A BIM-based three-dimensional virtual subway design simulation system

Abstract

This invention discloses a BIM-based 3D virtual subway design simulation system, belonging to the field of 3D design simulation technology for rail transit, including data parsing, environmental modeling, civil engineering modeling, and equipment assembly modules. The data parsing module acquires subway engineering design data and line geographic information, and extracts civil engineering, line, equipment, and interface parameters through structured parsing. The environmental modeling module spatially registers line information with digital elevation models and urban real-scene 3D models, constructs a 3D geographic environment base, and completes grid subdivision to form rasterized data. The civil engineering modeling module constructs parametric station and tunnel models segment by segment along the line, and detects spatial interference with surface buildings and underground pipelines in real time. The equipment assembly module automatically completes the digital assembly of electromechanical equipment according to the equipment list and interface specifications. This system achieves precise matching of the subway design simulation space, reduces model space conflicts, and improves the standardization and consistency of electromechanical assembly.

Description

Technical Field

[0001] This invention belongs to the field of three-dimensional design and simulation technology of rail transit, specifically a three-dimensional virtual subway design and simulation system based on BIM. Background Technology

[0002] Traditional subway engineering project design simulations often use two-dimensional design drawings combined with simplified three-dimensional models. They only retrieve basic terrain data for modeling and do not integrate the geographic information of the subway line with high-precision digital elevation models and urban real-scene three-dimensional models. The construction of the three-dimensional geographic environment only presents terrain elements and cannot integrate surface buildings and planned line information. Furthermore, the three-dimensional environment is not spatially meshed.

[0003] Current subway civil engineering modeling mostly adopts an integrated modeling approach, which cannot complete the parametric model construction segment by segment according to the starting coordinates of the line. The modeling stage can only complete the model construction and cannot simultaneously carry out spatial interference detection between the 3D station and tunnel models and surface buildings and underground pipelines, which easily leads to the problem of spatial overlap between the model and existing structures. The assembly of electromechanical equipment is still done manually and cannot be automated by relying on the electromechanical equipment list and system interface specifications. The logical and geometric relationships between adjacent equipment must be adjusted manually one by one, making it difficult to guarantee assembly efficiency and accuracy.

[0004] This invention aims to achieve spatial registration of geographic information of subway lines with multi-source 3D models and rasterization of the 3D environment. It constructs civil engineering models segment by segment along the subway line and detects spatial interference in real time. At the same time, it completes the automated and digital assembly of electromechanical equipment according to the equipment list and interface specifications. Summary of the Invention

[0005] This invention aims to solve at least one of the technical problems existing in the prior art;

[0006] Therefore, this invention proposes a BIM-based three-dimensional virtual subway design simulation system, comprising:

[0007] The data parsing module is used to obtain the original design data and geographical information of the subway project, perform structured parsing on the original design data, and extract civil engineering parameters, track parameters, electromechanical equipment list and system interface specifications.

[0008] The environmental modeling module is used to spatially register the geographic information of the route with a high-precision digital elevation model and a 3D model of the city scene, generate a 3D geographic environment base that integrates terrain, surface buildings and planned routes, and perform spatial grid subdivision processing on the 3D geographic environment base to form rasterized environmental data.

[0009] The civil engineering modeling module is used to construct parameterized three-dimensional station models and three-dimensional tunnel models segment by segment along the route, starting from the coordinates of the starting point of the line, based on the civil engineering structural parameters and track line parameters in the rasterized environmental data. During the construction process, the spatial interference between the three-dimensional station models, three-dimensional tunnel models and the surface building models and underground pipe network models in the rasterized environmental data is detected in real time.

[0010] The equipment assembly module, based on the list of electromechanical equipment and system interface specifications, performs digital assembly of electromechanical equipment within the constructed 3D station model and 3D tunnel model, and automatically connects the logical and geometric relationships between adjacent equipment according to the equipment size and system interface specifications.

[0011] Furthermore, the original design data is subjected to structured analysis to extract civil engineering parameters, track line parameters, electromechanical equipment lists, and system interface specifications, including:

[0012] Read the design drawing files of the subway project, identify the layers and block information in the drawings, extract straight lines and curves from specific layers, and obtain the plane coordinates and elevation data of the line through fitting calculation to form the track line parameters;

[0013] The station plan and section drawings in the design drawings are analyzed to identify the outlines of walls, columns, floors, and platform slabs. The length, width, thickness, and elevation information of the components are obtained by identifying dimensions and calculating geometric relationships, thus forming component size parameters. The civil engineering structural parameters include the component size parameters, and further include the main outline dimensions of the station, the tunnel cross-section type and dimensions, and the direction and dimensions of the entrance and exit passages.

[0014] Extract the equipment and materials list from the design drawings, identify the equipment name, specifications, quantity, and installation location description in the table, and form a structured list of the electromechanical equipment;

[0015] The design specifications and interface documents of each discipline were analyzed, and the interaction requirements between the power supply, signal system, communication system, ventilation and air conditioning, water supply and drainage, and fire alarm systems in terms of function, control logic and physical space were extracted and organized into standardized system interface specifications.

[0016] Furthermore, in the rasterized environmental data, starting from the coordinates of the line's starting point, parameterized three-dimensional station models and three-dimensional tunnel models are constructed segment by segment along the line's direction, including:

[0017] The rasterized environmental data includes terrain elevation attributes, surface material attributes, and grid spatial coordinates;

[0018] Based on the track parameters, calculate the three-dimensional coordinates, tangent direction, and normal direction of each mileage point on the track centerline;

[0019] For the station section, a parametric template matching the station's main outline dimensions in the civil structure parameters is invoked. The local coordinate system of the parametric template is aligned with the current tangent direction of the line centerline, and the template base point is placed at the corresponding coordinates of the line centerline. Then, based on the specific outline dimensions in the civil structure parameters, the parametric template is driven to generate corresponding solid geometric models of walls, floors, and platform slabs, which are combined to form the three-dimensional station model.

[0020] For tunnel sections, based on the tunnel cross-section type and size in the civil engineering structural parameters, a cross-section outline is generated, and it is scanned and laid out along the centerline of the line to form a solid geometric model of the tunnel lining, thus constituting the three-dimensional tunnel model.

[0021] When generating the solid geometric models of the three-dimensional station model and the three-dimensional tunnel model, material properties, component numbers, and mileage interval information of each component are simultaneously assigned.

[0022] Furthermore, during the construction process, the spatial interference between the 3D station model, the 3D tunnel model, and the surface building model and underground pipeline network model in the rasterized environmental data is detected in real time, including:

[0023] After each section of the solid geometry model of the three-dimensional station model or three-dimensional tunnel model is constructed, the outer envelope cube boundary of the solid geometry model is extracted.

