Simulation optimization method for tunnel emergency evacuation facility configuration scheme

Abstract

The invention discloses a simulation optimization method for a tunnel emergency evacuation facility configuration scheme. The method aims at finding out an optimal emergency evacuation facility configuration scheme. The method specifically comprises the steps that firstly, a simulation scene is constructed according to actual data of a tunnel road section, occurrence of an emergency situation is simulated in the simulation scene, and the accident occurrence position and the total evacuation number of people are input; secondly, various preset safety facility arrangement schemes are formulated by considering the number, the positions and the widths of different pedestrian crossways and the widths of maintenance roads on the two sides of the tunnel; then, performing traversal simulation on all preset safety facility arrangement schemes, simulating an evacuation process of pedestrians in an emergency based on an improved social force model, and outputting an evacuation result in each simulation; and finally, determining an optimal emergency evacuation facility configuration scheme according to a simulation result. The invention provides a specific simulation optimization scheme, which is helpful for improving the pedestrian evacuation efficiency in emergency and realizing a safer evacuation process.

Description

Technical Field

[0001] The invention relates to a simulation optimization method for a tunnel emergency evacuation facility configuration scheme, belonging to the technical field of traffic safety and simulation. Background Art

[0002] With the continuous improvement and expansion of the national highway network, the mileage of highway tunnel construction in my country has reached a new height. Compared with conventional road sections, highway tunnels are relatively independent, closed in structure, narrow and long in space, and have low vehicle speed. In an emergency, people are prone to panic, and the evacuation paths in the tunnel are usually limited, and are generally evacuated in one dimension. The efficiency of pedestrian evacuation in the tunnel is usually affected by factors such as the tunnel environment, the layout of the evacuation channel, and its size. Analyzing the configuration of pedestrian evacuation facilities under emergency conditions can provide valuable experience and reference for tunnel construction, help formulate emergency plans in advance, reduce safety risks, and reduce the loss of life and property.

[0003] At present, some scholars have paid attention to the impact of safety facilities in tunnels on pedestrian evacuation, but existing research usually only simulates pedestrians, lacks a comprehensive construction of tunnel environment and road section scenes, and does not consider the layout of safety facilities comprehensively. Summary of the invention

[0004] The purpose of the present invention is to solve the problems existing in the prior art and to provide a simulation optimization method for the tunnel emergency evacuation facility configuration scheme taking into account the evacuation facility layout scheme and the accident location during the evacuation process.

[0005] In order to achieve the above object, the technical solution proposed by the present invention is: a simulation optimization method for a tunnel emergency evacuation facility configuration scheme, characterized in that it includes the following steps:

[0006] According to the actual data of the tunnel section, a simulation scene is constructed in the simulation system; and the location of the accident scene and the total number of pedestrians that need to be evacuated are set in the simulation scene;

[0007] Preset multiple evacuation facility layout plans; in the set accident scenario, traverse and simulate all preset evacuation facility layout plans; in the simulation, use the following pedestrian motion model to simulate the evacuation process of pedestrians in the accident scenario;

[0008]

[0009] Among them, mi is the mass of pedestrian i; is the pedestrian’s expected speed; is the resultant force on pedestrian i at time t; ξ is a random variable, representing the uncertain behavior of pedestrians during the movement; for pedestrians’ self-drive; is the actual speed of the pedestrian; is the pedestrian’s expected speed; The desired direction of the pedestrian; The resultant force on the pedestrian from other pedestrians; and are the positions of pedestrian i and pedestrian j respectively; It is the resultant force exerted on pedestrians by boundaries or obstacles; is the position of obstacle b; is the net force of attraction on pedestrians; for the location where attraction occurs; It is the repulsion of pedestrians to the place where the accident occurred; The location where the accident occurred;

[0010] Output the simulated evacuation results of each set of safety facility layout plans as an indicator for evaluating evacuation efficiency;

[0011] S4. Determine the optimal evacuation facility configuration plan based on the indicators for evaluating evacuation efficiency.

[0012] The above technical solution is further designed as follows: the simulation scenario includes: the geometric shape of the tunnel, the number of lanes, the lane width, the length and height of the pedestrian crossing, and the boundaries of the tunnel wall and the locations of the entrances and exits.

