A fire-fighting passage and hydrant layout method and system for traditional blocks

Abstract

The application discloses a fire-fighting passage and hydrant layout method and system for traditional blocks, introduces traditional block information, including property unit boundary in the block, building contour and layer information, building protection level information; sorts out the traditional block information to obtain an actual road center line; generates a fire-fighting passage based on an existing passable fire-fighting passage condition until all regions in the block are covered; ensures that all property units are covered by at least two hydrant service radii to perform hydrant layout; and performs specific verification and analysis of a fire-fighting path for each property unit to ensure that the building can be rescued in time in a fire situation. The application can significantly improve design efficiency and coverage comprehensiveness, and ensures the rationality and operability of the result through a combination of multi-scheme generation and manual screening.

Description

Technical Field

[0001] This invention relates to the field of fire protection system planning technology, and in particular to a method and system for the layout of fire lanes and fire hydrants in traditional urban areas. Background Technology

[0002] Traditional neighborhoods are generally characterized by high building density, narrow roads, and irregular street patterns, which makes the planning and design of fire protection systems extremely challenging.

[0003] On the one hand, the street layout is irregular, with numerous branch roads of limited scale, close building spacing, and complex spatial relationships. Designers often need to gradually determine road connectivity and fire truck accessibility, making it difficult to simultaneously consider fire safety, street protection, economic efficiency, and feasibility on a global scale.

[0004] On the other hand, existing design methods mainly rely on manual drawing and experience-based judgment, which is inefficient and prone to oversights when faced with the aforementioned complex conditions. Traditional methods lack systematic and digital support, resulting in slow solution iteration, difficulty in quickly responding to adjustments in street conditions, and potential issues such as coverage blind spots and redundant layouts.

[0005] Against this backdrop, the introduction of digital technologies has become an important way to improve the design capabilities of fire protection systems. By establishing spatial data models and using algorithms to automatically generate layout schemes for fire lanes and fire hydrants, rapid generation of schemes and comparison of multiple schemes can be achieved at the overall scale, significantly improving efficiency and comprehensiveness. At the same time, digital methods provide systematic analytical support for design, enabling designers to make more reasonable and quantifiable decisions under complex conditions. Summary of the Invention

[0006] Purpose of the invention: This invention provides a method and system for the layout of fire lanes and fire hydrants in traditional urban areas, which can significantly improve design efficiency and comprehensiveness, and ensure the rationality and operability of the results by combining multiple scheme generation with manual screening.

[0007] Technical solution: The present invention provides a method for the layout of fire lanes and fire hydrants in traditional urban areas, comprising the following steps:

[0008] Import traditional street block information, including property unit boundaries, building outlines and number of floors, and building protection level information within the block;

[0009] By analyzing traditional street block information, the actual road centerlines can be obtained;

[0010] Based on existing accessible fire lanes, fire lanes are created until all areas in the block are covered.

[0011] Ensure that all property units are covered by at least two fire hydrant service radii, and implement fire hydrant layout accordingly;

[0012] For each property unit, specific verification and analysis of fire escape routes are conducted to ensure that the building can receive timely firefighting in the event of a fire.

[0013] Furthermore, traditional street information is sorted out, and constraint boundaries are constructed. Using the boundary lines as constraints, a constrained Delaunay triangulation is established. Triangles are classified and road centerlines are extracted from the triangulation. A graph structure is built based on the road centerlines and iteratively simplified. After 2-3 rounds of simplification, a simpler road centerline is obtained. Finally, the actual road centerlines are obtained after sorting according to the actual surrounding environmental conditions of the street.

[0014] Furthermore, fire lanes are generated. Based on existing accessible fire lane conditions, areas in the block that are not yet covered are identified. All candidate lanes are traversed, and their contribution to the coverage of the areas to be reinforced and the required demolition and modification costs are comprehensively evaluated. They are then sorted according to their benefits, and several better paths are generated. For dead-end lanes, the setting of a turnaround area is further considered to ensure the rationality of fire access. The above operations are repeated until all areas in the block are covered.

[0015] Furthermore, based on the existing accessible fire lanes, the specific steps for identifying uncovered areas in the block are as follows: existing accessible roads or passages are considered as initial fire lanes; a coverage buffer radius R is set for the initial fire lanes to obtain the coverage area Region of the fire lanes; the difference operation is performed between this coverage area and the overall block area Region_origin to obtain the uncovered area, which is denoted as the region to be reinforced Region_Rest, thereby determining the target coverage area where new fire lanes need to be added.

[0016] Furthermore, all candidate paths are traversed, and their coverage contribution to the area to be reinforced and the required demolition and modification costs are comprehensively evaluated. These paths are then sorted according to their benefits, generating several optimal paths, specifically:

[0017] For all candidate road segments, based on the set fire road level, a buffer zone of a certain width is established on both sides of the road. The property units intersecting with the buffer zone are identified, and the property units are divided into two sides of the road according to their position relative to the road. Then the minimum distance between the property units on both sides is calculated.

