An optimization design method for subway entrance and exit models

Abstract

The present invention relates to the technical field of subway entrance and exit design, and discloses an optimized design method for subway entrance and exit models. By means of an oblique photography real scene model and the development plan of surrounding buildings, the number of entrances and exits required for the station is determined; by analyzing a three-dimensional geological model, passenger flow prediction, the destination of the passenger flow and the development plan of surrounding buildings, multiple entrance and exit locations are determined; an improved Dijkstra algorithm is used for path optimization to generate paths between different entrance and exit locations and the nearest entrance and exit gate positions, and the optimal path is determined; according to the passenger flow of the station, building design specifications and evacuation time, the width of each entrance and exit and the setting form of escalators and stairways are calculated; a subway entrance and exit model is generated through the number of entrances and exits, the entrance and exit locations, the optimal path, the width of the entrances and exits and the setting form of escalators and stairways. Errors and deviations in the design process are reduced, and the accuracy and efficiency of the design can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of the design of subway station entrances and exits, and particularly to an optimized design method for subway entrance and exit models. Background Art

[0002] With the acceleration of the urbanization process, public transportation systems such as subways play an increasingly important role in urban transportation. In order to cope with the increasing passenger flow and improve the operation efficiency and safety of subway stations, the design of subway stations is particularly crucial. In the traditional subway design process, the layout, width, and function settings of entrances and exits are usually based on experience or simple specification requirements, lacking in-depth consideration of complex factors. Therefore, how to achieve a more efficient and safer subway entrance and exit design has become a major challenge in traffic engineering and architectural design.

[0003] Existing subway station entrance and exit design methods generally rely on building design specifications, traffic flow prediction, and empirical data. Although this method can meet basic design requirements, there are often some problems: existing subway station entrance and exit design methods usually plan based on two-dimensional floor plans, which are inadequate for expressing complex three-dimensional spatial relationships, difficult to intuitively display the interaction between underground facilities and ground buildings, and also difficult to accurately evaluate key elements such as passenger flow lines, sight guidance, and emergency evacuation paths. Moreover, when dealing with complex spatial relationships (such as underground soil structure, rock formation distribution, and groundwater level), sufficient attention is often lacking, which may lead to unexpected situations during construction, increasing project risks and costs. Current methods rely more on historical experience and general standards, lacking specific data analysis for specific stations. Especially in terms of estimating the passenger flow carrying capacity, it may lead to the problem of mismatch between the entrance and exit capacity and the actual demand.

[0004] Therefore, there is an urgent need for an optimized design method for subway entrance and exit models, which can improve the design accuracy and implementation operability through three-dimensional visual design. Summary of the Invention

[0005] In order to solve the above technical problems, the present invention provides an optimized design method for subway entrance and exit models, which can improve the design accuracy and efficiency.

[0006] The present invention provides an optimized design method for subway entrance and exit models, including the following steps:

[0007] Step S1: Determine the number of entrances and exits required for the station through an oblique photography real scene model and the surrounding building development plan;

[0008] Step S2: Determine multiple entrance / exit locations by analyzing the 3D geological model, passenger flow prediction, passenger flow destinations, and surrounding building development plans;

[0009] Step S3: Use the improved Dijkstra algorithm for path optimization to generate paths between different entrance / exit locations and the entrance / exit gates closest to these locations, and determine the optimal path;

[0010] Step S4: Calculate the width of each entrance / exit and the setting form of escalators and stairways according to the passenger flow prediction, building design specifications, and evacuation time;

[0011] Step S5: Generate a subway entrance / exit model based on the number of entrances / exits, entrance / exit locations, optimal paths, the width of entrances / exits, and the setting form of escalators and stairways.

