CN112966324A - Method for improving pedestrian walking efficiency at corner facilities in urban rail transit station - Google Patents
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Abstract
The invention discloses a method for improving the pedestrian running efficiency at corner facilities in an urban rail transit station, which comprises the following steps: dividing the walking process of the pedestrians at the corners into five stages according to the walking characteristics of the pedestrians based on field investigation and station monitoring videos, and analyzing different walking behaviors of the pedestrians at each stage; the geometric attributes of corner facilities in the urban rail transit station are investigated, and the geometric dimension of a walking area corresponding to each walking stage and the deflection angle of the walking direction of pedestrians are determined; aiming at the pedestrian walking characteristics at the corners, constructing a micro social force model for describing the pedestrian walking behavior at corner facilities in the urban rail transit station; according to the social force model at the corner facility of the urban rail, different simulation scenes are constructed, the influence of the geometric facility attributes of the facility, the walking preference of pedestrians and the arrival mode of passenger flow on the walking efficiency of the pedestrians is analyzed, and the method for improving the walking efficiency of the pedestrians at the corner facility in the station of the urban rail transit station is provided.
Description
Technical Field
The invention relates to the technical field of urban rail transit operation management, in particular to a method for improving pedestrian running efficiency at corner facilities in an urban rail transit station.
Background
By 2019, 40 cities in China continental region open urban rail transit, 208 operation lines and 6736.2 kilometers in total length. The urban rail transit has the accumulated passenger traffic volume of 237.1 hundred million people in 2019 all the year, the passenger traffic volume is increased by 12.5 percent compared with the last year, the daily average passenger traffic volume reaches 6637.1 ten thousand people, and the highest passenger flow of the peak hour section can reach 6.32 ten thousand people (Beijing subway line No. 6). Due to the complexity of the structure of the urban rail transit station, a bottleneck is often generated in the peak period of passenger flow, and the walking efficiency of pedestrians is influenced. In severe cases, people are shoulder and crowded, tread accidents occur, and great damage is caused to the personal safety, property safety and social stability of the pedestrians. The method for improving the pedestrian running efficiency can effectively reduce congestion in the urban rail station. Therefore, specific walking behaviors of pedestrians at the bottleneck point facility are researched according to structural and functional characteristics of the subway station, the walking process of the pedestrians is truly reflected, and the method has extremely important significance for guiding operation management of the subway station.
At present, scholars at home and abroad carry out various researches on pedestrian movement. Generally speaking, pedestrian flow can be modeled with a macroscopic model and a microscopic model. The macroscopic model mainly comprises a fluid mechanics model and a queuing theory model, the overall motion characteristics of pedestrians are considered, individual pedestrians are not considered, and the group characteristics of pedestrian flow are obtained through a mathematical model, namely: pedestrian flow density, speed, flow, etc. The micro model is mainly used for modeling individual pedestrians and can describe different characteristics of different pedestrians. The micro model is a continuous model which is continuous in time and space, and the typical model comprises a social force model, a magnetic field force model and an optimal speed model. The other micro model is a grid model, a simulation place is divided into cells, pedestrians can only move in the grids or on grid points, a cellular automata model and a grid gas model are mainly used, and the micro model can better describe the moving process and the moving rule of the pedestrians.
At present, most of the existing research and technologies are researched on common facilities such as passages, stairs and the like in urban rail stations, the research on the movement of pedestrians at facility joints such as corner facilities is less, and the facility joints are more likely to be congested due to the change of the geometric structures of the facilities. Therefore, the walking behavior of the pedestrians at the facility combination part is determined, the influence factors influencing the walking of the pedestrians are determined, the movement of the pedestrians is accurately described, the method for improving the walking efficiency of the pedestrians at the corner facilities in the urban rail transit station is provided, the bottleneck points in the urban rail station can be effectively removed, the walking efficiency of the pedestrians is improved, and the daily operation of the urban rail transit is more efficient and safer.
Disclosure of Invention
The invention aims to provide a method for improving the pedestrian running efficiency at corner facilities in an urban rail transit station so as to solve the problems in the prior art in the background discussion.
The technical scheme of the invention is as follows:
a method for improving pedestrian walking efficiency at corner facilities in an urban rail transit station is characterized by comprising the following steps:
dividing a walking process of pedestrians at corners into five stages according to walking characteristics of the pedestrians based on field investigation and station monitoring videos, and analyzing different walking behaviors of the pedestrians at each stage;
step two, carrying out investigation on the geometric attributes of corner facilities in the urban rail transit station, and determining the geometric dimension of a walking area corresponding to each walking stage and the deflection angle of the walking direction of pedestrians;
step three, aiming at the pedestrian walking characteristics at the corners, constructing a microscopic social force model for describing the pedestrian walking behaviors at corner facilities in the urban rail transit station;
and step four, constructing different simulation scenes according to the social force model at the corner facility of the urban rail, analyzing the influence of the geometric facility attribute, the walking preference of the pedestrian and the arrival mode of the passenger flow on the walking efficiency of the pedestrian, and providing a method for improving the walking efficiency of the pedestrian at the corner facility in the station of the urban rail transit station.