[0013] The evacuation facility layout plan includes the number, location, width of pedestrian crossing passages and the width of inspection roads on both sides of the tunnel.

[0014] After the accident scene occurred, passengers on the stopped vehicles began to get off and evacuate through the tunnel entrance and the pedestrian crossing. The pedestrian passage space in the tunnel includes the inspection passages and pedestrian crossings on both sides of the tunnel.

[0015] The simulation evacuation results include instantaneous pedestrian density, maximum pedestrian density, pedestrian evacuation time, average evacuation time, instantaneous pedestrian speed and average pedestrian speed.

[0016] The instantaneous pedestrian density, maximum pedestrian density, pedestrian evacuation time, average evacuation time, instantaneous pedestrian speed and average pedestrian speed are respectively as follows:

[0017]

[0018] k m =max(k(t))

[0019] ti=Ti-Ti′

[0020]

[0021] Among them, k(t) is the pedestrian density at time t; n(t) is the number of pedestrians at time t; S(t) is the area of ​​the pedestrian distribution at time t; km is the maximum pedestrian density; ti is the evacuation time of pedestrian i; Ti is the time when pedestrian i reaches the safe exit; Ti′ is the time when pedestrian i gets off the bus; tm is the average evacuation time; N is the total number of pedestrians; vi(t) is the speed of pedestrian i at time t; xi(t) is the instantaneous displacement of pedestrian i at time t; vm is the average speed of pedestrians; Xi is the total displacement of pedestrian i.

[0022] The optimal evacuation facility configuration plan is selected based on the shortest average evacuation time.

[0023] The beneficial effects of the present invention are:

[0024] The present invention establishes a tunnel section scene and determines the evacuation information, considers the different numbers, positions, widths of pedestrian crossings and the widths of the inspection roads on both sides of the tunnel, and formulates a variety of preset safety facility layout plans; by traversing and simulating all preset plans, the optimal emergency evacuation facility configuration plan is determined, thereby providing a specific optimization method for the tunnel emergency evacuation facility configuration plan.

[0025] The method of the present invention comprehensively considers the construction of the tunnel environment and the layout of safety facilities, and adds a repulsive force to the accident site in the pedestrian movement model, which helps to improve the evacuation efficiency of pedestrians in emergency situations and ensures a safer evacuation process. The present invention is easy to operate and does not require a lot of on-site surveys or experiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 A flow chart of a simulation optimization method for a tunnel emergency evacuation facility configuration scheme of the present invention;

[0027] Figure 2 This is a schematic diagram of the tunnel section scene in the case;

[0028] Figure 3 This is a curve diagram of pedestrian speed changes during the evacuation process. DETAILED DESCRIPTION

[0029] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments.

[0030] Example

[0031] The simulation optimization method of the tunnel emergency evacuation facility configuration scheme of this embodiment is as follows: Figure 1 As shown, the following steps are included:

[0032] S1. Establish a highway tunnel section scenario and determine evacuation information:

[0033] In this embodiment, the scene of the highway tunnel section is as follows Figure 2 As shown in the figure. The tunnel is a two-way six-lane separated design with a lane width of 3.75 meters. There are pedestrian passages and maintenance passages in the tunnel, of which the length of the pedestrian passage is 25 meters and the height is 2.5 meters. The simulation environment is built in AnyLogic software. The accident scenario is set as a collapse inside the tunnel. The accident location is 1 km away from the tunnel entrance, resulting in the interruption of the driving route, and vehicles and pedestrians cannot continue to move forward. In a short period of time, there are still vehicles entering the tunnel from behind, forming a queue. Congestion occurs upstream of the accident point. In order to transfer people as quickly as possible, the passengers on the stopped vehicles begin to get off and evacuate using the tunnel entrance and pedestrian passages. The passage space for pedestrians in the tunnel includes the maintenance passages and pedestrian passages on both sides of the tunnel. In the simulation environment, solid walls and stop lines are used to indicate that the road ahead is closed, and pedestrians and cars are not allowed to continue moving forward. Vehicles are generated at a rate of 1,000 vehicles / hour, running at a speed of 80 km / h, and stop and queue after reaching the stop line. The traffic in the model includes cars and trucks, of which each car has 5 passengers and each truck has 2 passengers.