[0012] Furthermore, in Step S1, determine the number of entrances / exits required for the station by means of the oblique photography real-scene model and the surrounding building development plans, specifically including:

[0013] Step S11: Obtain the oblique photography real-scene model through UAV aerial photography and obtain the surrounding building development plans through government platform information;

[0014] Step S12: Generate a high-precision 3D real-scene model of the station and its surrounding environment using the oblique photography technology based on the oblique photography real-scene model and the surrounding building development plans;

[0015] Step S13: Collect historical passenger flow data and analyze and identify passenger flow patterns;

[0016] Step S14: Based on the high-precision 3D real-scene model of the station and its surrounding environment, make predictions using the passenger flow patterns to obtain predicted passenger flow data, where the predicted passenger flow data includes: peak-hour passenger flow and super-peak coefficient;

[0017] Step S15: Determine the number of entrances / exits required for the station according to the predicted passenger flow data.

[0018] Furthermore, in Step S2, determine multiple entrance / exit locations by analyzing the 3D geological model, predicted passenger flow data, passenger flow destinations, and surrounding building development plans, including the following steps:

[0019] Step S21: Obtain the 3D geological model of the area where the subway station is located through borehole survey data;

[0020] Step S22: Analyze the underground soil structure, rock layer distribution, and groundwater level information through the 3D geological model, and determine the preliminary location range of the entrances / exits at places where the geological structure stability is not damaged;

[0021] Step S23: Determine the traffic flow line according to the predicted passenger flow data, the destination of the people flow, and the surrounding building development plan;

[0022] Step S24: Determine multiple positions of the entrances and exits according to the service radius of the subway station, the traffic flow line, and the preliminary position range of the entrances and exits.

[0023] Furthermore, the improved Dijkstra algorithm specifically includes:

[0024] Step S31: Construct a graph data structure. The graph includes nodes and edges. The nodes are the positions of different entrances and exits and the positions of the entrance and exit gates closest to the entrance and exit. Each edge represents the connection relationship between the nodes. The attributes of the edge include: distance, congestion degree, time, and traffic convenience degree;

[0025] Step S32: Set the comprehensive score of the source node to 0 and the other nodes to infinity; create a priority queue for storing the nodes to be visited and their comprehensive costs;

[0026] Step S33: Start from the current node and traverse all adjacent nodes;

[0027] Step S34: For each edge, calculate the comprehensive cost f(u,v) from the current node to the adjacent node; calculate the comprehensive score of the adjacent node according to the weight and update the value of the comprehensive score;

[0028] Step S35: Add the adjacent node to the priority queue and sort it in ascending order of the comprehensive cost;

[0029] Step S36: When the shortest comprehensive costs of all nodes have been calculated, the algorithm terminates and outputs the optimal path from the source node to the target node.

[0030] Furthermore, the comprehensive score calculation formula is:

[0031] Score(v)=w D ×D(v)+w C ×C(v)+w T ×T(v)+w P ×P(v); where Score(v) represents the comprehensive score of node v; w D ,w C ,w T ,w P are the weight values of distance, congestion degree, time, and traffic convenience degree respectively, and D(v), C(v), T(v), P(v) are the attribute values of node v;

[0032] The cost function formula of the comprehensive score is: f(u,v)=w D ×D(u,v)+w C×C(u, v) + w T ×T(u, v) + w P ×P(u, v);

[0033] Wherein, f(u, v) represents the comprehensive cost from node u to node v; D(u, v) represents the physical distance between nodes u and v; C(u, v) represents the degree of congestion between nodes u and v; T(u, v) represents the travel time from node u to node v; P(u, v) represents the traffic convenience between nodes u and v.

[0034] Further, in step S4, according to the passenger flow of the station, the building design specifications, and the evacuation time, calculate the width of each entrance and exit, specifically as follows:

[0035] Step S411: Calculate the flow-carrying capacity of each entrance and exit according to the predicted passenger flow data and the evacuation time;

[0036] Step S412: Determine the preliminary width of the entrance and exit according to the flow-carrying capacity of each entrance and exit;

[0037] Step S413: Combine the building design specifications to determine the width of each entrance and exit.