Preferably, the step one specifically includes: the walking process of the pedestrian at the corner is divided into five stages: straight-going before turning (pre-turning straight-going), pre-turning (turning), adjusting (distance-adjusting) and straight-going after turning (post-turning straight-going); accordingly, the corner facility is also divided into five regions: a straight ahead block before turning (SBB), a Buffer Block (BB), a Turning Block (TB), an Adjusting Block (AB) and a straight ahead block after turning (SAB).
Preferably, the pedestrian running speed analysis of the five regions of the corner facility in the step one is as follows:
1) the speed direction and the speed of the walking of the pedestrians in the straight-ahead area (SBB) before turning and the straight-ahead area (SAB) after turning are not changed;
2) pedestrian speed analysis in buffer (BB)
Calculating the speed direction deviation angle of the pedestrian in the buffer area (BB) by using the formula (1):
wherein the content of the first and second substances,
obeys [ a, b ] for the deviation angle of the pedestrian speed direction in the buffer area (BB)]Uniformly distributed U (a, b).
Calculating the speed of the pedestrian in the buffer (BB) using equation (2):
wherein the content of the first and second substances,
is the vector of the speed of the pedestrian,
the expected speed of the pedestrian;
3) analysis of pedestrian speed in turning zone (TB)
The pedestrian makes uniform-speed circular motion in the turning area, and the change of the angular speed is represented by a formula (3):
calculating an offset angle of the pedestrian in the turning zone (TB) per unit time using the following equation (4):
since the pedestrian makes a uniform circular motion in the turning area, equation (4) can be expressed by equation (5):
θt+Δt＝θt+ω*(Δt) (5)
calculating the change of the pedestrian deviation angle in the turning zone (TB) by using the following formula (6):
θt+Δt＝θt+ω*(Δt) (6)
(6) in the formula, ω is the angular velocity of the pedestrian making uniform circular motion, and Δ t is unit time.
Calculating the speed of the pedestrian in the turning zone (TB) using equation (7):
4) analysis of the speed of the pedestrian in the adjustment Area (AB)
The pedestrian speed in the adjustment Area (AB) is calculated using equation (8):
the pedestrian speed of the pedestrian at the cornering facility is calculated using equation (9):
where g (θ) is a piecewise function, calculated using equation (10):
in the formula, the speed direction deviation angle of a pedestrian in a straight-ahead area (SBB) before turning is 0; in the buffer (BB) are
Theta in the turning zone (TB); the adjusting Area (AB) and the straight-line area (SAB) after turning are pi/2.
Preferably, the second step specifically comprises:
the geometric attributes of corner facilities in the urban rail transit station are researched on site, and the geometric attributes comprise the length of a turning area (TB), the width of an adjusting Area (AB) and the speed and direction deviation angle theta of a pedestrian in a buffer area (BB)buffer；
The geometric attributes of the facilities are investigated by adopting a manual following method; the entrance of the corner facility is taken as an x axis, the outer wall of the corner is taken as a y axis, A (0,0) and B (w)1，0)、C(0，h1)、D(w1，h2) α five parameters to represent the facility layout; wherein, w1For corner facility entrance width, h1For the length of the outside of the front bend tunnel facility, h2The length of the inner side of the channel facility before turning; alpha is the corner facility corner size.
Recording the starting point (x) of the deflection of the pedestrian speed direction1，y1) Then The Buffer (TB) length is calculated using equation (11):
length＝h2-y1 (11)
when the pedestrian moves to a corner, the coordinate of the pedestrian is (x)2，h2) (ii) a Calculating the speed and direction deviation angle theta of the pedestrian in the buffer area (BB) by using the formula (12)buffer：
Recording the point (x) where the pedestrian direction does not deflect after turning3，y3) Then, the width of the adjustment region (AB) is calculated using equation (13):
preferably, step three specifically includes:
aiming at pedestrian running characteristics at corners, a microscopic social force model for describing the pedestrian running behavior at corner facilities in an urban rail transit station is constructed, and the expression of the social force model is as follows:
wherein m isiThe mass of the pedestrian is the mass of the pedestrian,
the pedestrian speed at the time t is the speed of the pedestrian,
is a self-driving force for the pedestrian,
is the interaction force among the pedestrians,
is the acting force between the pedestrian and the barrier,
is the steering force, xi, during corneringiIs the amount of random fluctuation.
