering node go to the second gathering node, passengers at the third gathering node go to the second gathering node, and passengers at the second gathering node go to the first exit or the second exit; in the second stage, passengers arriving at the second gathering node from the first stage go to the first exit or the second exit.

[0059] Step S102: In the first stage, a first optimization model is constructed with the goal of minimizing the time spent by all passengers, and constraints are set; in the second stage, a second optimization model is constructed with the goal of minimizing the time spent by passengers at the second aggregation node, and constraints are set.

[0060] Step S103: construct a relationship formula between passenger flow velocity and passenger flow density; when passengers go from the first gathering node or the third gathering node to the second gathering node, calculate the passenger flow density when the unit passenger flow is the highest according to the length and width of the high-speed railway platform and the length and width of the first exit and the second exit, and obtain the first optimal passenger flow density; substitute the first optimal passenger flow density into the relationship formula to obtain the first unit passenger flow formula; judge the increase or decrease of the first unit passenger flow formula to obtain the first width range of the first exit and the second exit; when passengers go from the second gathering node to the first exit or the second exit, calculate the passenger flow density when the unit passenger flow is the highest according to the length and width of the first exit and the second exit, and obtain the second optimal passenger flow density; substitute the second optimal passenger flow density into the relationship formula to obtain the second unit passenger flow formula; judge the increase or decrease of the second unit passenger flow formula to obtain the second width range of the first exit and the second exit; according to the first width range and the second width range, finally obtain the optimal exit channel width.

[0061] The high-speed railway platform of the present invention is also arranged as follows Figure 1 As shown in the figure, the high-speed railway platform is symmetrically provided with the first exit D and the second exit E of the same size and both of which are single-sided exits. Among them, the first exit D is on the left side of the second exit E, the exit of the first exit D faces the second exit E, and the exit of the second exit E faces the first exit D. The grid-covered parts on the upper and lower sides of the high-speed railway platform are train tracks, the oblique coverage parts close to the train tracks are risk areas, and the grayscale parts between the risk areas and the first exit D and the second exit E are bottleneck areas. According to the passenger getting off location, the first aggregation node A, the second aggregation node B and the third aggregation node C are set, the first aggregation node A is on the left side of the first exit D, the second aggregation node B is between the first exit D and the second exit E, and the third aggregation node C is on the right side of the second exit E. Since the first exit D and the second exit E are both single-sided exits, passengers at the first aggregation node A and the third aggregation node C need to go through the bottleneck area to the second aggregation node B to complete the exit.

[0062] like Figure 3 As shown, the present invention marks the parameters of the high-speed railway platform as a whole, so as to facilitate subsequent analysis and calculation. According to the description of the problems existing in the prior art, when the train arrives at the high-speed railway platform and stops on the track, the passengers get off. When the passenger gets off at the l AB When the nodes are within the range, they will be gathered to the first aggregation node A first, and the time consumed is recorded as g. A Similarly, when the passenger gets off at l B Within the range, it will first gather at the second aggregation node B, and the time consumed is recorded as g B ; When the passenger gets off at l BC When the nodes are within the range, they will be gathered to the third aggregation node C first, and the time consumed is recorded as g. C . Due to the design of the single-sided exit, passengers at the first gathering node A will first arrive at the second gathering node B, and then choose the first exit D or the second exit E from the second gathering node B to complete the exit; similarly, passengers at the third gathering node C will first arrive at the second gathering node B, and then choose the first exit D or the second exit E from the second gathering node B to complete the exit; and passengers who arrive at the second gathering node B directly after getting off the train can directly choose the first exit D or the second exit E to complete the exit. Based on the above description, the process of passengers completing the exit can be described as follows Figure 4 shown.

[0063] If the order of passengers leaving the station at different agglomeration nodes is considered, we can get the following: Figure 5 The passenger path selection process is shown in Figure 2. Figure 5 In step S101, the passenger exit is divided into two time stages.

[0064] In step S101, all passengers completing exit from the station are divided into two time stages. In the first stage (T=1), passengers at the first gathering node A go to the second gathering node B, passengers at the third gathering node C go to the second gathering node B, and passengers at the second gathering node B go directly to the first exit D or the second exit E. Figure 1 As shown, there are bottleneck areas on both the upper and lower sides of the first exit D or the second exit E. Therefore, when passengers from the first gathering node A go to the second gathering node B, they can pass through the upper side or the upper side of the first exit D, that is, there are two paths; similarly, when passengers from the third gathering node C go to the second gathering node B, they can pass through the upper side or the upper side of the second exit E, and there are also two paths.