[0018] Based on the above road sections, a corresponding graph structure is established. Through depth-first search, starting from the existing fire lanes and passing through candidate lanes, all paths that can return to the fire lanes or reach the end are found.

[0019] For each path, based on the road segments it contains, count the property units involved on both sides. If the distance between two buildings is less than the set width, it is determined to be a conflict. Collect all conflict pairs and establish a conflict adjacency table. Calculate the demolition score = property unit value ÷ number of adjacent conflicting units. Remove property units in order of score from smallest to largest until the conflict is eliminated. Backtrack the removed property units. If they no longer cause conflict, they are retained.

[0020] The demolition cost required for each path to meet the width requirement is obtained. A buffer zone with radius R is established for each path, and the intersection with the area to be reinforced is calculated to obtain the reinforcement coverage area. All candidate paths are sorted from high to low according to the widening value, and several schemes with the highest comprehensive scores are output for manual decision-making and scheme comparison.

[0021] Furthermore, for dead-end passages, the design of turning areas should be further considered to ensure reasonable fire access. The above steps should be repeated until all areas in the block are covered. Specifically:

[0022] Extract a road segment of a certain length from the dead-end path. This length is controlled by the parameter tail_length and can be set according to different path characteristics. It is used as a reference for subsequent turnaround layout and passage optimization.

[0023] Along both sides of the selected road segment, parallel offsets are performed multiple times with a sampling interval to form a series of parallel offset lines. Each offset line is then divided with a certain sampling interval to obtain candidate center points. Through this uniform point distribution method, a point-like plane is formed on both sides of the road. Each point can be used as a potential location for a turnaround, providing alternatives for subsequent optimization.

[0024] A square turning area is generated based on the candidate center point. The side length is determined by the corresponding fire lane level. The direction of the turning area is consistent with the direction of the road. A space occupancy analysis is performed on each turning area location, and it is superimposed with the surrounding property units to calculate the possible conflicts and demolition area.

[0025] Extracting the actual road segment: For each candidate center point, find its nearest point on the road segment, and extract the road from the nearest point to the exit. This section of road is the actual fire lane in use. This method avoids including the section from the turnaround area to the end of the road in the actual lane. Recalculating demolished property units: Recalculate the demolished property units along the extracted actual road segment, only including the portions on both sides of the actual road. Correct any over-calculated demolition area from the candidate phase to ensure that the widening cost is consistent with the actual cost.

[0026] The cost of demolishing the turnaround area is included in the total path cost. The turnaround location generated for each candidate center point is calculated, and the scheme with the highest widening value V is selected as the final turnaround location. The actual road segment corresponding to the turnaround location is the selected fire lane.

[0027] Furthermore, after identifying new fire lanes, it is necessary to simultaneously update the set of fire lanes and lanes to be widened, and to revise the property units within the block. In each iteration, several sets of highly feasible solutions will be continuously generated, and through comprehensive value ranking and manual screening, the remaining areas to be reinforced will be gradually covered until the main areas within the block meet the fire lane service requirements, achieving complete coverage of the entire area.

[0028] Furthermore, fire hydrants are generated, with property units as the basic coverage objects. A grid method is used for discretization, and a greedy algorithm is used to gradually select candidate points that can maximize the coverage of the point set that has not yet met the requirements, until all property units are covered by at least two fire hydrant service radii. Based on the feasible solution, a genetic algorithm is used for global optimization to try to delete redundant fire hydrant points. Under the premise of ensuring coverage requirements, a better final layout scheme is obtained.

[0029] Furthermore, for each property unit polygon, a buffer zone is established with a fixed spacing d_buf; within the buffer zone, road segments intersecting with the road are found; for each property unit, the nearest n_hyd fire hydrants are found; Dijkstra's algorithm is used on the road network to calculate the shortest path from the property unit access point to the selected fire hydrant, and simultaneously calculate the shortest path from the fire hydrant to the external road to simulate the access routes for fire trucks; by combining the path lengths, the actual time required for fire trucks and personnel to extinguish fires is estimated; the above process is implemented for each property unit one by one to generate a site-wide, unit-by-unit verification result; based on the verification result, the fire hydrant positions are adjusted or the road access connections are optimized to form the final optimized solution.

[0030] Correspondingly, a fire access and fire hydrant layout system for traditional urban blocks includes: an information import module, an information sorting module, a fire access generation module, a fire hydrant generation module, and an accessibility verification module. The information import module imports information about traditional urban blocks; the information sorting module sorts the information to obtain the actual road centerlines; the fire access generation module generates fire access based on existing accessible fire access conditions until all areas in the block are covered; the fire hydrant generation module ensures that all property units are covered by at least two fire hydrant service radii for fire hydrant layout; and the accessibility verification module verifies and analyzes the fire routes for each property unit to ensure that buildings can receive timely firefighting in the event of a fire.