[0024] In the rasterized environmental data, query all surface building models and underground pipe network models that spatially intersect with the boundary of the outer envelope cube;

[0025] The retrieved surface building model and underground pipe network model are subjected to geometric cross-calculation with the currently constructed solid geometric model to detect whether there is volume overlap.

[0026] If volume overlap is detected, record the component number of the overlapping area, the volume of the overlapping area, and the identification of the surface building or pipeline network that overlaps with it, and generate a spatial interference detection report.

[0027] In the 3D visualization interface, the solid geometric models that have volume overlap and the surface building models or underground pipe network models that have overlap are highlighted.

[0028] Furthermore, based on the aforementioned list of electromechanical equipment and system interface specifications, the electromechanical equipment is digitally assembled within the constructed 3D station model and 3D tunnel model, including:

[0029] The digital assembly includes the automatic installation of lighting fixtures, ventilation fans, water supply and drainage pipes, power cables, communication cable trays, and platform screen door equipment.

[0030] Read a device record from the list of electromechanical equipment, and map it to a three-dimensional spatial region inside the corresponding three-dimensional station model or three-dimensional tunnel model according to the installation location description in the device record;

[0031] Retrieve a 3D equipment model from the standard equipment 3D model library that matches the specifications and model number in the equipment record;

[0032] The retrieved 3D equipment model is placed at specified coordinates within the mapped 3D space area according to the installation height, spacing, and orientation specified in the equipment record, and then rotated and scaled to match the design dimensions.

[0033] Check whether the minimum distance between the currently placed 3D equipment model and existing building structural components and other equipment models meets the preset safe installation gap;

[0034] From the system interface specification, find the interface type and connection requirements of the current device, automatically generate a geometric model of the pipe, cable or connector that conforms to the specification in three-dimensional space, align one end of the model with the interface point of the current device model, and extend the other end to the interface point of the target connected device.

[0035] Furthermore, it also includes a dynamic simulation module for:

[0036] In a 3D virtual environment, load the complete digitally assembled subway line model, including all 3D station models, 3D tunnel models, and installed 3D equipment models;

[0037] Set the simulation initial time, simulation end time, and simulation step size, and define the train operation diagram, which includes the entry time, departure interval, stop time, and running speed curve of different train numbers;

[0038] At the start of the simulation, a virtual train 3D model is generated at the depot 3D model according to the train timetable, and the virtual train 3D model is driven to move along the track line according to the running speed curve.

[0039] When the virtual train 3D model is running, its location is calculated in real time, triggering the linkage control logic of the electromechanical equipment system of the section to which the location belongs, including: when the virtual train 3D model enters the station platform area, triggering the platform door system to open, triggering the lighting system to adjust to the arrival mode, and triggering the broadcast system to play the arrival information.

[0040] Throughout the simulation process, the position, speed, and status of all virtual train 3D models, as well as the working status and energy consumption data of each electromechanical equipment system, are continuously recorded to form a spatiotemporally continuous simulation operation log.

[0041] Furthermore, the linkage control logic for triggering the electromechanical equipment system within the area to which the location belongs also includes:

[0042] Based on the real-time location of the virtual train's 3D model, determine its location on the line and the station it belongs to;

[0043] The system queries and identifies the electromechanical equipment control rule base associated with the determined line section and station. The electromechanical equipment control rule base defines the preset action sequences of each equipment system under different operational events.

[0044] When the virtual train 3D model is detected to have reached a specific trigger position, the corresponding preset action sequence is matched from the electromechanical equipment control rule base;

[0045] The matched preset action sequence is parsed into specific device control commands, and the device control commands are sent to the corresponding three-dimensional device model.

[0046] The three-dimensional device model that receives the device control command executes the corresponding dynamic action in the three-dimensional scene according to the command content, and updates the logical state to the corresponding running state.

[0047] Furthermore, it also includes a design verification module for:

[0048] After the simulation is completed, the simulation log is read to extract the train operation performance indicators and equipment system operation data.

[0049] From the train operation performance indicators, calculate the travel speed, punctuality rate, and interval running time of all trains on the line, and compare them with the design timetable to identify the intervals with large deviations;

[0050] From the equipment system operation data, the total energy consumption of each station during the simulation period, the peak power of each equipment subsystem, and the continuous operating time of the equipment are summarized to identify stations with abnormally high energy consumption and equipment that is operating close to full load.

[0051] From the aforementioned spatial interference detection report, the quantity, location, and severity of various types of spatial interference are statistically analyzed.

[0052] By combining the identified operational deviation ranges, stations with abnormal energy consumption, equipment at full load, and spatial interference information, a comprehensive design verification report is generated, and the specific locations of the problems are marked in the 3D model.

[0053] Furthermore, the generation of a comprehensive design verification report includes:

[0054] The descriptions, location coordinates, problem type codes, and severity levels of the operational deviation ranges, stations with abnormal energy consumption, full-load equipment, and spatial interference information are formatted and organized.

[0055] For each type of problem, recommended design modification suggestions and solutions are retrieved from the pre-set design specification knowledge base;

[0056] The formatted and organized problem information is associated with the corresponding design modification suggestions retrieved and then populated into the relevant fields of the standard report template;

[0057] In the standard report template, an overview map of the problem distribution is generated, and different categories of problems are marked with different icons on the overall map;

[0058] The output is a comprehensive design verification report document that includes an overview of the issues, a detailed list of issues, a 3D location index of the issues, and related design recommendations.

[0059] Furthermore, it also includes a virtual iteration module for:

[0060] Analyze the comprehensive design verification report to extract all problem items marked with severity levels and their associated design recommendations;

[0061] In the 3D design environment, locate the 3D model corresponding to the first high-severity issue and present its associated design suggestions;

[0062] Receive design adjustment instructions from designers based on the associated design suggestions. These instructions include modifying component dimensions, moving equipment positions, changing equipment models, and adjusting local routing of lines.

[0063] According to the design adjustment instructions, the parameters and geometry of the corresponding 3D station model, 3D tunnel model or 3D equipment model are automatically updated, and the related interface connection models are updated synchronously.

[0064] After the design adjustments are completed, the entire process from building the parametric 3D model to dynamically running the simulation is automatically re-executed, generating new simulation logs and design verification reports until all high-severity issues are eliminated or reduced to an acceptable level.

[0065] Compared with the prior art, the beneficial effects of the present invention are:

[0066] The geographic information of the subway line is spatially registered with a high-precision digital elevation model and a 3D model of the city to generate a 3D geographic environment base that integrates terrain, surface buildings and planned routes. The 3D geographic environment base is then spatially gridded to form rasterized environmental data, which enables the 3D geographic environment to correspond precisely with the actual geographic space. The rasterized environmental data has standardized spatial quantification attributes, and the engineering model can achieve accurate spatial positioning and matching within a unified raster space.