[0065] In the second stage (T=2), passengers arriving at the second aggregation node B in the first stage go to the first exit D or the second exit E.

[0066] In step S102, a two-stage optimization model is constructed with the goal of minimizing the time spent by passengers.

[0067] In some embodiments, according to the classical equilibrium theory, the time taken for a path is inversely proportional to the number of passengers who choose this path, and the time taken for each path of the passengers is calculated with reference to the Bureau of Public Roads (BPR) function. Based on the above description, the paths include from the first aggregation node A to the second aggregation node B (two paths), from the third aggregation node C to the second aggregation node B (two paths), from the second aggregation node B to the first exit D (one path), and from the second aggregation node B to the second exit E (one path), for a total of 6 paths.

[0068] The time consumption calculation formula is shown in formula (1):

[0069]

[0070] Among them, t p represents the time it takes for a passenger to pass through path p; represents the minimum time consumed by passengers through path p; f p represents the passenger flow of path p; h p represents the capacity of path p; α p and β p is the model parameter; W represents the total number of paths.

[0071] For the first stage T=1, the first optimization model is constructed with the goal of minimizing the time spent by all passengers. The solution of the first optimization model satisfies the user equilibrium condition, and the calculation formula is shown in formula (2):

[0072]

[0073] in, represents the passenger flow of path p in stage T, where T includes the first stage and the second stage; t p represents the time it takes for passengers to pass through path p; x represents the width of the exit channel at the first exit or the second exit; W AB represents the path from the first aggregation node A to the second aggregation node B; W CB represents the path from the third aggregation node C to the second aggregation node B; W BD represents the path from the second aggregation node B to the first exit D; W BE Represents the path from the second aggregation node B to the second exit E.

[0074] In some embodiments, constraints are set for the calculation formula of the first optimization model, as shown in formulas (3) to (10). Among them, formulas (3), (5), (7), (8), and (9) indicate that the total passenger flow of any aggregation node pair is equal to the passenger flow of all paths included in the aggregation node pair, and the departure passenger flow is equal to the arrival passenger flow; formulas (4) and (6) indicate that after getting off the bus, the passenger selects the nearest aggregation node, and the number of passengers gathered at each aggregation node is proportional to the platform length of the influence range of the aggregation node, and the total number of passengers gathered by the first aggregation node A, the second aggregation node B, and the third aggregation node C is equal to the total number of passengers getting off the bus; formula (10) indicates that the passenger flow is non-negative.

[0075]

[0076] For the second stage T=2, the second optimization model is constructed with the goal of minimizing the time spent by passengers at the second aggregation node. The calculation formula is shown in formula (11):

[0077]

[0078] in, represents the passenger flow of path p in stage T, where T includes the first stage and the second stage; t p represents the time it takes for passengers to pass through path p; x represents the width of the exit channel at the first exit or the second exit; W BD represents the path from the second aggregation node B to the first exit D; W BE Represents the path from the second aggregation node B to the second exit E.

[0079] In some embodiments, constraints are set for the calculation formula of the second optimization model, as shown in formulas (12) to (14). Formula (12) indicates that in the second stage, the passengers at the second aggregation node B arrive from the first aggregation node A or the third aggregation node C in the first stage, formula (13) indicates that the passengers at the second aggregation node B need to complete the exit, and formula (14) indicates that the passenger flow is non-negative.

[0080]

[0081] In order to prevent passengers from falling from the platform, the width of the exit needs to be determined scientifically and reasonably. Figure 1As shown in the figure, when the exit width is large, it can ensure that passengers can exit from gathering node B smoothly through exit D or exit E, but the width of the bottleneck area will become smaller, resulting in passengers being unable to reach gathering node B from gathering node A or gathering node C within the specified time, thus causing congestion in the bottleneck area; on the contrary, if the exit width is too small, although it can ensure that passengers can reach gathering node B from gathering node A or gathering node C within the specified time, it may cause gathering node B to be unable to exit through exit D or exit E, and the platform will be crowded, which will also increase the risk of passengers falling from the platform. Due to different paths and different calculation processes, the following is divided into two path situations for discussion.