[0034] S2. Pre-set safe evacuation facility layout plan:

[0035] According to the number, location, width of different pedestrian passages and the width of the inspection roads on both sides of the tunnel, a variety of preset safety evacuation facility layout plans have been formulated; in the simulation scenario of this embodiment, 2 or 3 pedestrian passages are set up, and the distance between the pedestrian passages is 250 meters, 300 meters or 350 meters, respectively, and the width is 2 meters or 2.5 meters. The width of the inspection roads on both sides of the tunnel is 0.75 meters or 1.0 meters, forming a total of 12 groups of preset safety evacuation facility layout plans.

[0036] S3. Perform traversal simulation:

[0037] Under the set accident scenario, all preset safe evacuation facility layout plans are traversed and simulated; during the simulation process, the evacuation process of pedestrians in an emergency is simulated; the expected speed of pedestrians is set to a uniform distribution of 1.3 to 1.6 m / s, the initial speed is set to a uniform distribution of 0.3 to 0.7 m / s, and the pedestrian radius is set to a uniform distribution of 0.4 to 0.5 m; when simulating the evacuation process of pedestrians in an emergency scenario, a pedestrian motion model developed based on a social force model is adopted; each pedestrian is regarded as an intelligent agent, and during the simulation process, the pedestrian will choose the shortest path by default to move, and try to avoid collisions with other pedestrians or obstacles; considering the impact of accidents on pedestrian movement in emergency scenarios, the social force model of this embodiment adds a repulsive force to the accident site in addition to the conventional pedestrian self-driving force, other pedestrian forces, boundary or obstacle forces, and attraction; the dynamic equation of the improved social force model is as follows:

[0038]

[0039] Among them, mi is the mass of pedestrian i; is the pedestrian’s expected speed; is the resultant force on pedestrian i at time t; ξ is a random variable, representing the uncertain behavior of pedestrians during the movement; for pedestrians’ self-drive; is the actual speed of the pedestrian; is the pedestrian’s expected speed; The desired direction of the pedestrian; The resultant force on the pedestrian from other pedestrians; and are the positions of pedestrian i and pedestrian j respectively; It is the resultant force exerted on pedestrians by boundaries or obstacles; is the position of obstacle b; is the net force of attraction on pedestrians; for the location where attraction occurs; It is the repulsion of pedestrians to the place where the accident occurred; The location where the accident occurred;

[0040] The evacuation results in each simulation are output as indicators for evaluating evacuation efficiency, including instantaneous pedestrian density, maximum pedestrian density, pedestrian evacuation time, average evacuation time, instantaneous pedestrian speed, and average pedestrian speed. The calculation method is as follows:

[0041]

[0042] k m =max(k(t)) (4)

[0043] ti=Ti-Ti′ (5)

[0044]

[0045] Wherein, k(t) is the pedestrian density at time t; n(t) is the number of pedestrians at time t; S(t) is the area of ​​the pedestrian distribution at time t; km is the maximum pedestrian density; ti is the evacuation time of pedestrian i; Ti is the time when pedestrian i arrives at the safe exit; Ti′ is the time when pedestrian i gets off the bus; tm is the average evacuation time; N is the total number of pedestrians; vi(t) is the speed of pedestrian i at time t; xi(t) is the instantaneous displacement of pedestrian i at time t; vm is the average speed of pedestrians; Xi is the total displacement of pedestrian i;

[0046] The simulation results of each set of safety facility layout schemes are stored until all simulation tasks are completed; the simulation results are shown in Table 1; the changes in pedestrian speed in each scenario are shown in Table 1. Figure 3 As shown, the horizontal axis represents the simulation time (seconds), and the vertical axis represents the average pedestrian speed (m / s); in the early stage of the simulation, pedestrians walk at a comfortable speed in a non-crowded state, and then find the nearest exit, that is, the pedestrian crossing, to evacuate;

[0047] Table 1 Simulation scenarios and their corresponding results

[0048]

[0049] S4. Determine the optimal evacuation facility configuration plan:

[0050] The average evacuation time is used as the main indicator to evaluate the efficiency of the evacuation process, and the optimal configuration scheme is selected based on the shortest average evacuation time. By observing the simulation results in Table 1, it is found that the result of scenario 5 is the best; that is, the optimal tunnel facility configuration scheme under the accident scenario of "the accident location is 1 km away from the tunnel entrance, each car produces 5 people, and each truck produces 2 people" is: the spacing of pedestrian cross passages is 300 meters, the width of the maintenance passage is 0.75 meters, and the width of the cross passage is 2 meters; this configuration shows the best evacuation effect in terms of the shortest average evacuation time, the smallest maximum pedestrian density and the largest average pedestrian speed.