[0038] Further, in step S4, according to the passenger flow prediction, the building design specifications, and the evacuation time, calculate the setting form of the escalators and stairways, specifically as follows:

[0039] Step S421: Calculate the number of escalators and stairways according to the passenger flow prediction, the evacuation time, and the passenger-carrying capacity of the escalators and stairways;

[0040] Step S422: Determine the setting form of the escalators and stairways according to the number of escalators and stairways and the building design specifications.

[0041] Further, in step S5, generate a subway entrance and exit model through the number of entrances and exits, the positions of the entrances and exits, the optimal path, and the setting form of the escalators and stairways, specifically including:

[0042] Step S51: Generate an escalator section model through the setting form of the escalators and stairways and arrange it at the entrance and exit positions;

[0043] Step S52: Determine the parameters of the passage section model and the civil air defense section model through the thickness of the structural roof slab, the thickness of the side wall, the thickness of the floor slab, the inner width, and the ceiling height;

[0044] Step S53: Arrange the passage section model and the civil air defense section model on the optimal path according to the parameters of the passage section model and the civil air defense section model;

[0045] Step S54: Quickly splice the passage section, the civil air defense section, and the escalator section into a preliminary entrance and exit model

[0046] Step S55: Repeat Steps S51 to S54 according to the number of entrances and exits to generate multiple subway entrance and exit models.

[0047] The embodiments of the present invention have the following technical effects:

[0048] 1. By combining the oblique photography real scene model and the surrounding building development plan, the number of entrances and exits required for the subway station and their optimal locations can be determined more accurately. This can not only more accurately judge the number of entrances and exits required for the station and the locations of the entrances and exits, avoiding the errors and uncertainties that may exist in traditional methods, optimizing the design of the station entrances and exits, but also better serve the surrounding communities, improving the convenience and safety of passengers.

[0049] 2. Using the improved Dijkstra algorithm for path optimization, considering multi-dimensional factors such as distance, congestion, time, and traffic convenience, ensures the selection of the optimal path from the entrance and exit to the gate position, reduces the walking time of passengers, reduces the risk of congestion, and improves the overall operation efficiency.

[0050] 3. Considering important factors such as the three-dimensional geological model, underground soil structure, and traffic flow line, it can ensure that the selection of the entrance and exit location does not damage the geological structure, reduce potential risks in foundation construction. Based on historical data and prediction models, considering the demand during peak hours, it can ensure that the design scheme meets the passenger flow evacuation requirements in different situations. Considering the planning of surrounding buildings and traffic flow lines, the layout of the entrances and exits has better compatibility with urban development, avoiding unreasonable traffic congestion and path intersections, and thus ensuring the rationality of the design scheme.

[0051] 4. Through the integration of three-dimensional model design, a preliminary subway entrance and exit design model can be quickly generated, and a complete entrance and exit design scheme can be formed through the splicing of modules such as the escalator section model and the passage section model. This model-based rapid generation method can improve the design efficiency, shorten the project cycle, and reduce errors and deviations that may occur during the design process. Description of the Drawings

[0052] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0053] Figure 1 It is a flowchart of a method for optimizing the design of a subway entrance and exit model provided by an embodiment of the present invention. Detailed Embodiments

[0054] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be described clearly and completely below. 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 scope of protection of the present invention.

[0055] Figure 1 is a flowchart of an optimized design method for a subway entrance and exit model provided by an embodiment of the present invention. Refer to Figure 1 , an optimized design method for a subway entrance and exit model, specifically including:

[0056] Step S1: Determine the number of entrances and exits required for the station through the oblique photography real scene model and the surrounding building development plan.

[0057] Step S11: Obtain the oblique photography real scene model through UAV aerial photography, and obtain the surrounding building development plan through government platform information;

[0058] Use a UAV equipped with a high-resolution camera to conduct aerial photography along the station area and its surroundings to obtain image data from different angles. To obtain the oblique photography real scene model, multi-angle shooting is required during shooting to ensure that the shooting data has panoramic coverage, and the captured two-dimensional images are processed by oblique photography modeling. Input the images taken by the UAV into 3D modeling software for processing to generate a three-dimensional oblique photography real scene model.