The self-driving force of the pedestrian is calculated using the following formula (15):
(15) in the formula, miIs the mass of the pedestrian i,
in order to be the magnitude of the desired speed of the pedestrian,
the direction in which the pedestrian expects a speed.
The direction representing the desired speed of the pedestrian is performed using the following equation (16):
(16) in the formula (I), the compound is shown in the specification,
is a unit vector of the tangential direction of the pedestrian speed,
and eta is a unit vector of the normal direction of the speed of the pedestrian, and eta is the walking speed preference of the pedestrian.
Since the interaction force between pedestrians is affected by the psychological repulsive force and the physical repulsive force, the calculation of the interaction force of pedestrians is performed using the following equation (17):
introducing an epsilon parameter to represent different acting forces of pedestrians in different directions on the current pedestrian, and calculating the psychological repulsive force and the physical repulsive force of the pedestrian by using the formulas (18) to (20):
wherein λ isiThe degree of influence of pedestrians on the rear is determined;
an included angle is formed between the current pedestrian walking speed direction and the direction of the pedestrian i pointing to the pedestrian j; a. theijThe action strength between the pedestrians i and j; r isijIs the sum of the radii of the pedestrian i and the pedestrian j; dijThe distance between the pedestrian i and the pedestrian j is set;
a unit vector for pedestrian j pointing to pedestrian i;
and
respectively representing psychological repulsive force and physical repulsive force between the pedestrian i and the pedestrian j; kappap、κhRespectively a body pressure parameter and a sliding friction parameter;
is the tangential direction between the pedestrian i and the pedestrian j;
representing the speed difference of the pedestrian i and the pedestrian j in the tangential direction; g (x) is a piecewise function,
the formula (17) represents the interaction force between pedestrians as the psychological repulsive forceThe sum of the physical repulsive forces. The interaction force between the pedestrian and the obstacle is calculated using the following equations (21) to (23):
introducing steering deceleration force to represent the deceleration phenomenon of the pedestrian in the turning process, and calculating the steering deceleration force of the pedestrian in the turning process by using a formula (24):
wherein, thetatIs the deviation angle of the speed direction in the walking process of the pedestrian,
is a unit vector pointing to the direction opposite to the tangential direction of the speed, and K is a parameter reflecting the traveling speed.
Calculating the centrifugal force during the turn of the pedestrian using equation (25):
wherein v istThe speed of the pedestrian is the speed of the pedestrian,
perpendicular to the speed tangential direction and pointing to the outside of the turning center, and C is a centrifugal force parameter.
Calculating the steering force during the turn of the pedestrian using equation (26):
wherein, when the pedestrian is in the turning zone (TB), ζ is 1; otherwise, ζ is 0.
Preferably, the step four specifically includes:
determining simulation scene parameters, which mainly comprises the following steps: corner angle alpha of corner facility, total number of simulated people N and expected speed of pedestrians
Pedestrian walking preference parameters and passenger flow arrival rate;
analyzing the influence of geometric facility attributes of facilities, walking preference of pedestrians and arrival modes of passenger flows on the walking efficiency of the pedestrians, designing different simulation experiment scenes, carrying out statistical analysis on walking parameters such as average speed, minimum speed, walking time and output rate of the pedestrians, and evaluating the walking efficiency of the pedestrians;
the method for improving the pedestrian walking efficiency at the corner facilities in the station of the urban rail transit station is provided by starting with the geometric facility attributes of the facilities, the walking preference of pedestrians and the arrival mode of passenger flow in the scene with low efficiency.
The invention has the beneficial effects that:
according to the technical scheme provided by the embodiment of the invention, the walking process of the pedestrian at the corner is divided into five stages, and the walking characteristics of the pedestrian at each stage are analyzed; the traditional social force model is improved, and factors such as walking preference, visual angle and steering force of a turning area of a pedestrian are introduced, so that the improved social force model can better describe the movement of the pedestrian at a corner facility; in addition, influence factors of the pedestrian walking efficiency are analyzed, and a method for improving the pedestrian walking efficiency at corner facilities in the urban rail transit station is provided.
The model constructed by the invention is suitable for corner facilities in any urban rail transit station, and based on the geometric structure and facility attributes of the corner facilities, the factors such as the average pedestrian walking speed and the output rate of pedestrians in different scenes can be obtained quantitatively, so that the method for improving the pedestrian walking efficiency is obtained.