[0082] In step S103, firstly, a relationship formula between passenger flow velocity and passenger flow density is constructed.

[0083] In some embodiments, according to the Underwood model, a relationship formula between passenger flow velocity and passenger flow density is constructed, and the relationship formula is shown in formula (15):

[0084]

[0085] Where, v represents the passenger flow rate; v f represents the free flow speed; k represents the passenger flow density; k op It represents the optimal passenger flow density, that is, the passenger flow density when the unit passenger flow is the highest.

[0086] When a passenger travels from the first aggregation node A or the third aggregation node C to the second aggregation node B, Figure 5 As shown, at this time p = 1, 2, 3, 4, according to the length and width of the high-speed railway platform, the length and width of the first exit and the second exit, the passenger flow density when the unit passenger flow is the highest is calculated, and the first optimal passenger flow density is obtained. The calculation formula is shown in formula (16):

[0087]

[0088] make To obtain the optimal passenger flow density.

[0089]

[0090] Substituting the first optimal passenger flow density, that is, formula (17), into the relational formula (15), we obtain the first unit passenger flow formula, which is shown in formula (18):

[0091]

[0092] In the above formula, k op represents the first optimal passenger flow density; represents the unit passenger flow of path p in stage T; v f represents the free flow speed; λ represents the width of the high-speed railway platform; x represents the width of the exit passage of the first exit or the second exit; φ represents the length of the exit passage of the first exit or the second exit; δ represents the area occupied by unit passengers corresponding to the optimal passenger flow density.

[0093] The first unit passenger flow formula is processed as shown in formula (19):

[0094]

[0095] According to formula (19), is a decreasing function of x, then the passenger can The width of the outbound channel through path p is That is, the first width range is obtained, as shown in formula (20), yes The maximum critical value of is shown in formula (21):

[0096]

[0097] And set constraints, as shown in formula (22), indicating that all passengers can complete exit within the specified time.

[0098]

[0099] When passengers go from the second gathering node B to the first exit D or the second exit E, Figure 5 As shown in 2, at this time p = 5, 6, according to the length and width of the first exit and the second exit, the passenger flow density when the unit passenger flow is the highest is calculated, and the second optimal passenger flow density is obtained. The calculation formula is shown in formula (23):

[0100]

[0101] make To obtain the optimal passenger flow density.

[0102]

[0103] Substituting the second optimal passenger flow density, that is, formula (24), into the relational formula (15), the second unit passenger flow formula is obtained, which is shown in formula (25):

[0104]

[0105] In the above formula, k op represents the second optimal passenger flow density; represents the unit passenger flow of path p in stage T; vf represents the free flow speed; x represents the width of the exit channel of the first exit or the second exit; φ represents the length of the exit channel of the first exit or the second exit; δ represents the area occupied by unit passengers corresponding to the optimal passenger flow density.

[0106] The second unit passenger flow formula is processed as shown in formula (26):

[0107]

[0108] According to formula (26), is an increasing function of x, then the width of the outbound channel, that is, the first width range is obtained As shown in formula (27), yes The maximum critical value of is shown in formula (28):

[0109]

[0110]

[0111] As above, set the constraints as shown in formula (29):

[0112]

[0113] Finally, the outbound channel width x is calculated by formula (30).

[0114]

[0115] in, Indicates all The intersection of .

[0116] The present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of a method for determining an optimal exit channel width of a high-speed railway platform.

[0117] Corresponding to the above method, the present invention also provides a device, which includes a computer device, the computer device includes a processor and a memory, the memory stores computer instructions, the processor is used to execute the computer instructions stored in the memory, and when the computer instructions are executed by the processor, the device implements the steps of the method described above.

[0118] The embodiment of the present invention also provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the steps of the aforementioned edge computing server deployment method are implemented. The computer-readable storage medium can be a tangible storage medium, such as a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a floppy disk, a hard disk, a removable storage disk, a CD-ROM, or any other form of storage medium known in the technical field.