[0031] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages: (1) It realizes the digitalization and automation of fire protection system design. By establishing a street space data model and combining constrained Delaunay triangulation extraction, path search and optimization algorithms, it realizes the automated generation of fire lane and fire hydrant layout schemes. It transforms the fire lane and fire hydrant layout process that relies on manual judgment into a data-driven automated generation process, which significantly improves the systematicness and work efficiency of the design; (2) It realizes global optimization and multi-scheme generation capabilities. It can automatically generate multiple sets of fire lane and fire hydrant layout schemes based on different weight parameters, and sort and screen them through comprehensive indicators, so that designers can compare schemes and make optimal decisions on a global scale, thereby overcoming Traditional manual design has the disadvantage of not being able to simultaneously take into account the global situation and the comparison of multiple schemes; (3) It supports dynamic iteration and rapid recalculation under changing conditions. An iterative update mechanism is introduced into the algorithm framework. When the conditions of the block or the planning boundary change, a new feasible scheme can be quickly regenerated to maintain the real-time and adaptability of the design results and avoid the problem of the difficulty of redrawing and updating manual schemes; (4) It can quantitatively verify fire protection coverage and accessibility. By using the road network topology and the shortest path algorithm, the fire access path and fire fighting time of each property unit can be quantitatively verified. It can realize the fire accessibility analysis of each household in the scheme stage, ensuring that the buildings can obtain timely and effective fire fighting support in the event of a fire, thereby further improving the reliability and safety guarantee level of the scheme. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the method flow of the present invention.

[0033] Figure 2 This is a schematic diagram illustrating the basic information of a demonstrative example of the present invention.

[0034] Figure 3 This is a simplified site road diagram for an example case of the present invention.

[0035] Figure 4 This is a schematic diagram illustrating the value of the intellectual property unit in a demonstrative case of the present invention.

[0036] Figure 5 This is a diagram of the area to be reinforced in a standard fire lane, which is a demonstration case of the present invention.

[0037] Figure 6(a) is a schematic diagram of a candidate scheme for a standard fire truck access road loop in the exemplary case of the present invention.

[0038] Figure 6(b) is a schematic diagram of the second candidate scheme for the standard fire truck access road loop in the exemplary case of the present invention.

[0039] Figure 6(c) is a schematic diagram of the third candidate scheme for the standard fire truck access road loop in the exemplary case of the present invention.

[0040] Figure 7(a) is a schematic diagram of a candidate scheme for the dead end of a standard fire lane in the exemplary case of the present invention.

[0041] Figure 7(b) is a schematic diagram of the second candidate scheme for the dead end of the standard fire lane in the exemplary case of the present invention.

[0042] Figure 7(c) is a schematic diagram of the third candidate scheme for the dead end of the standard fire lane in the exemplary case of the present invention.

[0043] Figure 8 This is a diagram of the area to be reinforced in a small fire truck access road, which is an example of the present invention.

[0044] Figure 9(a) is a schematic diagram of a candidate scheme for a small fire truck access road loop in the example of the present invention.

[0045] Figure 9(b) is a schematic diagram of the second candidate scheme for the small fire truck access road loop in the exemplary case of the present invention.

[0046] Figure 9(c) is a schematic diagram of the third candidate scheme for the small fire truck access road loop in the exemplary case of the present invention.

[0047] Figure 10(a) is a schematic diagram of a candidate scheme for the dead-end road of a small fire truck lane in the exemplary case of the present invention.

[0048] Figure 10(b) is a schematic diagram of the second candidate scheme for the dead-end road of the small fire truck lane in the exemplary case of the present invention.

[0049] Figure 10(c) is a schematic diagram of the third candidate scheme for the dead-end road of the small fire lane in the exemplary case of the present invention.

[0050] Figure 11 This is a schematic diagram of the final fire lane generation result in a demonstration case of the present invention.

[0051] Figure 12 This is a schematic diagram showing the generated fire hydrant result as an example of the present invention.

[0052] Figure 13 This is a schematic diagram illustrating the firefighting path of a specific unit in a demonstrative case of the present invention. Detailed Implementation

[0053] like Figure 1 As shown, a method for arranging fire lanes and fire hydrants in traditional urban areas includes the following steps:

[0054] Step 1: Data preparation;

[0055] Import traditional street block information, including the boundaries of property units within the block, building outlines and number of floors, building protection levels, etc., which serve as the basis for subsequent analysis and calculations.

[0056] Step 2: Organize neighborhood information;

[0057] The neighborhood information mainly includes two parts: on the one hand, the center lines of roads in the neighborhood are automatically generated based on the boundaries of property units; on the other hand, the value of property units is analyzed based on building information.

[0058] Step 21: Street and road generation;

[0059] The internal roads of the block are generated using a constrained Delaunay triangulation, and the road centerlines are extracted and simplified based on this. The specific steps are as follows:

[0060] (1) Construction of constraint boundaries:

[0061] (a) Calculate the convex hull of the overall outline of the block and offset the outer boundary outward by a certain distance (e.g., 4m).