[0067] Based on civil engineering structural parameters and track alignment parameters, parametric 3D station and tunnel models are constructed segment by segment along the track alignment from the starting point coordinates in the rasterized environmental data. During the modeling process, spatial interference between the model and surface buildings and underground pipelines is detected in real time, directly avoiding spatial conflicts between the civil engineering model and existing above-ground and underground structures. The segment-by-segment construction method ensures that the civil engineering model conforms to the continuous changes in the track alignment, and parametric modeling can adapt to the structural parameter differences in different track sections. Based on the list of electromechanical equipment and system interface specifications, the electromechanical equipment is digitally assembled within the constructed civil engineering model. The logical and geometric relationships of adjacent equipment are automatically connected according to equipment dimensions and system interface specifications, eliminating the need for manual assembly. The geometric layout and logical connections of the equipment all comply with the system interface specifications. Attached Figure Description

[0068] Figure 1 This is a sequence diagram of a BIM-based three-dimensional virtual subway design simulation system according to the present invention.

[0069] Figure 2 A flowchart for the structured analysis of original design data;

[0070] Figure 3 This is a flowchart for real-time detection of spatial interference. Detailed Implementation

[0071] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0072] See Figure 1This invention provides a BIM-based 3D virtual subway design simulation system. The system includes: after system startup, a data parsing module acquires the original design data and geographical information of the subway project's route. This module performs structured parsing of the original design data, extracting key civil engineering parameters, track parameters, electromechanical equipment lists, and system interface specifications. An environment modeling module spatially registers the acquired geographical information of the route with an external high-precision digital elevation model and a real-world 3D urban model, generating a 3D geographical environment base that integrates terrain, surface buildings, and planned routes. This base is then spatially meshed to form rasterized environmental data. Based on the parsed civil engineering and track parameters, the civil engineering modeling module constructs parameterized 3D station and tunnel models segment by segment along the route, starting from the coordinates of the route's starting point, within the space defined by the rasterized environmental data. During this construction process, the system continuously monitors the spatial interference between the generated 3D station and tunnel models and the existing surface building and underground pipeline models in the rasterized environmental data. Based on the list of electromechanical equipment and system interface specifications, the equipment assembly module performs digital assembly of electromechanical equipment within the already constructed 3D station model and 3D tunnel model. This process automatically connects the logical and geometric relationships between adjacent equipment according to the equipment size and system interface specifications, thereby completing the construction of the digital 3D model of the entire subway line.

[0073] In one embodiment of the present invention, see [reference] Figure 2 The system reads the design drawings of the subway project and uses a graphic recognition engine to identify layers and block information in the drawings. From specific layers containing track information, the system extracts geometric elements such as straight lines and curves. By performing mathematical fitting calculations on these elements, it obtains the plane coordinates and elevation data sequence of the track centerline. These data collectively constitute the track parameters. The system analyzes the station plans and sections in the design drawings, identifying the outlines of components such as walls, columns, floor slabs, and platform slabs. By recognizing the dimensions in the drawings and combining them with geometric relationships, it obtains precise information such as the length, width, thickness, and elevation of each component. This information is summarized into civil engineering structural parameters, which explicitly include the main outline dimensions of the station, the type and dimensions of the tunnel cross-section, and the direction and dimensions of each entrance and exit passage. The system extracts the equipment and materials list from the design drawings, using table parsing technology to identify the equipment name, specifications, quantity, and installation location description fields within the table, and converts them into a structured list of electromechanical equipment. The system also analyzes the design specifications and interface documents of various disciplines, extracts the interaction requirements between various systems such as power supply, signaling, communication, ventilation and air conditioning, water supply and drainage, and fire alarm in terms of function, control logic and physical space, and organizes these requirements into standardized system interface specifications.

[0074] In practice, the data analysis module reads the design drawing files of the subway project. The design drawing files are in DWG or DXF format. The data analysis module identifies the layers and block information in the design drawing files. The data analysis module extracts straight line and curve elements from a specific layer containing the route. Through fitting calculation, the module obtains the plane coordinates and elevation data of the route from the extracted straight line and curve elements. The plane coordinates and elevation data constitute the track route parameters. The fitting calculation uses the least squares method, and for curve elements, polynomial fitting or spline interpolation is used. In some embodiments, the data parsing module parses the station plan and section views in the design drawings, identifying wall outlines, column outlines, floor slab outlines, and platform slab outlines. The module calculates the length, width, thickness, and elevation information of components through dimensioning and geometric relationships. It then summarizes this information into civil engineering structural parameters, including the station's main outline dimensions, tunnel cross-section type and dimensions, and entrance / exit passage directions and dimensions. The station's main outline dimensions include length, width, and height. Tunnel cross-section types include circular, rectangular, or horseshoe-shaped cross-sections, and tunnel cross-section dimensions correspond to the cross-section diameter or width and height. In a specific implementation, the data parsing module extracts the equipment and materials list from the design drawings. This list exists in Excel or PDF format. The module identifies the equipment name, specification, numerical field, and installation location description field in the equipment and materials list. It then converts these fields into a structured list of electromechanical equipment, stored in a database table, with each equipment record associated with a unique identifier. Optionally, the data parsing module parses the design specifications and interface documents of various disciplines. These documents include descriptions of the power supply system, signaling system, communication system, ventilation and air conditioning system, water supply and drainage system, and fire alarm system. The data parsing module extracts the functional, control logic, and physical interaction requirements between these systems. It then organizes these interaction requirements into standardized system interface specifications, which define the interface type, protocol, physical connection method, and data exchange format. In some embodiments, the following formula is used when fitting and calculating track parameters:

[0075]

[0076] in: This represents the elevation of the i-th point. This represents the east coordinate of the i-th point. This represents the north coordinate of the i-th point. Represents the coefficient of the constant term. Indicates the linear coefficients of the eastern coordinate. Indicates the linear coefficients of the north coordinate system. This represents the amplitude coefficient of the j-th sine term. This represents the frequency coefficient of the j-th sine term in the east coordinate direction. The frequency coefficient of the j-th sine term in the north coordinate direction is represented by , and k represents the total number of sine terms. The fitting coefficient is determined by minimizing the sum of squared residuals between the observation point and the fitted surface. It can be understood that the structured analysis process of the data analysis module is automated. The output of the data analysis module, including civil engineering parameters, track parameters, electromechanical equipment lists, and system interface specifications, is used for subsequent 3D modeling and simulation. In specific implementation, the data analysis module uses optical character recognition (OCR) technology to recognize the annotation text when processing dimension annotations. The module converts the annotation text into numerical values ​​and uses topological reasoning to determine the relative positions between components in geometric relationship calculations. Optionally, the data analysis module verifies the extracted track parameters, including checking coordinate continuity, elevation rationality, and curve radius compliance. The module also performs a consistency check on the civil engineering parameters to ensure dimensional matching between the station plan and section drawings. It can be understood that the analytical accuracy of the data analysis module affects the accuracy of the subsequent 3D model.