Drawings
Fig. 1 is a processing flow chart of a method for improving pedestrian traveling efficiency at corner facilities in an urban rail transit station according to an embodiment of the present invention;
FIG. 2 is a running corner change diagram of a pedestrian at a corner facility according to an embodiment of the present invention;
FIG. 3 is a diagram of an on-site survey analysis provided by an embodiment of the present invention;
FIG. 4 is a diagram illustrating an analysis of the walking behavior of pedestrians in various regions of a corner facility according to an embodiment of the present invention;
FIG. 5 is a schematic illustration of an improved social force model provided by an embodiment of the present invention;
FIG. 6 is a schematic view of the visual perception area of a pedestrian at a corner facility provided by an embodiment of the present invention;
fig. 7 is a schematic view of a corner facility with six angles according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items; the corner facilities and the corner facilities refer to L-shaped channels in the urban rail transit station.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
For the convenience of understanding the embodiments of the present invention, the following description will be further explained by taking several specific embodiments as examples in conjunction with the drawings, and the embodiments are not to be construed as limiting the embodiments of the present invention.
The embodiment of the invention determines three influence factors of the pedestrian walking efficiency through field investigation and literature investigation: geometric facility attributes of the facility, walking preferences of pedestrians and arrival modes of passenger flows; dividing the walking process at the corner into five stages, correspondingly, dividing corner facilities into five regions, and analyzing different walking behaviors of pedestrians at each stage; according to the field investigation result and pedestrian behavior analysis, an improved social force model is provided to describe the pedestrian walking behavior at the corner facility in the urban rail transit station; and finally, constructing different simulation scenes based on the improved social force model, obtaining simulation results of the pedestrian walking efficiency at the corner facilities in the station under different scenes, and providing a method for improving the pedestrian walking efficiency.
The processing flow chart of the method for improving the pedestrian traveling efficiency at the corner facility in the urban rail transit station provided by the embodiment of the invention is shown in fig. 1, and comprises the following processing steps:
step 1, dividing a walking process of the pedestrian at the corner into five stages according to walking characteristics of the pedestrian based on field investigation and station monitoring videos, and analyzing different walking behaviors of the pedestrian at each stage.
The embodiment of the invention divides the walking process of pedestrians at corner facilities in the urban rail transit station into five stages: straight-going before turning (pre-turning straight-going), pre-turning (turning), adjusting (distance-adjusting) and straight-going after turning (post-turning straight-going). Accordingly, the corner facility is also divided into five regions: a straight ahead block before turning (SBB), a Buffer Block (BB), a Turning Block (TB), an Adjusting Block (AB) and a straight ahead block after turning (SAB). The change of the running turning angle of the pedestrian at the corner facility is shown in fig. 2.
(1) The walking speed analysis of the pedestrians in the straight ahead area before turning (SBB) and the straight ahead area after turning (SAB) is shown in fig. 4 (a).
The walking speed direction of the pedestrians in the region is unchanged, the speed is unchanged, and the movement of the pedestrians can be described by a basic social force model.
(2) Analysis of walking speed of the pedestrian in the buffer (BB), see FIG. 4 (b).
Calculating the pedestrian speed direction deviation angle in the buffer (BB) using the following equation (1):
(1) in the formula:
the deviation angle of the pedestrian speed direction in the buffer area (BB) follows a uniform distribution with a maximum value of b and a minimum value of a.
The speed of the pedestrian in the buffer (BB) is calculated using the following equation (2):
the velocity vector of the pedestrian is expressed by a two-dimensional vector of the formula (2) in which,
is the vector of the speed of the pedestrian,
in order to expect the pedestrian to have the magnitude of the speed,
is the offset angle between the pedestrian speed direction and the reference line.
(3) The walking speed of the pedestrian in the turning zone (TB) was analyzed, see FIG. 4 (c).
The pedestrian makes uniform-speed circular motion in the turning area, and the change of the angular speed is represented by a formula (3):
calculating an offset angle of the pedestrian in the turning zone (TB) per unit time using the following equation (4):
since the pedestrian makes a uniform circular motion in the turning area, equation (4) can be expressed by equation (5):
θt+Δt＝θt+ω*(Δt) (5)
calculating the change of the pedestrian deviation angle in the turning zone (TB) by using the following formula (6):
θt+Δt＝θt+ω*(Δt) (6)
(6) in the formula, ω is the angular velocity of the pedestrian making uniform circular motion, and Δ t is unit time.
The pedestrian speed in the turning zone (TB) is calculated using the following equation (7):
(4) the walking speed analysis of the person in the adjustment Area (AB) is shown in FIG. 4 (d).