[0062] (b) Divide the offset convex hull boundary and the property unit contour equally to obtain the boundary line used for constraint.

[0063] (2) Delaunay triangulation generation: Using the above boundary lines as constraints, a constrained Delaunay triangulation is established.

[0064] (3) Triangle classification and road centerline extraction

[0065] (a) Case 1: If none of the three sides are on the constraint boundary, then connect the centroid of the triangle to the midpoints of the three sides to generate the center line;

[0066] (b) Case 2: If one side is on the constrained boundary, connect the midpoint of the unconstrained side to generate the centerline. The above method yields a more detailed road centerline.

[0067] (4) Simplify the road centerline;

[0068] A graph structure is established based on the road centerline, and the following iterative simplification is performed:

[0069] (a) Simplifying nodes with degree 2: Delete the node and connect its adjacent nodes. If the newly generated edge intersects the constraint boundary, cancel this operation. Repeat until all nodes with degree 2 can no longer be simplified.

[0070] (b) Cleaning up nodes with a degree of 1: If the length of an adjacent edge is less than the set threshold, then delete that edge.

[0071] After 2-3 rounds of simplification, the road centerline becomes more concise. Finally, based on the actual surrounding environmental conditions of the block, the actual road centerline is obtained.

[0072] Step 22: Value analysis of property units;

[0073] A property unit is the smallest operational unit with relatively independent ownership and clearly defined spatial boundaries. Its value mainly consists of two parts: cultural heritage value and economic value.

[0074] (1) Cultural heritage value: determined according to the protection level of the building. When the property unit includes a cultural heritage building, a "cultural heritage value premium" can be given, the value of which can be set according to the protection level. If it is a key cultural heritage unit, it can be set to the maximum value.

[0075] (2) Economic value: Determined by the building area of ​​the property unit and the area of ​​the block. The building area is obtained by statistical analysis of the building outline and number of floors, while the block area is calculated based on the scope of the property unit. Value coefficients are assigned to the building and the block respectively, taking into account their use or importance.

[0076] Based on this, the formula for calculating the value of a property unit can be obtained:

[0077] V=P+A b ×k b +A s ×k s

[0078] Where: V: Total value of the property unit; P: Cultural heritage value premium; A b Building area; k b Building value coefficient; A s : Block area; k s Neighborhood value coefficient.

[0079] Step 3: Fire lane creation;

[0080] The fire lane creation strategy adopts a step-by-step construction and incremental optimization approach. Its overall process mainly includes the following three steps:

[0081] Step 31, Identification of areas to be reinforced: Based on existing accessible fire lanes, identify areas in the block that are not yet covered;

[0082] First, we analyze the coverage of existing fire lanes in the neighborhood. Specifically:

[0083] (1) Existing accessible roads or passages (such as urban roads adjacent to the site) shall be regarded as initial fire access routes;

[0084] (2) Set the coverage buffer radius R for the initial fire lane (the radius is determined according to the different fire lane levels) to obtain the coverage area Region of the fire lane;

[0085] (3) Perform a difference operation between the coverage area and the overall area of ​​the block, Region_origin, to obtain the uncovered area, which is denoted as Region_Rest. This allows us to determine the target coverage area where new fire lanes need to be added.

[0086] Step 32, Candidate Path Evaluation and Selection: Traverse all candidate paths, comprehensively evaluate their coverage contribution to the area to be reinforced and the required demolition and modification costs, sort them according to the size of the benefit, and generate several better paths;

[0087] After identifying the areas to be reinforced, it is necessary to evaluate the generation and widening costs of candidate road segments. The specific steps are as follows:

[0088] (1) Buffer zone establishment and property unit identification: For all candidate road segments, according to the set fire road level, a buffer zone of a certain width is established on both sides of the road (e.g., the standard fire lane width is 4m). Identify the property units that intersect with the buffer zone, and divide the property units into two sides of the road according to their position relative to the road. Then calculate the minimum distance between the property units on both sides.

[0089] (2) Path construction: Based on the above road segments, establish the corresponding graph structure. Using depth-first search, start from the existing fire lane, pass through the candidate lanes, and find all paths that can return to the fire lane or reach the end.

[0090] (3) Conflict detection and cost calculation: For each path, count the property units involved on both sides based on the road segments it contains. If the distance between two buildings is less than the set width, it is determined to be a conflict.

[0091] Collect all conflicting pairs and build a conflict adjacency list, then use a greedy algorithm to select which pairs to remove:

[0092] (a) Calculate the demolition score = value of the property unit ÷ number of adjacent conflicting units;

[0093] (b) Remove ownership units in descending order of their scores until the conflict is resolved;

[0094] (c) To reduce the order bias caused by the greedy algorithm, backtracking attempts are made on the removed property units. If no longer causing conflict, they are retained.