[0077] In one embodiment of the present invention, the specific implementation method for constructing parameterized 3D station models and 3D tunnel models segment by segment along the route, starting from the coordinates of the starting point of the line in the rasterized environmental data, is as follows. The rasterized environmental data includes the terrain elevation attribute, surface material attribute, and corresponding spatial coordinates of each grid cell. The system calculates the 3D coordinates, tangent direction, and normal direction corresponding to each mileage point on the line centerline based on the track line parameters. For station sections, the system calls a parameterized template that matches the main outline dimensions of the station defined in the civil structure parameters, aligns the local coordinate system of the parameterized template with the tangent direction of the line centerline at the current point, and places the base point of the template on the corresponding coordinate point of the line centerline. Then, the system drives the parameterized template according to the specific outline dimension data in the civil structure parameters to generate the corresponding solid geometric models of components such as walls, floors, and platform slabs. These components are combined to form the final 3D station model. For tunnel sections, the system generates corresponding cross-sectional outlines based on the tunnel cross-section type and dimensions specified in the civil engineering parameters. These outlines are then scanned and laid out along the track centerline to form a solid geometric model of the tunnel lining, thus creating a three-dimensional tunnel model. When generating the solid geometric models of the three-dimensional station model and the three-dimensional tunnel model, the system simultaneously assigns material properties, a unique component number, and the mileage interval information to each component.

[0078] During the construction process, the spatial interference between the 3D station model, the 3D tunnel model, and the surface building model and underground pipe network model in the rasterized environmental data is monitored in real time. (See reference) Figure 3 After constructing the solid geometry model of a 3D station or tunnel segment, the system immediately extracts the outer envelope cube boundary of that solid geometry model. Then, in the rasterized environmental data, the system quickly queries all surface building models and underground pipe network models that spatially intersect with this outer envelope cube boundary. The system performs precise geometric intersection calculations on the retrieved surface building models, underground pipe network models, and the newly constructed solid geometry model to detect any volume overlap. If volume overlap is detected, the system records the component number of the overlapping area, the volume of the overlapping region, and the unique identifier of the overlapping surface building or pipe network, generating a structured spatial interference detection report. Simultaneously, the system's 3D visualization interface highlights the solid geometry model portions with volume overlap, as well as the overlapping surface building or underground pipe network models.

[0079] In practical implementation, spatial interference detection is performed immediately after the solid geometry model of a 3D station model or 3D tunnel model for a given section is constructed. The civil engineering modeling module extracts the outer envelope cube boundary of the newly constructed solid geometry model. The outer envelope cube boundary is defined by the minimum and maximum values ​​(Xmin, Xmax, Ymin, Ymax, Zmin, Zmax) of the model across all coordinate axes. Within the rasterized environmental data, the civil engineering modeling module queries all surface building models and underground pipe network models that spatially intersect with the outer envelope cube boundary. This query is based on a spatial index structure, such as an R-tree or quadtree, to quickly locate surface building models and underground pipe network models that may potentially interfere with the current model. Essentially, the queried surface building models and underground pipe network models are then subjected to geometric cross-calculation with the currently constructed solid geometry model to detect any volume overlap. This geometric cross-calculation uses boundary representation Boolean operations or voxel-based overlap detection algorithms. If volume overlap is detected, the system records the component number of the overlapping area, the volume of the overlapping region, and the identifier of the overlapping surface building or underground pipeline, generating a spatial interference detection report, which is stored in a structured file format. In the 3D visualization interface, the system highlights the geometric models of the overlapping entities and the overlapping surface building or underground pipeline models using a striking color, such as red. Optionally, in an example scenario, when constructing a 3D tunnel model, the boundary of its outer envelope cube ranges from -20 meters to -10 meters (depth) in the Z-axis direction. A query reveals a 1.2-meter diameter rainwater pipe in an underground pipe network model with a centerline elevation of -15 meters. Geometric cross-calculation shows that the arch portion of the 3D tunnel model overlaps with this rainwater pipe by approximately 2.3 cubic meters. The system records the identifiers of component "TUN-SEG-005" and rainwater pipe "SW-12-07" in the 3D tunnel model and renders them in red in the 3D view. In some embodiments, the following formula is used when calculating the normal direction vector NL:

[0080]

[0081] in: Let represent the unit normal direction vector at the mileage point L. This represents the unit tangent direction vector at kilometer point L. This represents a reference upward vector, such as (0,0,1), which is the Z-axis direction in the global coordinate system. The symbol "×" represents the cross product of vectors, and the symbol "||" represents the magnitude of the vector. This calculation ensures that the normal direction vector... Located by the tangent direction vector and reference upward vector On the plane spanned, and perpendicular to the tangent direction vector Optionally, the trigger threshold for interferometry detection can be configured, for example, to record an interference only when the overlapping volume is greater than 0.1 cubic meters. Understandably, real-time interferometry detection allows designers to identify and address spatial conflicts early in the modeling phase.

[0082] In one embodiment of the present invention, based on the list of electromechanical equipment and system interface specifications, the digital assembly of electromechanical equipment is performed within the constructed 3D station model and 3D tunnel model. The specific implementation is as follows: The digital assembly process includes the automatic placement of equipment such as lighting fixtures, ventilation fans, water supply and drainage pipes, power cables, communication cable trays, and platform screen doors. The system reads a device record from the list of electromechanical equipment and, based on the installation location description in the record, maps it to a specific 3D spatial region within the corresponding 3D station model or 3D tunnel model using a location resolution algorithm. The system retrieves a 3D device model from a pre-set standard 3D device model library that perfectly matches the specification field in the device record. The system precisely places the retrieved 3D device model at a specified coordinate point within the previously mapped 3D spatial region, according to the installation height, spacing, and orientation parameters specified in the device record, and can perform necessary rotation and scaling operations to match the design dimensions. After placement, the system checks the minimum distance between the currently placed 3D device model and existing building structural components, as well as other installed equipment models, to determine whether it meets the preset safe installation clearance requirements. The system searches for the interface type and connection requirements of the current device from the system interface specification, and automatically generates a geometric model of a 3D pipe, cable or connector that conforms to the specification in 3D space. One end of this geometric model is aligned with the interface point of the current device model, and the other end is extended and connected to the interface point of the target connection device.