The pedestrian speed in the adjustment Area (AB) is calculated using the following equation (8):
the pedestrian speed of the pedestrian at the curve facility is calculated using the following equation (9):
(9) where g (θ) is a piecewise function, calculated using the following equation (10):
in the formula, the speed direction deviation angle of a pedestrian in a straight-ahead area (SBB) before turning is 0; in the buffer (BB) are
Theta in the turning zone (TB); the adjusting Area (AB) and the straight-line area (SAB) after turning are pi/2.
And 2, surveying the geometric attributes of corner facilities in the urban rail transit station, and determining the geometric dimension of a walking area corresponding to each walking stage and the deflection angle of the walking direction of the pedestrians.
The geometric attributes of the corner facilities in the urban rail transit station investigated on site in the embodiment of the invention comprise: length of buffer (BB), width of adjustment Area (AB) and deviation angle theta of speed direction of pedestrian in buffer (BB)bufferThe investigation data is acquired by adopting a manual follow-up investigation method, and the on-site investigation analysis is shown in figure 3.
The specific method comprises the following steps: selecting a certain 90-degree corner facility of a Beijing subway drum tower street station, a certain 120-degree corner facility of a peace and loin station and a certain 150-degree corner facility of a Xizhuan station as investigation objects, firstly recording the geometric attributes of the facility planes, constructing a simple coordinate axis, and determining coordinates A (0,0) and B (w) of corner edge points1，0)、C(0，h1)、D(w1，h2) And a corner facility angle alpha.
Recording the starting point (x) of the deflection of the pedestrian speed direction1，y1) Then The Buffer (TB) length is calculated using the following equation (11):
length＝h2-y1 (11)
when the pedestrian moves to a corner, the coordinate of the pedestrian is (x)2，h2). The pedestrian speed direction deviation angle theta in the buffer area (BB) is calculated by the following equation (12)buffer：
Recording the point (x) where the pedestrian direction does not deflect after turning3，y3) Then, the width of the adjustment region (AB) is calculated using the following equation (13):
and 3, aiming at the pedestrian walking characteristics at the corners, constructing a micro social force model for describing the pedestrian walking behavior at the corner facilities in the urban rail transit station.
(1) An original social force model.
The social force model was proposed by helling in 1995, based on newton's second law, that pedestrians walk under the resultant force of self-driving force, interaction force between pedestrians, and force between a pedestrian and an obstacle, and is calculated using the following equation (14):
(14) in the formula (I), the compound is shown in the specification,
is the speed of the pedestrian at the time t,
is the self-driving force of the pedestrian,
is the interaction force between the pedestrian i and the pedestrian j,
is the interaction force between the pedestrian and the obstacle, xiiIs a random fluctuation term.
The self-driving force of the pedestrian is calculated using the following formula (15):
(15) in the formula, miIs the mass of the pedestrian i,
in order to be the magnitude of the desired speed of the pedestrian,
the direction in which the pedestrian expects a speed.
The direction representing the desired speed of the pedestrian is performed using the following equation (16):
(16) in the formula (I), the compound is shown in the specification,
is a unit vector of the tangential direction of the pedestrian speed,
and eta is a unit vector of the normal direction of the speed of the pedestrian, and eta is the walking speed preference of the pedestrian.
Since the interaction force between pedestrians is affected by the psychological repulsive force and the physical repulsive force, the calculation of the interaction force of pedestrians is performed using the following equation (17):
(17) in the formula (I), the compound is shown in the specification,
representing the psychological repulsive force between pedestrians, is calculated using the following equation (18),
the physical repulsive force between pedestrians is calculated by the following equation (19).
(18) In the formula, Ai、BiIs a model parameter (typically a constant), rijIs the sum of the radii of the pedestrians i, j, dijIs the linear distance between the pedestrians i and j. (19) In the formula, κp、κhRespectively a body pressure parameter and a sliding friction parameter;
is the tangential direction between the pedestrian i and the pedestrian j;
representing the speed difference of the pedestrian i and the pedestrian j in the tangential direction; g (x) is a piecewise function,
the interaction force between the pedestrian and the obstacle is calculated using the following equations (20) to (22):
(2) improved social force model
Because the original social force model can reproduce the walking process of the pedestrian but cannot accurately describe the turning behavior of the pedestrian, and the simulation result based on the original social force model has a larger difference with the actual walking track of the pedestrian, the invention improves the original social force model by considering the visual angle, the visual perception domain and the steering force of the pedestrian aiming at the special walking behavior of the pedestrian at the corner facility, so that the improved social force model can accurately describe the walking behavior of the pedestrian at the turning position. A schematic diagram of the improved social force model is shown in fig. 5.