[0051] The technical solutions of the present invention are not limited to the above-mentioned embodiments, and any technical solutions obtained by equivalent replacement methods fall within the scope of protection required by the present invention.

Claims

1. A simulation optimization method for a tunnel emergency evacuation facility configuration scheme, characterized in that: The following steps are involved: Construct simulation scenarios in the simulation system based on actual data of the tunnel section; And set the location of the accident scene and the total number of pedestrians that need to be evacuated in the simulation scene; Preset various evacuation facility layout plans; In the set accident scenario, all preset evacuation facility layout plans are traversed and simulated; the following pedestrian movement model is used in the simulation to simulate the evacuation process of pedestrians in the accident scenario; Among them, mi is the mass of pedestrian i; is the pedestrian’s expected speed; is the resultant force on pedestrian i at time t; ξ is a random variable, representing the uncertain behavior of pedestrians during the movement; for pedestrians’ self-drive; is the actual speed of the pedestrian; is the pedestrian’s expected speed; The desired direction of the pedestrian; The resultant force on the pedestrian from other pedestrians; and are the positions of pedestrian i and pedestrian j respectively; It is the resultant force exerted on pedestrians by boundaries or obstacles; is the position of obstacle b; is the net force of attraction on pedestrians; for the location where attraction occurs; It is the repulsion of pedestrians to the place where the accident occurred; The location where the accident occurred; Output the simulated evacuation results of each set of safety facility layout plans as an indicator for evaluating evacuation efficiency; S4. Determine the optimal evacuation facility configuration plan based on the indicators for evaluating evacuation efficiency.

2. The simulation optimization method for the tunnel emergency evacuation facility configuration scheme according to claim 1 is characterized in that: The simulation scenario includes: the geometric shape of the tunnel, the number of lanes, the width of the lanes, the length and height of the pedestrian crossing, and the boundaries of the tunnel wall and the locations of the entrances and exits.

3. The simulation optimization method for the tunnel emergency evacuation facility configuration scheme according to claim 2 is characterized in that: The evacuation facility layout plan includes the number, location, width of pedestrian crossing passages and the width of inspection roads on both sides of the tunnel.

4. The simulation optimization method for the tunnel emergency evacuation facility configuration scheme according to claim 3 is characterized in that: After the accident scene occurred, passengers on the stopped vehicles began to get off and evacuate through the tunnel entrance and the pedestrian crossing. The pedestrian passage space in the tunnel includes the inspection passages and pedestrian crossings on both sides of the tunnel.

5. The simulation optimization method for the tunnel emergency evacuation facility configuration scheme according to claim 4 is characterized in that: The simulation evacuation results include instantaneous pedestrian density, maximum pedestrian density, pedestrian evacuation time, average evacuation time, instantaneous pedestrian speed and average pedestrian speed.

6. The simulation optimization method for a tunnel emergency evacuation facility configuration scheme according to claim 5 is characterized in that: The instantaneous pedestrian density, maximum pedestrian density, pedestrian evacuation time, average evacuation time, instantaneous pedestrian speed and average pedestrian speed are respectively as follows: k m =max(k(t)) ti=Ti-Ti′ Among them, k(t) is the pedestrian density at time t; n(t) is the number of pedestrians at time t; S(t) is the area of ​​the pedestrian distribution at time t; km is the maximum pedestrian density; ti is the evacuation time of pedestrian i; Ti is the time when pedestrian i reaches the safe exit; Ti′ is the time when pedestrian i gets off the bus; tm is the average evacuation time; N is the total number of pedestrians; vi(t) is the speed of pedestrian i at time t; xi(t) is the instantaneous displacement of pedestrian i at time t; vm is the average speed of pedestrians; Xi is the total displacement of pedestrian i.

7. The simulation optimization method for the tunnel emergency evacuation facility configuration scheme according to claim 6 is characterized in that: The optimal evacuation facility configuration plan is selected based on the shortest average evacuation time.

Images