[0083] In practice, the equipment assembly module performs digital assembly, which includes the automatic placement of lighting fixtures, ventilation fans, water supply and drainage pipes, power cables, communication cable trays, and platform screen doors. The equipment assembly module reads a record from the electromechanical equipment list. The equipment record contains fields for equipment name, specifications, quantity, and installation location description. The equipment assembly module maps the equipment to a three-dimensional spatial area inside the corresponding three-dimensional station model or three-dimensional tunnel model based on the installation location description field. The mapping process parses the location description text, such as "East wall of the lighting distribution room at end A of the concourse level, 2.5 meters from the ground". The equipment assembly module associates this text with the spatial area named "Lighting Distribution Room at End A of the Concourse Level" in the three-dimensional station model and determines the coordinate range of 2.5 meters above the east wall. In practical implementation, the equipment assembly module retrieves a 3D equipment model from the standard equipment 3D model library that matches the specification field in the equipment record. This library is a database containing a large number of pre-stored parametric 3D models, each associated with one or more specification codes. The equipment assembly module retrieves the corresponding 3D lighting model file from the library by querying the specification code "LED lighting fixture-40W-embedded". The module then places the retrieved 3D equipment model at specified coordinates within the mapped 3D space area, according to the installation height, spacing, and orientation parameters specified in the equipment record. It then performs rotation and scaling operations to match the design dimensions. For example, for a platform door unit record requiring installation every 6 meters along the platform edge, the module calculates a series of coordinate points spaced 6 meters apart, places the retrieved 3D platform door model sequentially at these coordinate points, and rotates the model so that its normal direction is perpendicular to the platform edge line. See Table 1 for a snippet of a standard equipment 3D model library.

[0084] Table 1: Standard Equipment 3D Model Library

[0085] LED lighting fixtures LED-40W-IP65 Light_Fixture_LED40W.obj Center of lamp mounting surface centrifugal fan Fan-Centrifugal-No.5 Fan_CF_5.obj Center of fan base fire water pipes Pipe-Fire-DN150 Pipe_Steel_DN150.obj Pipe end face center Fiber optic patch panel ODF-24Port ODF_24.obj Midpoint of the front side of the bottom of the rack

[0086] In practice, mapping the installation location description to a three-dimensional spatial region involves coordinate transformation. The equipment assembly module converts the relative position in the text description into absolute coordinates in the local coordinate system of the three-dimensional station model. The transformation formula is as follows:

[0087]

[0088] in: This indicates the final placement coordinates of the 3D device model in the global coordinate system. This represents the transformation matrix of the 3D station model from its local coordinate system to the global coordinate system. This matrix contains rotation and translation information. This represents the coordinates calculated in a local coordinate system within a three-dimensional spatial region based on the installation location description. This represents the origin offset vector of the three-dimensional spatial region in the local coordinate system of its respective three-dimensional station model. Optionally, for large equipment such as ventilation fans, the installation location description might be "upper left of the tunnel section, mileage K5+230". The equipment assembly module first locates the corresponding section of the three-dimensional tunnel model based on the mileage information, and then calculates the specific coordinates within the section outline based on the "upper left" description. When the equipment assembly module performs rotation and scaling operations, the scaling factor is determined by the ratio of the design dimension in the equipment record to the original dimension of the three-dimensional equipment model file. In some embodiments, when automatically generating geometric models of pipes, cables, or connectors, the equipment assembly module generates smooth pipeline paths based on the bending radius and connector type defined in the system interface specification. After connection is completed, the equipment assembly module assigns attributes to the generated pipe and cable geometric models, such as pipe type and cable specifications. It can be understood that the digital assembly process is parameter-driven, and modifications to the electromechanical equipment list or system interface specification can trigger automatic updates of the relevant equipment models and their connections. Optionally, the safety installation clearance check includes not only static distance checks but also dynamic envelope interference checks of the space required to open the equipment maintenance door.

[0089] In one embodiment of the present invention, the system includes a dynamic simulation module, which is implemented as follows. In a three-dimensional virtual environment, the dynamic simulation module loads a complete, digitally assembled subway line model, which includes all three-dimensional station models, three-dimensional tunnel models, and installed three-dimensional equipment models. The user sets the initial time, end time, and simulation step size of the simulation, and defines a train timetable, which includes the arrival time, departure interval, dwell time at each station, and section speed curve for different train numbers. At the start of the simulation, the dynamic simulation module generates a virtual three-dimensional train model at the three-dimensional model in the depot according to the train timetable, and drives the virtual train model to move along the track according to the speed curve. While the virtual train model is running, the module calculates its spatial position in real time and triggers the linkage control logic of the electromechanical equipment system of the section or station to which that position belongs. Specifically, when the virtual train model enters the station platform area, it triggers the platform screen door system to open, the lighting system to adjust to the preset arrival mode brightness, and the broadcast system to play the corresponding arrival information audio. Throughout the simulation, the module continuously records the position, speed, and operating status of all virtual train 3D models, as well as the working status and energy consumption data of each electromechanical equipment system, forming a spatiotemporally continuous simulation operation log. The linkage control logic of the electromechanical equipment system in the section to which the trigger position belongs is implemented as follows: The dynamic simulation module determines the specific line section and station to which the virtual train 3D model is located based on its real-time position. The module queries the electromechanical equipment control rule library associated with the determined line section and station. The electromechanical equipment control rule library defines the preset action sequences of each equipment system under different operating events in the form of rules. When the module detects that the virtual train 3D model has reached a specific trigger position predefined in the line, it matches the preset action sequence corresponding to that position and event from the electromechanical equipment control rule library. The module parses the matched preset action sequence into a series of specific equipment control instructions and sends these equipment control instructions to the corresponding 3D equipment models in the 3D scene. The 3D equipment models receiving the equipment control instructions execute the corresponding dynamic actions in the 3D scene according to the instruction content, such as starting and stopping the fan, changing the brightness of the lights, and updating their logical state attributes to the corresponding operating status.

[0090] In practice, the dynamic simulation module loads a fully digitally assembled subway line model into a 3D virtual environment. This complete subway line model includes all 3D station models, 3D tunnel models, and models of installed 3D equipment. The dynamic simulation module sets the initial simulation time. Simulation end time and simulation step size Simulation step size The simulation time can be 1 second or 0.1 seconds. The dynamic simulation module defines the train timetable, which includes the arrival time, departure interval, stop time, and speed curve of different train numbers. At the start of the simulation, the dynamic simulation module generates a virtual 3D train model at the depot's 3D model based on the train timetable. The dynamic simulation module drives the virtual train model along the track according to the speed curve, which defines the function relationship V(t) between the train's speed and time on each track segment. While the virtual train model is running, the dynamic simulation module calculates its position in real time and triggers the linkage control logic of the electromechanical equipment system in the corresponding section. This linkage control logic includes triggering the platform screen door system to open, the lighting system to adjust to arrival mode, and the broadcast system to play arrival information when the virtual train model enters the station platform area. Throughout the simulation, the dynamic simulation module continuously records the position, speed, and status of all virtual train models, as well as the working status and energy consumption data of each electromechanical equipment system, forming a spatiotemporally continuous simulation operation log. The simulation operation log records the system status at each simulation step in the form of a timestamp sequence.