First, the present invention provides the concept of the visual perception area and the visual angle of the pedestrian. The visual perception area is a circle with the center of gravity of the pedestrian as the center and the radius of 1.8 meters. Only pedestrians in the current pedestrian visual perception area have an influence on the walking of the current pedestrian. The angle from the speed direction of the pedestrian to the direction of the current pedestrian and the surrounding pedestrians is the visual angle. A schematic view of the visual perception area of a pedestrian at a corner facility is shown in fig. 6.
Considering that the influence of the pedestrian in front on the current pedestrian is larger than that of the pedestrian in back in the walking process of the pedestrian, an epsilon parameter is introduced, and the following formula (23) is used for calculating the psychological repulsive force among the pedestrians instead of the formula (18):
(23) in the formula, λiThe degree of influence of pedestrians on the rear is determined;
an included angle is formed between the current pedestrian walking speed direction and the direction of the pedestrian i pointing to the pedestrian j; a. theijThe action strength between the pedestrians i and j; r isijIs the sum of the radii of the pedestrian i and the pedestrian j; dijThe distance between the pedestrian i and the pedestrian j is set;
a unit vector for pedestrian j pointing to pedestrian i;
and
respectively representing psychological repulsive force and physical repulsive force between the pedestrian i and the pedestrian j; e is calculated using the following equation (24):
(24) in the formula, λiIs [0, 1 ]]And the parameter in the middle represents the influence degree of the rear pedestrian on the current pedestrian.
Because the original social force model can not reproduce the turning process of the pedestrian, aiming at the characteristics of the turning behavior of the pedestrian, the steering force is added to express the additional acting force applied in the turning process of the pedestrian, and the following formula (25) is utilized for calculation:
(25) where ζ is a piecewise function, ζ (x) being x when the pedestrian is in the turning zone (TB); otherwise, ζ (x) is 0.
Is the deceleration force of the pedestrian in the turning area,
as the centrifugal force, the deceleration force and the centrifugal force of the pedestrian in the turning area are calculated using the following equations (26) to (27).
(26) Where K and delta are model parameters and thetatIs the included angle between the speed direction of the pedestrian and the reference line,
is a unit vector opposite to the pedestrian velocity direction.
(27) Wherein C is a centrifugal force parameter, vtThe actual speed of the pedestrian at the time t,
is a unit vector perpendicular to the pedestrian speed direction and pointing outside the turning area.
Therefore, the magnitude of the social force to which the pedestrian is subjected after the improvement can be calculated using the following formula (28):
finally, calibrating each parameter to obtain the parameter value of the improved social force model, as shown in table 1.
TABLE 1 parameter values for improved social force model
And 4, constructing different simulation scenes according to the social force model at the corner facility of the urban rail, analyzing the influence of the geometric facility attribute, the walking preference of the pedestrian and the arrival mode of passenger flow on the walking efficiency of the pedestrian, and providing a method for improving the walking efficiency of the pedestrian at the corner facility in the station of the urban rail transit station.
The embodiment of the invention mainly comprises the following steps:
(1) determining simulation scene parameters, which mainly comprises the following steps: corner angle alpha of corner facility, total number of simulated people N and expected speed of pedestrians
The values of the pedestrian walking preference parameters, the passenger flow arrival rate and the parameters of different scenes are shown in the table 2.
Table 2 parameter values under different scenarios
(2) Analyzing the influence of geometric facility attributes of facilities, walking preference of pedestrians and arrival modes of passenger flows on walking efficiency of the pedestrians, designing different simulation experiment scenes, recording the starting time and the ending time of simulation and the maximum speed, the minimum speed and the average speed of the pedestrians in each time step, and analyzing the speed change and the walking time of the pedestrians in the walking process; and analyzing the pedestrian running process under different running preference parameters and different passenger flow arrival rates to obtain the possibility that the facility is easy to be jammed, running parameters such as pedestrian speed, passenger flow output rate and the like, and evaluating the pedestrian running efficiency.
(3) For a scene with low efficiency (a scene with a corner facility with a corner angle less than or equal to 120 degrees, a passenger flow volume of 150 people and a passenger flow arrival rate of more than 5 people/second in the embodiment of the invention), starting from three aspects of the geometric facility attribute of the facility, the walking preference of pedestrians and the arrival mode of the passenger flow, a method for improving the walking efficiency of the pedestrians at the corner facility in the station of the urban rail transit station is provided, such as: acute-angle corner facilities are avoided in the design stage, pedestrians are guided to queue and walk when the passenger flow is large, the entrance of the passengers is limited, and the like.