[0059] The surrounding building development plan refers to: statutory plans, uses of existing buildings, and uses of planned buildings. It is compiled by the urban planning department every year according to the requirements of the overall urban planning and district planning, and makes detailed regulations on the land use nature, development intensity, supporting facilities, road traffic, and urban design of each area within the district. These data help to understand the changing trends of the surrounding environment and conduct forward-looking planning for station design.

[0060] Step S12: According to the oblique photography real scene model and the surrounding building development plan, use oblique photography technology to generate a high-precision three-dimensional real scene model of the station and its surrounding environment.

[0061] Integrate the surrounding building development plan data obtained from the government platform with the oblique photography real scene model to ensure that the model reflects the latest surrounding environment plan.

[0062] Step S13: Collect historical passenger flow data, analyze and identify passenger flow patterns;

[0063] Collect historical passenger flow data. Optionally, through video surveillance: utilize a video surveillance system and automatically calculate the passenger flow through image recognition technology; mobile data analysis method: utilize mobile device signals and calculate the passenger flow through big data analysis technology, etc.

[0064] Clean and organize the historical passenger flow data, remove invalid, duplicate or incorrect data, and ensure the quality and accuracy of the data. Use statistical methods (such as time period distribution, population flow model, etc.) to analyze the historical data and identify passenger flow patterns, such as: peak hours, holiday effects, the impact of weather on passenger flow, etc.

[0065] Step S14: Based on the high-precision three-dimensional real scene model of the station and its surrounding environment, utilize the passenger flow pattern for prediction to obtain predicted passenger flow data, where the predicted passenger flow data includes: peak-hour passenger flow and super-peak coefficient;

[0066] Steps S11 to S12 establish a high-precision three-dimensional real scene model of the station and its surrounding environment for display and analysis in step S14. Utilize the passenger flow pattern obtained in step S14, combine the surrounding environment of the station (traffic facilities, commercial area development, etc.) and specific time periods (such as morning peak, evening peak), and generate future predicted passenger flow.

[0067] Step S15: Determine the number of entrances and exits required for the station according to the predicted passenger flow data.

[0068] The predicted passenger flow data includes: peak-hour passenger flow and super-peak coefficient; determine the number of entrances and exits required for the station according to the predicted peak-hour passenger flow and super-peak coefficient. During peak hours, calculate the capacity requirements for each entrance and exit according to the predicted passenger flow. For example, during the morning peak, the station may need more entrances and exits to divert a large number of passengers, especially in areas connected to the city center or commercial areas. Considering the impacts of holidays, special events, etc., additional temporary entrances and exits or temporary channels may need to be designed to cope with sudden passenger flows.

[0069] Step S2: Determine multiple entrance and exit locations by analyzing the three-dimensional geological model, passenger flow prediction, destinations of pedestrians, and surrounding building development plans.

[0070] In some embodiments, in step S2, by analyzing the three-dimensional geological model, predicted passenger flow data, destinations of pedestrians, and surrounding building development plans to determine multiple entrance and exit locations, the following steps are included:

[0071] Step S21: Obtain the three-dimensional geological model of the area where the subway station is located through borehole survey data;

[0072] Through geological exploration boreholes, obtain the depth of the underground soil layer, the distribution of rock formations, the physical properties of the soil (such as bearing capacity, water permeability, etc.), and the groundwater level information. These data are used to construct a three-dimensional geological model to help analyze the geological conditions and ensure that the subsequent design will not damage the stability of the geological structure. Use professional three-dimensional geological modeling software to process the survey data to form a complete three-dimensional geological model including elements such as soil layers, rock formations, groundwater, and faults.

[0073] Step S22: Through the three-dimensional geological model, analyze the underground soil structure, rock formation distribution, and groundwater level information, and determine the preliminary location range of the entrance and exit at places where the stability of the geological structure is not damaged.