[0091] The specific implementation of the linkage control logic for the electromechanical equipment system in the section to which the trigger position belongs is as follows: the dynamic simulation module determines the real-time position of the virtual train's three-dimensional model based on the real-time position of the trigger position. The dynamic simulation module determines the track section and station where the virtual train's 3D model is located. It then queries the associated electromechanical equipment control rule base for the determined track section and station. This rule base defines preset action sequences for each equipment system under different operational events. When the dynamic simulation module detects that the virtual train's 3D model has reached a predefined specific trigger position on the track... At that time, match the specific trigger position from the electromechanical equipment control rule base. The preset action sequence corresponds to the current event type. The dynamic simulation module parses the matched preset action sequence into specific device control instructions and sends the device control instructions to the corresponding 3D device model in the 3D scene. The 3D device model receiving the device control instructions executes the corresponding dynamic actions in the 3D scene according to the instruction content and updates the corresponding running state in the logical state attribute. Refer to Table 2, which shows a simplified fragment of the electromechanical equipment control rule base:

[0092] Table 2: Control Rules Base for Mechanical and Electrical Equipment

[0093] The train is entering the platform area (front end). Platform screen door system 1. Send door opening command. 2. Update status to "Open". Door number: 1-24 The train departs from the platform area (end). Platform screen door system 1. Send door closing command. 2. Update status to "Closed". Door number: 1-24 The train is approaching the station (200 meters away). Lighting system 1. Adjust the brightness of lighting group A to 100%. 2. Adjust the brightness of lighting group B to 80%. Group ID: A, B The train came to a stop Broadcasting system 1. Play the audio file "Arrival Information.wav" 2. Update the display screen content Audio Channel: 1

[0094] In some embodiments, when the dynamic simulation module drives the virtual train 3D model to move, the desired position of the train is calculated based on the running speed curve and simulation time. The calculation uses a numerical integration method, and the formula is as follows:

[0095]

[0096] in: This represents the desired mileage coordinates of the virtual train's 3D model along the track at simulation time t. This represents the initial mileage coordinates of the virtual train's 3D model at the initial time t0. This represents the speed curve function value at time τ. Integration is used to calculate the track length the virtual train's 3D model should travel from the initial time t0 to the current simulation time t. The dynamic simulation module compares the 3D spatial position of the virtual train's 3D model with the desired mileage coordinates. Synchronization is performed. Optionally, the train timetable can define the operation plans for multiple trains. The dynamic simulation module instantiates an independent virtual train 3D model agent for each train and performs driving and state tracking separately. It can be understood that the triggering of the linkage control logic is not only based on location but also on time events, such as triggering the entire line's lighting system to switch to peak mode when the simulation clock reaches the preset start of morning or evening peak hours. In some embodiments, when matching preset action sequences, the dynamic simulation module needs to consider both the train's running direction and the current operating mode. The rules in the electromechanical equipment control rule base include applicable condition fields. Optionally, the simulation operation log records not only equipment status but also derived data such as real-time passenger load and energy consumption of the virtual train 3D model. The dynamic simulation module performs dynamic actions in the 3D scene, including the movement of 3D model components, changes in material color, or the playback of particle effects. It can be understood that the entire dynamic simulation process is carried out under the control of a unified time-progression engine, and the simulation step size Δt determines the time resolution of state updates and log recording.

[0097] In one embodiment of the present invention, after the simulation operation is completed, the design verification module reads the simulation operation log and extracts the train operation performance indicators and the operation data of each equipment system. From the train operation performance indicators, the design verification module calculates the travel speed, punctuality rate, and running time of each section of the entire train line, and compares these calculation results with the design operation diagram to identify line sections with significant deviations. From the equipment system operation data, the design verification module summarizes the total energy consumption of each station throughout the entire simulation cycle, the peak power of each equipment subsystem, and the continuous running time of key equipment, thereby identifying stations with abnormally high energy consumption and equipment operating close to full load. Simultaneously, from the spatial interference detection report generated during the civil engineering modeling process, the design verification module statistically analyzes the number, location, and severity level of various spatial interference problems. Combining the identified operating deviation sections, stations with abnormal energy consumption, full-load equipment information, and spatial interference information, the design verification module generates a comprehensive design verification report and marks the specific locations of all existing problems in the 3D model. The specific implementation process for generating the comprehensive design verification report is as follows. The design verification module formats and organizes textual descriptions, 3D location coordinates, preset problem type codes, and severity levels for operational deviation ranges, stations with abnormal energy consumption, and information on full-load equipment and spatial interference. For each type of problem, the module retrieves recommended design modification suggestions and handling measures from a preset design specification knowledge base. The module associates the formatted problem information with the corresponding retrieved design modification suggestions and automatically populates the relevant fields in the standard report template. Within the standard report template, the module generates a problem distribution overview map, marking different categories of problems with different icons on the subway line master plan. Finally, the module outputs a comprehensive design verification report document containing a problem overview, a detailed problem list, a 3D location index of the problems, and the design suggestions associated with each problem.

[0098] The virtual iteration module parses the comprehensive design verification report, extracting all issues marked with a high severity level and their associated design modification suggestions. In the 3D design environment, the module automatically locates the 3D model corresponding to the first high severity issue and presents its associated design modification suggestions to the designers. Based on these suggestions, designers input design adjustment commands, including modifying component dimensions, moving equipment positions, changing equipment models, and adjusting local route alignments. The virtual iteration module, based on the received command, automatically updates the parameters and geometry of the corresponding 3D station, tunnel, or equipment models, and simultaneously updates all related interface connection models. After completing this round of design adjustments, the virtual iteration module automatically restarts the entire process from building the parametric 3D model to dynamically running the simulation, generating a new simulation log and design verification report. This process repeats until all high severity issues are eliminated or reduced to an acceptable level.

[0099] In practice, the design verification module reads the simulation log after the simulation run. From this log, it extracts train performance indicators and equipment system operation data. Train performance indicators include timetable deviation, interval travel time, and travel speed for each train. Equipment system operation data includes the start-up and shutdown times, real-time power, and cumulative energy consumption for each device. The module calculates the travel speed, punctuality rate, and interval travel time for all trains on the entire line from these indicators. It then compares these figures with the design timetable to identify intervals with significant deviations. For example, in an interval from station A to station B with a designed travel time of 150 seconds, the simulation log shows that the average actual travel time for multiple trains is 168 seconds, exceeding the design value by 12%. The design verification module marks this interval as a deviation interval. In practical implementation, the design verification module summarizes the total energy consumption of each station during the simulation cycle, the peak power of each equipment subsystem, and the continuous operating time of the equipment from the equipment system operation data. The module identifies stations with abnormally high energy consumption and equipment operating near full load. It compares the total energy consumption of each station with a baseline value based on station size and passenger flow prediction; if it exceeds the baseline value by 20%, it is marked as having abnormal energy consumption. Equipment operating near full load is marked as operating near its rated continuous operating time. The module also statistically analyzes the quantity, location, and severity of various spatial interferences from the spatial interference detection report generated during the civil engineering modeling stage. Severity is graded based on the product of overlapping volume and component importance. Combining the identified operational deviation intervals, stations with abnormal energy consumption, full-load equipment information, and spatial interference information, the module generates a comprehensive design verification report. The module marks the specific locations of problems in the 3D model using different colored 3D markers.