[0095] (4) Calculation of widening value: Based on the above, the demolition cost required for each path to meet the width requirement is obtained. A buffer zone with radius R is established for the path, and the intersection with the area to be reinforced is calculated to obtain the reinforcement coverage area.

[0096] Combining the path length and the required demolition cost, the formula for calculating the expansion value can be obtained:

[0097] V = Ac×kc + L×kl - C×kd

[0098] Where: V: Widening value; Ac: Reinforced coverage area; kc: Coverage area weight coefficient; L: Candidate path channel length; kl: Road length weight coefficient; C: Widening demolition cost; kd: Demolition cost weight coefficient; By manually setting the above weight coefficients, the influence of each indicator in the overall evaluation can be flexibly adjusted, so that the calculation result of widening value is more in line with planning expectations.

[0099] Based on this, all candidate paths are ranked from highest to lowest according to their broadening value, and several solutions with the highest comprehensive scores are output for manual decision-making and solution comparison.

[0100] (5) Special case handling: If the path is a dead end, the demolition cost of setting up a turnaround area needs to be considered separately. In actual assessment, dead end roads and loop roads can be treated separately to improve calculation accuracy.

[0101] Step 33, Turnaround Setup: For dead-end passages, further consider the setup of turnaround areas to ensure reasonable fire access.

[0102] In addition to ensuring the continuity and width of fire lanes, for candidate routes that are dead ends, additional fire truck turning areas are required to ensure the turning and evacuation capabilities of fire trucks. The specific steps are as follows:

[0103] (1) Extracting road segments at the end of the road: Extracting a road segment of a certain length from the end of the road. This length is controlled by the parameter tail_length and can be set according to different path characteristics. It is used as a reference for subsequent turnaround layout and channel optimization.

[0104] (2) Generating center points for turnaround: Along both sides of the selected road segment, perform multiple parallel offsets with a sampling interval of sampling_interval to form a series of parallel offset lines. Each offset line is then further subdivided with a sampling interval of a certain sampling_interval to obtain candidate center points. This uniform point distribution method creates a point-like plane on both sides of the road, where each point can serve as a potential turnaround location, providing alternatives for subsequent optimization.

[0105] (3) Geometric generation and spatial analysis of the turnaround area:

[0106] (a) A square turning area is generated based on the candidate center point. The side length is determined by the corresponding fire lane level. The direction of the turning area is consistent with the direction of the road.

[0107] (b) Perform a space occupancy analysis on each turnaround location, overlay it with surrounding property units, and calculate the possible conflicts and demolition areas.

[0108] (4) Adjustment of costs for interception and demolition of actual passage sections:

[0109] (a) Selecting the actual road segment: For each candidate center point, find its nearest point on the road segment, and select the road from the nearest point to the exit. This road segment is the actual fire lane in use. In this way, the section from the turnaround to the end of the road is avoided from being included in the lane.

[0110] (b) Recalculate the demolished property units: Recalculate the demolished property units along the actual road segment after the interception, only including the portions on both sides of the actual road. Correct any over-calculated demolition area in the candidate phase to ensure that the widening cost is consistent with the actual cost.

[0111] (5) Calculation of turnaround cost and adjustment of value:

[0112] (a) Include the cost of dismantling the turnaround area in the total route cost;

[0113] (b) The revised formula for calculating the broadening value is:

[0114] V = Ac×kc + L×kl - (C×kd + Cr×kd)

[0115] Where: V: Widening value; Ac: Enhanced coverage area; kc: Coverage area weight coefficient; L: Candidate path channel length; kl: Road length weight coefficient; C: Demolition cost required to widen the road; Cr: Additional demolition cost of the turnaround area; kd: Demolition cost weight coefficient;

[0116] (5) Optimization and selection of turnaround: The turnaround locations generated for each candidate center point are calculated, and the scheme with the highest widening value V is selected as the final turnaround location. The actual road segment corresponding to the turnaround location is the selected fire lane.

[0117] Step 34: Iterative reinforcement;

[0118] After identifying new fire lanes, the sets of fire lanes and lanes to be widened need to be updated simultaneously, and the property units within the block need to be revised. Then, steps 31, 32, and 33 are repeated, continuously generating several sets of highly feasible solutions in each iteration. Through comprehensive value ranking and manual screening, the remaining areas to be reinforced are gradually covered until the main areas within the block meet the fire lane service requirements.

[0119] It is important to emphasize that different levels of fire lanes correspond to different control parameters, including coverage radius R, width, and turning area dimensions. In practice, standard fire lanes are usually prioritized, followed by supplementary solutions using small and mini fire trucks to achieve complete coverage of the entire area.

[0120] Repeat the above steps until all areas in the block are covered.