[0074] Based on the three-dimensional geological model, identify locations that are not suitable for setting up entrances and exits, such as areas with too hard rock formations, too high groundwater levels, or areas where unstable geology may exist. Avoid opening entrances and exits in these places. Through geomechanical analysis, evaluate the stability of different geological regions. Preferably, select areas with relatively stable underground soil layers and feasible construction as candidate areas for the location of the entrance and exit.

[0075] Step S23: According to the predicted passenger flow data, the destination of the passenger flow, and the surrounding building development plan, determine the traffic flow line.

[0076] Exemplarily, the main passenger flow direction of the station may come from adjacent commercial centers or transportation hubs. Therefore, the entrances and exits should be arranged in these main flow areas. Use a passenger flow simulation tool to simulate the flow direction of the passenger flow from the station entrances and exits to other areas of the city to ensure smooth and unobstructed flow lines.

[0077] Step S24: According to the service radius of the subway station, the traffic flow line, and the preliminary location range of the entrance and exit, determine multiple locations of the entrance and exit.

[0078] According to the service radius of the subway station, generally a walking distance of 400 - 600 meters, delimit the service area on the map to determine the approximate location range of the entrance and exit. According to the traffic flow line, determine the possible locations of multiple entrances and exits. Then, through comprehensive consideration of the approximate location of the entrance and exit determined by the service radius, the possible locations of multiple entrances and exits determined by the traffic flow line, and the preliminary location range of the entrance and exit determined by the three-dimensional geological model, conduct multiple rounds of optimization, simulate the impacts of different entrance and exit locations, and make adjustments. For example, through simulation analysis, judge whether each entrance and exit can divert traffic and avoid overcrowding at certain entrances and exits. Through feasibility analysis of all alternative locations, considering factors such as traffic flow, convenience, safety, and future urban development, finally determine the specific locations of the entrance and exit.

[0079] Step S3: Use the improved Dijkstra algorithm for path optimization to generate paths between different entrance and exit locations and the nearest entrance and exit gate positions, and determine the optimal path.

[0080] In some embodiments, the improved Dijkstra algorithm specifically includes:

[0081] Step S31: Construct a graph data structure. The graph includes nodes and edges. The nodes are different entrance / exit positions and the positions of the access control gates closest to the entrance / exit. Each edge represents the connection relationship between the nodes. The attributes of the edge include: distance, congestion level, time, and traffic convenience.

[0082] Step S32: Set the comprehensive score of the source node (starting position) to 0, indicating the minimum cost starting from the source node, and set the scores of other nodes to infinity (indicating not yet visited); create a priority queue, which is used to store the nodes to be visited and their comprehensive costs.

[0083] The role of the priority queue is to ensure that the node taken out of the queue each time is the node with the minimum comprehensive score currently, so as to preferentially visit the nodes with lower scores. This can ensure that the Dijkstra algorithm proceeds in the optimal order. After each node is visited, the algorithm will check its adjacent nodes, calculate their comprehensive scores, and add these adjacent nodes to the priority queue.

[0084] Step S33: Starting from the current node, traverse all adjacent nodes.

[0085] Step S34: For each edge, calculate the comprehensive cost f(u,v) from the current node to the adjacent node; calculate the comprehensive score of the adjacent node according to the weights and update the value of the comprehensive score.

[0086] The cost function formula for the comprehensive score is: f(u,v)=w D ×D(u,v)+w C ×C(u,v)+w T ×T(u,v)+w P ×P(u,v);

[0087] where f(u,v) represents the comprehensive cost from node u to node v; D(u,v) represents the physical distance between node u and node v; C(u,v) represents the congestion level between node u and node v; T(u,v) represents the travel time from node u to node v; P(u,v) represents the traffic convenience between node u and node v. Each attribute has a corresponding weight (w D ,w C ,w T ,w P ), and these weights can be adjusted according to requirements or user preferences, determining which attributes are more important in path optimization.

[0088] When accessing each adjacent node, a new comprehensive score is calculated based on the attribute value and weight of the current edge. If the newly calculated score is lower (i.e., a path with lower cost is found), then update the comprehensive score of the adjacent node and re-insert the node into the priority queue.