[0100] The design verification module formats and organizes the descriptions, location coordinates, problem type codes, and severity levels of operational deviation intervals, stations with abnormal energy consumption, full-load equipment, and spatial interference information. Each formatted problem record includes the following fields: Problem ID, Problem Description, 3D coordinates (X, Y, Z), Problem Type, and Severity Level. For each type of problem, the design verification module retrieves recommended design modification suggestions and handling measures from a pre-set design specification knowledge base. The design specification knowledge base stores the formatted problem information and the retrieved corresponding design modification suggestions in a rule-based format. The design verification module then fills the associated information into the corresponding fields of the standard report template. In the standard report template, the design verification module generates a problem distribution overview map. Different categories of problems are marked on the subway line master plan with different icons, such as red triangles for operational deviation intervals and yellow exclamation marks for spatial interference points. The design verification module outputs a comprehensive design verification report document containing a problem overview, a detailed problem list, a 3D location index of the problems, and associated design suggestions. In some embodiments, the formula for calculating the on-time rate of trains along the entire line is:

[0101]

[0102] in: Indicates the on-time rate. This indicates the number of trains whose arrival times at the terminal station or key checkpoints deviate from the designed timetable times within an allowable threshold during the simulation period. This represents the total number of train trips during the simulation period. It's understood that the design verification report can be output in PDF, Word, or an interactive webpage format.

[0103] The virtual iteration module parses the comprehensive design verification report, extracting all issue items marked with severity levels and their associated design suggestions. Severity levels are categorized as high, medium, and low. Within the 3D design environment, the virtual iteration module locates the 3D model corresponding to the first high-severity issue item. It then presents the associated design suggestions for this high-severity issue item, displayed as text suggestions in the 3D view sidebar with highlighted related model components. The virtual iteration module receives design adjustment instructions from designers based on the associated design suggestions. These instructions include modifying component dimensions, moving equipment positions, changing equipment models, and adjusting local route alignments. Based on these design adjustment instructions, the virtual iteration module automatically updates the parameters and geometry of the corresponding 3D station, tunnel, or equipment models. It also synchronously updates related interface connection models; for example, moving a fan will automatically regenerate the path of the connected duct model. After completing the design adjustments, the virtual iteration module automatically re-executes the entire process from building the parametric 3D model to dynamically running the simulation, generating a new simulation log and design verification report. Optionally, the virtual iteration module cyclically executes the process of parsing reports, locating problems, receiving adjustments, updating the model, and resimulating until all high-severity problem items are eliminated or reduced to an acceptable level.

[0104] The above embodiments are only used to illustrate the technical methods of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical methods of the present invention without departing from the spirit and scope of the technical methods of the present invention.

Claims

1. A BIM-based 3D virtual subway design simulation system, characterized in that, include: The data parsing module is used to obtain the original design data and geographical information of the subway project, perform structured parsing on the original design data, and extract civil engineering parameters, track parameters, electromechanical equipment list and system interface specifications. The environmental modeling module is used to spatially register the geographic information of the route with a high-precision digital elevation model and a 3D model of the city scene, generate a 3D geographic environment base that integrates terrain, surface buildings and planned routes, and perform spatial grid subdivision processing on the 3D geographic environment base to form rasterized environmental data. The civil engineering modeling module is used to construct parameterized three-dimensional station models and three-dimensional tunnel models segment by segment along the route, starting from the coordinates of the starting point of the line, based on the civil engineering structural parameters and track line parameters in the rasterized environmental data. During the construction process, the spatial interference between the three-dimensional station models, three-dimensional tunnel models and the surface building models and underground pipe network models in the rasterized environmental data is detected in real time. The equipment assembly module, based on the list of electromechanical equipment and system interface specifications, performs digital assembly of electromechanical equipment within the constructed 3D station model and 3D tunnel model, and automatically connects the logical and geometric relationships between adjacent equipment according to the equipment size and system interface specifications.

2. The BIM-based three-dimensional virtual subway design simulation system according to claim 1, characterized in that, The original design data was structured and analyzed to extract civil engineering parameters, track line parameters, electromechanical equipment list, and system interface specifications, including: Read the design drawing files of the subway project, identify the layers and block information in the drawings, extract straight lines and curves from specific layers, and obtain the plane coordinates and elevation data of the line through fitting calculation to form the track line parameters; The station plan and section drawings in the design drawings are analyzed to identify the outlines of walls, columns, floors, and platform slabs. The length, width, thickness, and elevation information of the components are obtained by identifying dimensions and calculating geometric relationships, thus forming component size parameters. The civil engineering structural parameters include the component size parameters, and further include the main outline dimensions of the station, the tunnel cross-section type and dimensions, and the direction and dimensions of the entrance and exit passages. Extract the equipment and materials list from the design drawings, identify the equipment name, specifications, quantity, and installation location description in the table, and form a structured list of the electromechanical equipment; The design specifications and interface documents of each discipline were analyzed, and the interaction requirements between the power supply, signal system, communication system, ventilation and air conditioning, water supply and drainage, and fire alarm systems in terms of function, control logic and physical space were extracted and organized into standardized system interface specifications.

3. The BIM-based three-dimensional virtual subway design simulation system according to claim 2, characterized in that, In the rasterized environmental data, starting from the coordinates of the line's starting point, parameterized 3D station models and 3D tunnel models are constructed segment by segment along the line's direction, including: The rasterized environmental data includes terrain elevation attributes, surface material attributes, and grid spatial coordinates; Based on the track parameters, calculate the three-dimensional coordinates, tangent direction, and normal direction of each mileage point on the track centerline; For the station section, a parametric template matching the station's main outline dimensions in the civil structure parameters is invoked. The local coordinate system of the parametric template is aligned with the current tangent direction of the line centerline, and the template base point is placed at the corresponding coordinates of the line centerline. Then, based on the specific outline dimensions in the civil structure parameters, the parametric template is driven to generate corresponding solid geometric models of walls, floors, and platform slabs, which are combined to form the three-dimensional station model. For tunnel sections, based on the tunnel cross-section type and size in the civil engineering structural parameters, a cross-section outline is generated, and it is scanned and laid out along the centerline of the line to form a solid geometric model of the tunnel lining, thus constituting the three-dimensional tunnel model. When generating the solid geometric models of the three-dimensional station model and the three-dimensional tunnel model, material properties, component numbers, and mileage interval information of each component are simultaneously assigned.