[0119] In summary, the present invention provides a method and device for determining the optimal exit channel width of a high-speed railway platform, which divides the time for passengers to complete exit into two time stages, and takes minimizing the time spent on exit as the goal, constructs optimization models for the two stages respectively, and sets constraints; constructs a relationship formula between passenger flow velocity and passenger flow density, and calculates the optimal passenger flow density according to different paths to obtain a unit passenger flow formula; determines the range of the exit channel width by judging the increase or decrease of the unit passenger flow formula; and finally determines the optimal exit channel width based on the width range obtained under different path conditions. The method provided by the present invention can scientifically and reasonably determine the width of the exit channel, and effectively reduce the risk of passengers falling from the high-speed railway platform.

[0120] It should be understood by those skilled in the art that the exemplary components, systems and methods described in conjunction with the embodiments disclosed herein can be implemented in hardware, software or a combination of the two. Whether it is performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present invention are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link via a data signal carried in a carrier.

[0121] It should be clear that the present invention is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present invention is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present invention.

[0122] In the present invention, features described and / or illustrated for one embodiment may be used in the same or similar manner in one or more other embodiments, and / or combined with features of other embodiments or replace features of other embodiments.

[0123] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the embodiments of the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for determining the optimal exit passage width of a high-speed railway platform, characterized in that: A first exit and a second exit of the same size and both single-side exits are symmetrically arranged on the high-speed railway platform; the first exit is on the left side of the second exit, the exit of the first exit faces the second exit, and the exit of the second exit faces the first exit; The upper and lower sides of the high-speed railway platform are train tracks; a first agglomeration node, a second agglomeration node and a third agglomeration node are provided according to the passenger getting off position, the first agglomeration node is on the left side of the first exit, the second agglomeration node is between the first exit and the second exit, and the third agglomeration node is on the right side of the second exit; The method comprises the following steps: The time for all passengers to complete the exit is divided into two time stages. In the first stage, passengers at the first gathering node go to the second gathering node, passengers at the third gathering node go to the second gathering node, and passengers at the second gathering node go to the first exit or the second exit; in the second stage, passengers arriving at the second gathering node from the first stage go to the first exit or the second exit; In the first stage, a first optimization model is constructed with the goal of minimizing the time spent by all passengers, and constraints are set; in the second stage, a second optimization model is constructed with the goal of minimizing the time spent by passengers at the second aggregation node, and constraints are set; Construct a relationship formula between passenger flow velocity and passenger flow density; when passengers travel from the first gathering node or the third gathering node to the second gathering node, calculate the passenger flow density when the unit passenger flow is the highest according to the length and width of the high-speed railway platform, and the length and width of the first exit and the second exit, and obtain the first optimal passenger flow density; substitute the first optimal passenger flow density into the relationship formula to obtain the first unit passenger flow formula; judge the increase or decrease of the first unit passenger flow formula to obtain the first width range of the first exit and the second exit; when passengers travel from the second gathering node to the first exit or the second exit, calculate the passenger flow density when the unit passenger flow is the highest according to the length and width of the first exit and the second exit, and obtain the second optimal passenger flow density; substitute the second optimal passenger flow density into the relationship formula to obtain the second unit passenger flow formula; judge the increase or decrease of the second unit passenger flow formula to obtain the second width range of the first exit and the second exit; according to the first width range and the second width range, finally obtain the optimal exit channel width.

2. The method for determining the optimal exit passage width of a high-speed railway platform according to claim 1, characterized in that: With the goal of minimizing the time spent by all passengers, the first optimization model is constructed, including: Calculate the time consumed by passengers on each path according to classical equilibrium theory, the path including from the first aggregation node to the second aggregation node, from the third aggregation node to the second aggregation node, from the second aggregation node to the first exit, and from the second aggregation node to the second exit; The time consumption calculation formula is: Among them, t p represents the time it takes for a passenger to pass through path p; represents the minimum time consumed by passengers through path p; f p represents the passenger flow of path p; h p represents the capacity of path p; α p and β p is the model parameter; W represents the total number of paths.