[0089] The formula for calculating the comprehensive score is:

[0090] Score(v)=w D ×D(v)+w C ×C(v)+w T ×T(v)+w P ×P(v); where Score(v) represents the comprehensive score of node v; w D ,w C ,w T ,w P are the weight values of distance, crowding degree, time, and traffic convenience respectively, and D(v), C(v), T(v), P(v) are the attribute values of node v;

[0091] Step S35: Add the adjacent nodes to the priority queue and sort them in ascending order according to the comprehensive cost;

[0092] Step S36: When the shortest comprehensive costs of all nodes have been calculated, the algorithm terminates and outputs the optimal path from the source node to the target node.

[0093] Through the above steps, the improved Dijkstra algorithm can achieve optimizing path selection by integrating multiple factors (such as distance, crowding degree, time, etc.) and generate the optimal path. This algorithm can flexibly consider various factors between different entrance / exit positions and turnstiles and is applicable to real-time path planning and optimization problems.

[0094] Step S4: Calculate the width of each entrance / exit and the setting form of escalators and stairs according to the passenger flow of the station, building design specifications, and evacuation time;

[0095] Step S411: Calculate the flow-carrying capacity of each entrance / exit according to the predicted passenger flow data and evacuation time;

[0096] Step S412: Determine the preliminary width of the entrance / exit according to the flow-carrying capacity of each entrance / exit;

[0097] Step S413: Determine the width of each entrance / exit in combination with the building design specifications.

[0098] Step S421: Calculate the number of escalators and stairs according to the passenger flow prediction, evacuation time, and the passenger-carrying capacity of escalators and stairs;

[0099] Step S422: Determine the setting form of escalators and stairs according to the number of escalators and stairs and the building design specifications.

[0100] Step S5: Generate a subway entrance and exit model based on the number of entrances and exits, their locations, the optimal path, the widths of the entrances and exits, and the layout form of escalators and stairways.

[0101] Step S51: Generate an escalator section model according to the layout form of escalators and stairways, and arrange it at the entrance and exit location.

[0102] Step S52: Determine the parameters of the passage section model and the civil air defense section model based on the thickness of the structural roof slab, the thickness of the side wall, the thickness of the floor slab, the inner width, and the ceiling height.

[0103] Step S53: Arrange the passage section model and the civil air defense section model on the optimal path according to the parameters of the passage section model and the civil air defense section model.

[0104] Step S54: Quickly splice the passage section, the civil air defense section, and the escalator section into a preliminary entrance and exit model.

[0105] Step S55: Repeat Steps S51 to S54 according to the number of entrances and exits to generate multiple subway entrance and exit models.

[0106] Compared with the prior art, the present invention provides a systematic and step-by-step three-dimensional design method for subway station entrances and exits. Combining the oblique photography real scene model, the surrounding building development plan, and the three-dimensional geological model, the location and number of subway entrances and exits are determined through three-dimensional visual design, and the optimal path is determined through an improved Dijkstra algorithm, making the entrance and exit modeling more accurate, improving the design efficiency, reducing errors, deviations, and repetitive labor in the design process, reducing the design cost, and providing strong technical support for the construction of subway station entrances and exits.

[0107] Exemplarily, in the existing design, a standard station generally has four entrances and exits located at the four corners. The four entrances and exits are the same, with two escalators and one staircase arranged at each entrance and exit. Assuming the staircase width is 1m, the escalator width is 0.65m, the passage width is 3.5m, and the maximum evacuation capacity per hour is 5,900 people. The maximum evacuation capacity per hour of the four entrances and exits is 23,600. The disadvantage is that the design schemes of the four entrances and exits are the same, and the passenger flow of some entrances and exits will be much larger than that of other entrances and exits, resulting in congestion at some entrances and exits, and the entry and exit time being much longer than that of other entrances and exits.