[0121] Step 4: Fire hydrant layout;

[0122] In fire protection system design, the layout of fire hydrants should meet the following requirements: they should be preferentially located on fire lanes, and each building in the block should be within the service radius of at least two fire hydrants. The service radius of a fire hydrant is denoted as R_hyd, and its specific value can be calculated and adjusted based on the complexity of the street layout.

[0123] Considering the varying building sizes and complex distribution within traditional neighborhoods, and the uncertainty of demolition and alteration during future redevelopment, this study uses property ownership units as the basic coverage object and employs a grid-based method for discretization. The specific steps are as follows:

[0124] Step 41, Point Set Generation:

[0125] The polygonal plane of the property unit is regularly subdivided using s_grid as the maximum grid size to obtain an approximate gridded representation. Subsequently, the center point of each grid unit is taken as the target point set to be covered, ensuring the uniformity of the point set distribution and the adaptability of the boundary.

[0126] Step 42, Candidate point generation:

[0127] Treating the fire lane as a continuous curve, the path is divided into equal intervals according to a predetermined spacing s_hyd, generating candidate fire hydrant locations at each division point. This method ensures a uniform distribution of candidate fire hydrant points and covers the entire fire lane.

[0128] Step 43: Initial layout generation:

[0129] A greedy algorithm is used to progressively select candidate points that can maximize coverage of the set of points that have not yet met the requirements, until all property units are covered by at least two fire hydrant service radii.

[0130] Step 44: Optimization and Redundancy Elimination;

[0131] Based on the feasible solution, a genetic algorithm is further used for global optimization to try to remove redundant fire hydrant locations, and a better final layout scheme is obtained while ensuring coverage requirements.

[0132] Step 5: Verify the route door-to-door;

[0133] Finally, for each property unit, specific verification and analysis of fire escape routes are required to ensure that the building can receive timely firefighting in the event of a fire. The specific steps are as follows:

[0134] Step 51, Buffer Establishment:

[0135] For each property unit polygon, a buffer zone is established with a fixed interval d_buf. The parameters of d_buf are set based on the proximity of the property units to roads within the block, and are typically set to 5m. The buffer zone is used to determine the accessible road sections around the building, thereby limiting the range of accessible fire lanes.

[0136] Step 52, Extract the nearest point of adjacent roads:

[0137] Within the buffer zone, identify road segments that intersect with the road. For each intersecting segment, extract the nearest point from the property unit to the road, which serves as the access point for connecting the property unit to the fire lane. This operation ensures the accuracy of the path calculation and considers the geometric relationship between the property unit and the road.

[0138] Step 53, Fire Hydrant Selection:

[0139] For each property unit, locate the nearest n_hyd fire hydrants (typically at least 2). By selecting multiple fire hydrants, backup coverage is ensured in the event of a single point of failure or inaccessibility, thus improving the reliability of the fire protection system.

[0140] Step 54, Path Calculation:

[0141] Dijkstra's algorithm is used on the road network to calculate the shortest path from the property unit access point to the selected fire hydrant. Simultaneously, the shortest path from the fire hydrant to the external road is calculated to simulate fire truck access routes. The combination of these two paths forms the recommended fire escape route in the event of a fire, reflecting the actual firefighting route.

[0142] Step 55, Path Validation and Time Assessment:

[0143] By combining path lengths, the actual time required for fire trucks and personnel to extinguish fires is estimated. This is then compared with standards and design requirements to determine if the current layout meets fire safety needs. For properties that do not meet the requirements, they can be marked for layout adjustments or the addition of fire hydrants to ensure full coverage and timely response.

[0144] The above process is implemented for each property unit individually, generating a site-wide, unit-by-unit verification result. Based on the verification result, the location of fire hydrants can be adjusted or road access connections can be optimized to form the final optimized solution.

[0145] Example 1:

[0146] Taking a traditional urban block as an example for operational demonstration, the site is adjacent to urban roads on three sides and faces water to the southwest.

[0147] Read neighborhood data, identify and determine the content of all buildings, and organize the information using property ownership units as the basic unit, such as... Figure 2 As shown, the red area represents cultural heritage sites.

[0148] Based on the spatial relationships of the property units within the plot, internal and external roads were generated. Since the southwest side faces water and is impassable, the external roads generated in this direction were discarded. The final simplified and organized internal and external roads are as follows: Figure 3 As shown, thick lines represent external roads, and thin lines represent internal roads. The value of property units within a block is calculated based on the block information, as follows: Figure 4 As shown, the redder the color, the greater the value.

[0149] An attempt was made to generate a standard fire lane with a radius of R=80m, establishing a buffer zone from the external road. The difference between this buffer zone and the existing road was calculated to obtain the area requiring reinforcement, as shown below. Figure 5 As shown, the yellow area represents the area requiring reinforcement. The fire lane width is set at 4m, and the turning area size is set at 12m*12m. By calculating the widening value, multiple candidate loop road schemes and candidate dead-end road schemes are generated, as shown in Figures 6(a), 6(b), 6(c), 7(a), 7(b), and 7(c). Red indicates the property units that need to be demolished, green indicates the reinforcement area, and blue indicates the turning area. Based on comprehensive judgment, the loop road scheme one is selected to be expanded into a standard fire lane. The standard fire lane completes the full coverage of the area.