3. The method for determining the optimal exit passage width of a high-speed railway platform according to claim 1, characterized in that: With the goal of minimizing the time spent by all passengers, a first optimization model is constructed. The solution of the first optimization model satisfies the user equilibrium condition, and the calculation formula is: in, represents the passenger flow of path p in stage T, where T includes the first stage and the second stage; t p represents the time it takes for a passenger to pass through path p; x represents the width of the exit passage of the first exit or the second exit; W AB represents a path from the first aggregation node A to the second aggregation node B; W CB represents a path from the third aggregation node C to the second aggregation node B; W BD represents the path from the second aggregation node B to the first exit D; W BE Represents the path from the second aggregation node B to the second exit E.

4. The method for determining the optimal exit passage width of a high-speed railway platform according to claim 3, characterized in that: Constraints are set for the calculation formula of the first optimization model, which include that the total passenger flow of any aggregation node pair is equal to the passenger flow of all paths contained in the aggregation node pair, the departure passenger flow is equal to the arrival passenger flow, passengers choose the nearest aggregation node after getting off the bus, the number of passengers gathered at each aggregation node is proportional to the platform length of the influence range of the aggregation node, the total number of passengers gathered at the first aggregation node, the second aggregation node and the third aggregation node is equal to the total number of passengers getting off the bus, and the passenger flow is non-negative.

5. The method for determining the optimal exit passage width of a high-speed railway platform according to claim 1, characterized in that: With the goal of minimizing the time spent by passengers at the second agglomeration node, a second optimization model is constructed, and the calculation formula is: in, represents the passenger flow of path p in stage T, where T includes the first stage and the second stage; t p represents the time it takes for a passenger to pass through path p; x represents the width of the exit passage of the first exit or the second exit; W BD represents the path from the second aggregation node B to the first exit D; W BE Represents the path from the second aggregation node B to the second exit E.

6. The method for determining the optimal exit passage width of a high-speed railway platform according to claim 5, characterized in that: Constraints are set for the calculation formula of the second optimization model, and the constraints include that in the second stage, passengers at the second gathering node who arrived from the first gathering node or the third gathering node in the first stage need to complete exit and the passenger flow is non-negative.

7. The method for determining the optimal exit passage width of a high-speed railway platform according to claim 1, characterized in that: Said include: According to the Underwood model, a relationship formula between passenger flow velocity and passenger flow density is constructed, and the relationship formula is: Wherein, v represents the passenger flow rate; v f represents the free flow speed; k represents the passenger flow density; k op represents the optimal passenger flow density.

8. The method for determining the optimal exit passage width of a high-speed railway platform according to claim 7, characterized in that: According to the length and width of the high-speed railway platform, and the length and width of the first exit and the second exit, the passenger flow density when the unit passenger flow is the highest is calculated to obtain a first optimal passenger flow density; the first optimal passenger flow density is substituted into the relationship formula to obtain a first unit passenger flow formula, including: The calculation formula of the first optimal passenger flow density is: Substituting the first optimal passenger flow density into the relationship formula, the first unit passenger flow formula is obtained: Among them, k op represents the first optimal passenger flow density; represents the unit passenger flow of path p in stage T; v f represents the free flow speed; λ represents the width of the high-speed railway platform; x represents the width of the exit passage of the first exit or the second exit; φ represents the length of the exit passage of the first exit or the second exit; δ represents the area occupied by a unit passenger corresponding to the optimal passenger flow density.

9. The method for determining the optimal exit passage width of a high-speed railway platform according to claim 7, characterized in that: Calculate the passenger flow density when the unit passenger flow is the highest according to the length and width of the first exit and the second exit to obtain the second optimal passenger flow density; Substituting the second optimal passenger flow density into the relationship formula, a second unit passenger flow formula is obtained, including: The calculation formula of the second optimal passenger flow density is: Substituting the second optimal passenger flow density into the relationship formula, the second unit passenger flow formula is obtained: Among them, k op represents the second optimal passenger flow density; represents the unit passenger flow of path p in stage T; v f represents the free flow speed; x represents the width of the exit channel of the first exit or the second exit; φ represents the length of the exit channel of the first exit or the second exit; δ represents the area occupied by a unit passenger corresponding to the optimal passenger flow density.

10. A device for determining the optimal exit channel width of a high-speed railway platform, comprising a processor, a memory, and a computer program / instruction stored in the memory, characterized in that: The processor is used to execute the computer program / instructions. When the computer program / instructions are executed, the device implements the steps of the method according to any one of claims 1 to 9.

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