The embodiment of the invention analyzes the walking process of pedestrians in corner facilities based on microscopic pedestrian dynamics, divides the walking process into five stages, gives the expected speed direction and the expected speed size of the pedestrians in each stage, describes the walking of the pedestrians in the corner facilities by using an improved social force model, analyzes the influence of the geometric facility attributes, the walking preference of the pedestrians and the arrival mode of passenger flow on the walking efficiency of the pedestrians, designs different simulation experiment scenes, gives the walking efficiency of the pedestrians in different scenes, and provides a method for correspondingly improving the walking efficiency of the pedestrians at the corner facilities in the urban rail transit station. The method can provide basis for the design of urban rail transit facilities, improve the layout of the facilities and fundamentally avoid the overcrowding of pedestrians. And providing a command strategy under corresponding passenger flow streamline optimization and emergency scenes for daily operation in the station. The invention provides a powerful and efficient tool for relieving congestion in the urban rail transit station and improving the pedestrian running efficiency at corner facilities in the urban rail transit station.
Those of ordinary skill in the art will understand that: the figures are merely schematic representations of one embodiment, and the blocks or flow diagrams in the figures are not necessarily required to practice the present invention.
From the above description of the embodiments, it is clear to those skilled in the art that the present invention can be implemented by software plus necessary general hardware platform. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which may be stored in a storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the embodiments or some parts of the embodiments.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for apparatus or system embodiments, since they are substantially similar to method embodiments, they are described in relative terms, as long as they are described in partial descriptions of method embodiments. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (6)
1. A method for improving pedestrian walking efficiency at corner facilities in an urban rail transit station is characterized by comprising the following steps:
dividing a walking process of pedestrians at corners into five stages according to walking characteristics of the pedestrians based on field investigation and station monitoring videos, and analyzing different walking behaviors of the pedestrians at each stage;
step two, carrying out investigation on the geometric attributes of corner facilities in the urban rail transit station, and determining the geometric dimension of a walking area corresponding to each walking stage and the deflection angle of the walking direction of pedestrians;
step three, aiming at the pedestrian walking characteristics at the corners, constructing a microscopic social force model for describing the pedestrian walking behaviors at corner facilities in the urban rail transit station;
and step four, constructing different simulation scenes according to the social force model at the corner facility of the urban rail, analyzing the influence of the geometric facility attribute, the walking preference of the pedestrian and the arrival mode of the passenger flow on the walking efficiency of the pedestrian, and providing a method for improving the walking efficiency of the pedestrian at the corner facility in the station of the urban rail transit station.
2. The method for improving the pedestrian traveling efficiency at corner facilities in the urban rail transit station as claimed in claim 1, wherein the first step specifically comprises:
the walking process of the pedestrian at the corner is divided into five stages: straight-going before turning (pre-turning straight-going), pre-turning (turning), adjusting (distance-adjusting) and straight-going after turning (post-turning straight-going); accordingly, the corner facility is also divided into five regions: a straight ahead block before turning (SBB), a Buffer Block (BB), a Turning Block (TB), an Adjusting Block (AB) and a straight ahead block after turning (SAB).
3. The method for improving the pedestrian traveling efficiency at corner facilities in the urban rail transit station according to claim 2, wherein the analysis of the pedestrian traveling speed in five areas of the corner facilities is specifically as follows:
1) the speed direction and the speed of the walking of the pedestrians in the straight-ahead area (SBB) before turning and the straight-ahead area (SAB) after turning are not changed;
2) pedestrian speed analysis in buffer (BB)
Calculating the speed direction deviation angle of the pedestrian in the buffer area (BB) by using the formula (1):
wherein the content of the first and second substances,
obeys [ a, b ] for the deviation angle of the pedestrian speed direction in the buffer area (BB)]Uniformly distributed U (a, b);
calculating the speed of the pedestrian in the buffer (BB) using equation (2):
wherein the content of the first and second substances,
is the vector of the speed of the pedestrian,
the expected speed of the pedestrian;
3) analysis of pedestrian speed in turning zone (TB)
The pedestrian makes uniform-speed circular motion in the turning area, and the change of the angular speed is represented by a formula (3):
calculating an offset angle of the pedestrian in the turning zone (TB) per unit time using the following equation (4):
since the pedestrian makes a uniform circular motion in the turning area, equation (4) can be expressed by equation (5):
θt+Δt＝θt+ω*(Δt) (5)
calculating the change of the pedestrian deviation angle in the turning zone (TB) by using the following formula (6):
θt+Δt＝θt+ω*(Δt) (6)
(6) in the formula, omega is the angular velocity of the pedestrian doing uniform circular motion, and delta t is unit time;
calculating the speed of the pedestrian in the turning zone (TB) using equation (7):
4) analysis of the speed of the pedestrian in the adjustment Area (AB)
The pedestrian speed in the adjustment Area (AB) is calculated using equation (8):
the pedestrian speed of the pedestrian at the cornering facility is calculated using equation (9):
where g (θ) is a piecewise function, calculated using equation (10):
in the formula, the speed direction deviation angle of a pedestrian in a straight-ahead area (SBB) before turning is 0; in the buffer (BB) are
Inside the turning zone (TB) is; the adjusting Area (AB) and the straight-line area (SAB) after turning are pi/2.