4. A BIM-based three-dimensional virtual subway design simulation system according to claim 3, characterized in that, During the construction process, the spatial interference between the 3D station model, the 3D tunnel model, and the surface building model and underground pipeline network model in the rasterized environmental data is detected in real time, including: After each section of the solid geometry model of the three-dimensional station model or three-dimensional tunnel model is constructed, the outer envelope cube boundary of the solid geometry model is extracted. In the rasterized environmental data, query all surface building models and underground pipe network models that spatially intersect with the boundary of the outer envelope cube; The retrieved surface building model and underground pipe network model are subjected to geometric cross-calculation with the currently constructed solid geometric model to detect whether there is volume overlap. If volume overlap is detected, record the component number of the overlapping area, the volume of the overlapping area, and the identification of the surface building or pipeline network that overlaps with it, and generate a spatial interference detection report. In the 3D visualization interface, the solid geometric models that have volume overlap and the surface building models or underground pipe network models that have overlap are highlighted.

5. A BIM-based three-dimensional virtual subway design simulation system according to claim 4, characterized in that, Based on the aforementioned list of electromechanical equipment and system interface specifications, the electromechanical equipment is digitally assembled within the constructed 3D station model and 3D tunnel model, including: The digital assembly includes the automatic installation of lighting fixtures, ventilation fans, water supply and drainage pipes, power cables, communication cable trays, and platform screen door equipment. Read a device record from the list of electromechanical equipment, and map it to a three-dimensional spatial region inside the corresponding three-dimensional station model or three-dimensional tunnel model according to the installation location description in the device record; Retrieve a 3D equipment model from the standard equipment 3D model library that matches the specifications and model number in the equipment record; The retrieved 3D equipment model is placed at specified coordinates within the mapped 3D space area according to the installation height, spacing, and orientation specified in the equipment record, and then rotated and scaled to match the design dimensions. Check whether the minimum distance between the currently placed 3D equipment model and existing building structural components and other equipment models meets the preset safe installation gap; From the system interface specification, find the interface type and connection requirements of the current device, automatically generate a geometric model of the pipe, cable or connector that conforms to the specification in three-dimensional space, align one end of the model with the interface point of the current device model, and extend the other end to the interface point of the target connected device.

6. A BIM-based three-dimensional virtual subway design simulation system according to claim 5, characterized in that, It also includes a dynamic simulation module, used for: In a 3D virtual environment, load the complete digitally assembled subway line model, including all 3D station models, 3D tunnel models, and installed 3D equipment models; Set the simulation initial time, simulation end time, and simulation step size, and define the train operation diagram, which includes the entry time, departure interval, stop time, and running speed curve of different train numbers; At the start of the simulation, a virtual train 3D model is generated at the depot 3D model according to the train timetable, and the virtual train 3D model is driven to move along the track line according to the running speed curve. When the virtual train 3D model is running, its location is calculated in real time, triggering the linkage control logic of the electromechanical equipment system of the section to which the location belongs, including: when the virtual train 3D model enters the station platform area, triggering the platform door system to open, triggering the lighting system to adjust to the arrival mode, and triggering the broadcast system to play the arrival information. Throughout the simulation process, the position, speed, and status of all virtual train 3D models, as well as the working status and energy consumption data of each electromechanical equipment system, are continuously recorded to form a spatiotemporally continuous simulation operation log.

7. A BIM-based three-dimensional virtual subway design simulation system according to claim 6, characterized in that, The linkage control logic for triggering the electromechanical equipment system within the area to which the location belongs also includes: Based on the real-time location of the virtual train's 3D model, determine its location on the line and the station it belongs to; The system queries and identifies the electromechanical equipment control rule base associated with the determined line section and station. The electromechanical equipment control rule base defines the preset action sequences of each equipment system under different operational events. When the virtual train 3D model is detected to have reached a specific trigger position, the corresponding preset action sequence is matched from the electromechanical equipment control rule base; The matched preset action sequence is parsed into specific device control commands, and the device control commands are sent to the corresponding three-dimensional device model. The three-dimensional device model that receives the device control command executes the corresponding dynamic action in the three-dimensional scene according to the command content, and updates the logical state to the corresponding running state.

8. A BIM-based three-dimensional virtual subway design simulation system according to claim 7, characterized in that, It also includes a design verification module, used for: After the simulation is completed, the simulation log is read to extract the train operation performance indicators and equipment system operation data. From the train operation performance indicators, calculate the travel speed, punctuality rate, and interval running time of all trains on the line, and compare them with the design timetable to identify the intervals with large deviations; From the equipment system operation data, the total energy consumption of each station during the simulation period, the peak power of each equipment subsystem, and the continuous operating time of the equipment are summarized to identify stations with abnormally high energy consumption and equipment that is operating close to full load. From the aforementioned spatial interference detection report, the quantity, location, and severity of various types of spatial interference are statistically analyzed. By combining the identified operational deviation ranges, stations with abnormal energy consumption, fully loaded equipment, and spatial interference information, a comprehensive design verification report is generated, and the specific locations of the problems are marked in the 3D model.

9. A BIM-based three-dimensional virtual subway design simulation system according to claim 8, characterized in that, The generation of a comprehensive design verification report includes: The descriptions, location coordinates, problem type codes, and severity levels of the operational deviation ranges, stations with abnormal energy consumption, full-load equipment, and spatial interference information are formatted and organized. For each type of problem, recommended design modification suggestions and solutions are retrieved from the pre-set design specification knowledge base; The formatted and organized problem information is associated with the corresponding design modification suggestions retrieved and then populated into the relevant fields of the standard report template; In the standard report template, an overview map of the problem distribution is generated, and different categories of problems are marked with different icons on the overall map; The output is a comprehensive design verification report document that includes an overview of the issues, a detailed list of issues, a 3D location index of the issues, and related design recommendations.

10. A BIM-based three-dimensional virtual subway design simulation system according to claim 9, characterized in that, It also includes a virtual iteration module, used for: Analyze the comprehensive design verification report to extract all problem items marked with severity levels and their associated design recommendations; In the 3D design environment, locate the 3D model corresponding to the first high-severity issue and present its associated design suggestions; Receive design adjustment instructions input by designers based on the associated design suggestions. The design adjustment instructions include modifying component dimensions, moving equipment positions, changing equipment models, and adjusting local routing of lines. According to the design adjustment instructions, the parameters and geometry of the corresponding 3D station model, 3D tunnel model or 3D equipment model are automatically updated, and the related interface connection models are updated synchronously. After the design adjustments are completed, the entire process from building the parametric 3D model to dynamically running the simulation is automatically re-executed, generating new simulation logs and design verification reports, until all high-severity issues are eliminated or reduced to an acceptable level.

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