[0150] Attempt to generate a small fire lane, establish a buffer zone with a radius of R=50m, and calculate the area to be reinforced. Figure 8 As shown, the yellow area represents the area requiring reinforcement. The width of the small fire lane is set to 3m, and the turning area size is set to 5m*5m. By calculating the widening value, multiple candidate loop road schemes and candidate dead-end road schemes are generated, as shown in Figures 9(a), 9(b), 9(c), 10(a), 10(b), and 10(c). Red indicates the property unit that needs to be demolished, green indicates the reinforcement area, and blue indicates the turning area. Based on a comprehensive judgment of widening value and coverage, dead-end road scheme one is selected as the small fire lane.

[0151] Based on the above, we have obtained all the fire escape routes and building plans that need to be demolished, such as... Figure 11 As shown, the purple part represents the property unit to be demolished or modified, the thick line represents the 4m standard fire lane, and the thin line represents the 3m small fire lane.

[0152] Fire hydrants will be installed along existing fire lanes, with a coverage radius of 70m, covering all property units within the block. Figure 12 As shown, the red dots indicate the locations of fire hydrants.

[0153] Iterate through all property units and calculate the actual fire-fighting routes. For example... Figure 13 As shown, the red area represents the fire-fighting property unit, the red dots represent the two nearest fire hydrants, and the green line represents the fastest fire-fighting route. It shows the path from one plot of land to the fire hydrant, as well as the corresponding path length.

[0154] Correspondingly, a fire access and fire hydrant layout system for traditional urban blocks includes: an information import module, an information sorting module, a fire access generation module, a fire hydrant generation module, and an accessibility verification module. The information import module imports information about traditional urban blocks; the information sorting module sorts the information to obtain the actual road centerlines; the fire access generation module generates fire access based on existing accessible fire access conditions until all areas in the block are covered; the fire hydrant generation module ensures that all property units are covered by at least two fire hydrant service radii for fire hydrant layout; and the accessibility verification module verifies and analyzes the fire routes for each property unit to ensure that buildings can receive timely firefighting in the event of a fire.

Claims

1. A method for arranging fire lanes and fire hydrants in traditional urban blocks, characterized in that, Includes the following steps: Import traditional street block information, including property unit boundaries, building outlines and number of floors, and building protection level information within the block; By analyzing traditional street block information, the actual road centerlines can be obtained; Based on existing accessible fire lanes, fire lanes are created until all areas in the block are covered. To generate fire lanes, based on existing accessible fire lane conditions, identify uncovered areas in the block; traverse all candidate lanes, comprehensively evaluate their coverage contribution to the areas to be reinforced and the required demolition and modification costs, sort them according to benefit, and generate several optimal paths; for dead-end lanes, further consider the setting of turning areas to ensure the rationality of fire access, repeat the above operation until all areas in the block are covered. Specifically: Extract road segments from the dead-end path. The length of the road segment is controlled by the parameter tail_length, which is set according to different path characteristics and is used as a reference for subsequent turnaround layout and passage optimization. Along both sides of the selected road segment, parallel offsets are performed multiple times with a sampling step size of sampling_interval to form a series of parallel offset lines. Each offset line is then divided with a sampling_interval step size to obtain candidate center points. Through this uniform point distribution method, a point-like plane is formed on both sides of the road. Each point can serve as a potential location for a turnaround, providing alternatives for subsequent optimization. A square turning area is generated based on the candidate center point. The side length is determined by the corresponding fire lane level. The direction of the turning area is consistent with the direction of the road. A space occupancy analysis is performed on each turning area location, and it is superimposed with the surrounding property units to calculate the possible conflicts and demolition area. Extracting the actual road segment: For each candidate center point, find its nearest point on the road segment, and extract the road from the nearest point to the exit end. This road segment is the actual fire lane in use. In this way, the section from the turnaround point to the end of the road is avoided from being included in the passageway; Recalculation of demolished property units: Recalculate the demolished property units along the actual road section after the interception, only including the parts on both sides of the actual road; The over-calculated demolition area during the candidate phase was corrected to ensure that the cost of widening was consistent with the actual cost. The cost of demolishing the turnaround area is included in the total path cost. The turnaround location generated for each candidate center point is calculated, and the scheme with the highest widening value V is selected as the final turnaround location. The actual road segment corresponding to the turnaround location is the selected fire lane. Ensure that all property units are covered by at least two fire hydrant service radii, and implement fire hydrant layout accordingly; For each property unit, specific verification and analysis of fire escape routes are conducted to ensure that the building can receive timely firefighting in the event of a fire.