[0108] Through the entrances and exits designed by the present invention, the passenger flow is analyzed by region. For areas with a large passenger flow, the number of entrances and exits will be increased and the scale of a single entrance and exit will be reduced; for areas with a small passenger flow, the scale of the entrance and exit will be reduced to reduce investment. By reducing the scale of a single entrance and exit, increasing the number of entrances and exits, and designing a more scientific and reasonable layout of entrances and exits, 10% more passenger flow can be carried during the peak period of entrances and exits, the crowded time of passengers is shortened by 10 minutes, and the reduction of the scale of the entrance and exit can reduce the construction difficulty, reduce the investment, and reduce the construction cost by 5%.

[0109] In improving the passenger passing efficiency, the present invention adopts advanced oblique photography technology and an improved Dijkstra algorithm. Through high-precision three-dimensional modeling of the subway station and its surrounding environment and combining passenger flow prediction analysis, the number and location of entrances and exits can be accurately determined to ensure that each entrance and exit can effectively serve a large number of passengers during the peak period. At the same time, based on the path optimization algorithm considering multiple factors, the walking distance from the subway station to the destination is the shortest and the time is the least, greatly improving the travel experience of passengers. Secondly, in terms of space utilization, an innovative integration of the surrounding environment is achieved to realize efficient space planning. During the design process, the connection between the subway station and important locations such as surrounding commercial areas and transportation hubs is fully considered to ensure the effective distribution of the flow of people and reduce congestion. Through the analysis of the three-dimensional geological model, the damage to the underground structure is avoided, and the safety and stability of the entrance and exit construction are ensured. In addition, the entrance and exit settings are adjusted according to the future development plan, which not only meets the current needs but also has the ability to adapt to future changes, thus realizing the long-term and effective utilization of resources.

[0110] Finally, through the scientific and reasonable layout, the present application improves the service quality of the subway station and promotes the efficient utilization of urban space resources.

[0111] After completing the entrance and exit model, the subway entrance and exit model and the oblique photography model can be integrated in the BIM software to reserve the upper modeling space; according to the geographical location and surrounding environment of the subway entrance and exit, creative ideas are conceived, and multiple upper modeling design schemes are proposed. According to the cultural characteristics and historical background, the added characteristic elements are determined, such as art installations, cultural symbols, lighting facilities, etc. In the BIM software, using three-dimensional modeling tools, the details of the upper modeling are designed, and the design scheme is combined with oblique photography and the subway entrance and exit to ensure that the design of the subway entrance and exit is consistent with the overall urban style and form a characteristic entrance and exit model.

[0112] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the technical solutions of the embodiments of the present invention.

Claims

1. A subway entrance and exit model optimization design method, characterized in that: The design method comprises the following steps: Step S1: Determine the number of entrances and exits required for the station through the oblique photography real scene model and the surrounding building development plan; Step S2: Determine multiple entrance and exit locations by analyzing the three-dimensional geological model, passenger flow prediction, passenger flow destination and surrounding building development plan, including the following steps: Step S21, obtaining a three-dimensional geological model of the area where the subway station is located through drilling survey data; Step S22: Analyze the underground soil structure, rock layer distribution and groundwater level information through the three-dimensional geological model, and determine the preliminary location range of the entrance and exit without destroying the stability of the geological structure; Step S23, determining the traffic flow line according to the predicted passenger flow data, the passenger flow destination and the surrounding building development plan; Step S24, determining multiple locations of entrances and exits according to the service radius of the subway station, traffic flow lines and preliminary location ranges of entrances and exits; Step S3: using the improved Dijkstra algorithm to perform path optimization, generate paths between different entrance and exit locations and the entrance and exit gate locations closest to the entrance and exit, and determine the optimal path; The improved Dijkstra algorithm specifically includes: Step S31, constructing a graph data structure, wherein the graph includes nodes and edges, wherein the nodes are different entrance and exit locations and the entrance and exit gate locations closest to the entrance and exit, and each edge represents the connection relationship between the nodes, and the attributes of the edge include: distance, congestion, time, and traffic convenience; Step S32: Set the comprehensive score of the source node to 0 and other nodes to infinity; create a priority queue to store the nodes to be visited and their comprehensive costs; Step S33, starting from the current node, traverse all adjacent nodes; Step S34: For each edge, calculate the comprehensive cost from the current node to the adjacent node; calculate the comprehensive score of the adjacent node according to the weight, and update the value of the comprehensive score; Step S35, adding the adjacent nodes to the priority queue and sorting them in ascending order according to the comprehensive cost; Step S36: When the shortest comprehensive costs of all nodes are calculated, the algorithm terminates and outputs the optimal path from the source node to the target node; The comprehensive score calculation formula is: Score(v)=w D ×D(v)+w C ×C(v)+w T ×T(v)+w p ×P(v); where Score(v) represents the comprehensive score of node v; w D , w C , w T , w P are the weight values ​​of distance, congestion, time and traffic convenience respectively, D(v), C(v), T(v), P(v) are the attribute values ​​of node v; The cost function formula of the comprehensive score is: f(u,v)=w D ×D(u,v)+w C ×C(u,v)+w T ×T(u,v)+w P ×P(u,v); Among them, f(u,v) represents the comprehensive cost from node u to node v; D(u,v) represents the physical distance between node u and node v; C(u,v) represents the congestion level between node u and node v; T(u,v) represents the travel time from node u to node v; P(u,v) represents the traffic convenience between node u and node v; Step S4: Calculate the width of each entrance and exit and the setting form of the escalator according to passenger flow prediction, building design specifications and evacuation time; Step S5: Generate a subway entrance and exit model based on the number of entrances and exits, entrance and exit locations, optimal paths, entrance and exit widths, and escalator settings, including: Step S51, generating an escalator segment model according to the setting form of the escalator, and arranging it at the entrance and exit positions; Step S52, determining the parameters of the passage section model and the civil air defense section model through the thickness of the structural top plate, the thickness of the side wall, the thickness of the bottom plate, the inner width and the height of the ceiling; Step S53: Arrange the channel segment model and the civil air defense segment model on the optimal path according to the parameters of the channel segment model and the civil air defense segment model; Step S54: Splice the passage section, civil air defense section, and escalator section into a preliminary entrance and exit model Step S55, repeat steps S51 to S54 according to the number of entrances and exits to generate multiple subway entrance and exit models.

2. The subway entrance and exit model optimization design method according to claim 1, characterized in that: In step S1, the number of entrances and exits required for the station is determined through the oblique photography real-life model and the surrounding building development plan, including: Step S11, obtaining an oblique photography real-scene model through drone aerial photography, and obtaining surrounding building development plans through government platform information; Step S12: Generate a high-precision three-dimensional real-scene model of the station and its surrounding environment using the oblique photography technology according to the oblique photography real-scene model and the surrounding building development plan; Step S13: Collect historical passenger flow data, analyze and identify passenger flow patterns; Step S14: Based on the high-precision three-dimensional real-scene model of the station and its surrounding environment, the passenger flow law is used to make a prediction to obtain predicted passenger flow data, wherein the predicted passenger flow data includes: peak hour passenger flow and super peak coefficient; Step S15: Determine the number of entrances and exits required for the station based on the predicted passenger flow data.

3. The subway entrance and exit model optimization design method according to claim 1, characterized in that: In step S4, the width of each entrance and exit is calculated according to the passenger flow of the station, the building design specifications, and the evacuation time, specifically: Step S411, calculating the flow carrying capacity of each entrance and exit according to the predicted passenger flow data and evacuation time; Step S412: Determine the preliminary width of each entrance and exit according to the flow carrying capacity of each entrance and exit; Step S413: Determine the width of each entrance and exit in accordance with the building design specifications.

4. The subway entrance and exit model optimization design method according to claim 1, characterized in that: In step S4, the escalator configuration is calculated based on passenger flow prediction, building design specifications, and evacuation time, specifically: Step S421, calculating the number of escalators according to passenger flow prediction, evacuation time and passenger carrying capacity of the escalators; Step S422: Determine the arrangement of the escalators according to the number of escalators and building design specifications.

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