2. The method for arranging fire lanes and fire hydrants in traditional urban areas according to claim 1, characterized in that, Traditional street information is sorted out, and constrained boundaries are constructed. Using the boundary lines as constraints, a constrained Delaunay triangulation is established. Triangles are classified and road centerlines are extracted from the triangulation. A graph structure is built based on the road centerlines and iteratively simplified. After 2-3 rounds of simplification, a simpler road centerline is obtained. Finally, the actual road centerlines are obtained after sorting according to the actual surrounding environmental conditions of the street.

3. The method for arranging fire lanes and fire hydrants in traditional urban areas according to claim 1, characterized in that, Based on existing accessible fire lanes, the process of identifying uncovered areas in a block is as follows: existing accessible roads or passages are considered as initial fire lanes; a coverage buffer radius R is set for the initial fire lanes to obtain the coverage area Region of the fire lanes; the difference operation is performed between this coverage area and the overall block area Region_origin to obtain the uncovered area, which is denoted as the area to be reinforced Region_Rest, thereby determining the target coverage area where new fire lanes need to be added.

4. The method for arranging fire lanes and fire hydrants in traditional urban blocks according to claim 1, characterized in that, All candidate paths are traversed, and their coverage contribution to the area to be reinforced and the required demolition and modification costs are comprehensively evaluated. Paths are then sorted according to their benefits, generating several optimal paths as follows: For all candidate access road segments, based on the set fire road level, a buffer zone is established on both sides of the road with a width of width. The property units that intersect with the buffer zone are identified, and the property units are divided into two sides of the road according to their position relative to the road. Then the minimum distance between the property units on both sides is calculated. Based on the above road sections, a corresponding graph structure is established. Through depth-first search, starting from the existing fire lanes and passing through candidate lanes, all paths that can return to the fire lanes or reach the end are found. For each path, based on the road segments it contains, count the property units involved on both sides. If the distance between two buildings is less than the set width, it is determined to be a conflict. Collect all conflict pairs and establish a conflict adjacency table. Calculate the demolition score = property unit value ÷ number of adjacent conflict units. Property units are removed sequentially in ascending order of score until the conflict is resolved; removed property units are then backtracked and retained if they no longer cause conflict. The demolition cost required for each path to meet the width requirement is obtained. A buffer zone with radius R is established for each path, and the intersection with the area to be reinforced is calculated to obtain the reinforcement coverage area. All candidate paths are sorted from high to low according to the widening value, and several schemes with the highest comprehensive scores are output for manual decision-making and scheme comparison.

5. The method for arranging fire lanes and fire hydrants in traditional urban blocks according to claim 1, characterized in that, After identifying new fire lanes, the set of fire lanes and lanes to be widened needs to be updated simultaneously, and the property units within the block need to be revised. In each iteration, several sets of plans are continuously generated, and through comprehensive value ranking and manual screening, the remaining areas to be reinforced are gradually covered until the main areas within the block meet the fire lane service requirements, achieving complete coverage of the entire area.

6. The method for arranging fire lanes and fire hydrants in traditional urban blocks according to claim 1, characterized in that, Fire hydrants are generated, with property units as the basic coverage objects. A grid method is used for discretization. A greedy algorithm is used to progressively select candidate points that can maximize the coverage of the set of points that do not yet meet the requirements, until all property units are covered by at least two fire hydrant service radii. Based on the feasible solution, a genetic algorithm is used for global optimization to try to delete redundant fire hydrant points. Under the premise of ensuring coverage requirements, a better final layout scheme is obtained.

7. The method for arranging fire lanes and fire hydrants in traditional urban blocks according to claim 1, characterized in that, For each property unit polygon, a buffer zone is established with a fixed spacing d_buf; within the buffer zone, road segments intersecting with roads are found; for each property unit, the nearest n_hyd fire hydrants are found; Dijkstra's algorithm is used on the road network to calculate the shortest path from the property unit access point to the selected fire hydrant, and simultaneously calculate the shortest path from the fire hydrant to the external road to simulate fire truck access routes; by combining path lengths, the actual time required for fire trucks and personnel to extinguish fires is estimated; the above process is implemented for each property unit one by one to generate a site-wide, unit-by-unit verification result; based on the verification result, the fire hydrant positions are adjusted or the road access connections are optimized to form the final optimized solution.

8. A system for implementing the fire lane and fire hydrant layout method for traditional urban blocks as described in claim 1, characterized in that, include: The module includes an information import module, an information sorting module, a fire escape generation module, a fire hydrant generation module, and an accessibility verification module. The information import module imports traditional street block information, the information sorting module sorts the traditional street block information to obtain the actual road centerline, the fire lane generation module generates fire lanes based on existing passable fire lane conditions until all areas in the block are covered, the fire hydrant generation module ensures that all property units are covered by at least two fire hydrant service radii and conducts fire hydrant layout, and the accessibility verification module verifies and analyzes the fire path for each property unit to ensure that the building can receive timely fire fighting in the event of a fire.

Images