4. The method for improving the pedestrian traveling efficiency at corner facilities in the urban rail transit station according to claim 1, wherein the second step specifically comprises:
the geometric attributes of corner facilities in the urban rail transit station are researched on site, and the geometric attributes comprise the length of a turning area (TB), the width of an adjusting Area (AB) and the speed and direction deviation angle theta of a pedestrian in a buffer area (BB)buffer；
The geometric attributes of the facilities are investigated by adopting a manual following method; the entrance of the corner facility is taken as an x axis, the outer wall of the corner is taken as a y axis, A (0,0) and B (w)1,0)、C(0,h1)、D(w1,h2) α five parameters to represent the facility layout; wherein, w1For corner facility entrance width, h1For the length of the outside of the front bend tunnel facility, h2The length of the inner side of the channel facility before turning; alpha is the corner size of the corner facility;
recording the starting point (x) of the deflection of the pedestrian speed direction1，y1) Then The Buffer (TB) length is calculated using equation (11):
length＝h2-y1 (11)
when the pedestrian moves to a corner, the coordinate of the pedestrian is (x)2，h2) (ii) a Calculating the speed and direction deviation angle theta of the pedestrian in the buffer area (BB) by using the formula (12)buffer：
Recording the point (x) where the pedestrian direction does not deflect after turning3，y3) Then, the width of the adjustment region (AB) is calculated using equation (13):
5. the method for improving the pedestrian traveling efficiency at corner facilities in the urban rail transit station according to claim 1, wherein the third step specifically comprises:
aiming at pedestrian running characteristics at corners, a microscopic social force model for describing the pedestrian running behavior at corner facilities in an urban rail transit station is constructed, and the expression of the social force model is as follows:
wherein m isiThe mass of the pedestrian is the mass of the pedestrian,
the pedestrian speed at the time t is the speed of the pedestrian,
is a self-driving force for the pedestrian,
is the interaction force among the pedestrians,
is the acting force between the pedestrian and the barrier,
is the steering force, xi, during corneringiIs the amount of random fluctuation;
the self-driving force of the pedestrian is calculated using the following formula (15):
(15) in the formula, miIs the mass of the pedestrian i,
in order to be the magnitude of the desired speed of the pedestrian,
direction of desired speed for the pedestrian;
the direction representing the desired speed of the pedestrian is performed using the following equation (16):
(16) in the formula (I), the compound is shown in the specification,
is a unit vector of the tangential direction of the pedestrian speed,
the unit vector is the normal direction of the speed of the pedestrian, and eta is the walking speed preference of the pedestrian;
since the interaction force between pedestrians is affected by the psychological repulsive force and the physical repulsive force, the calculation of the interaction force of pedestrians is performed using the following equation (17):
introducing an epsilon parameter to represent different acting forces of pedestrians in different directions on the current pedestrian, and calculating the psychological repulsive force and the physical repulsive force of the pedestrian by using the formulas (18) to (20):
wherein λ isiThe degree of influence of pedestrians on the rear is determined;
an included angle is formed between the current pedestrian walking speed direction and the direction of the pedestrian i pointing to the pedestrian j; a. theijThe action strength between the pedestrians i and j; r isijIs the sum of the radii of the pedestrian i and the pedestrian j; dijThe distance between the pedestrian i and the pedestrian j is set;
a unit vector for pedestrian j pointing to pedestrian i;
and
respectively representing psychological repulsive force and physical repulsive force between the pedestrian i and the pedestrian j; kappap、κhRespectively a body pressure parameter and a sliding friction parameter;
is the tangential direction between the pedestrian i and the pedestrian j;
representing the speed difference of the pedestrian i and the pedestrian j in the tangential direction; g (x) is a piecewise function,
formula (17) shows that the interaction force between pedestrians is the sum of the psychological repulsive force and the physical repulsive force; the interaction force between the pedestrian and the obstacle is calculated using the following equations (21) to (23):
introducing steering deceleration force to represent the deceleration phenomenon of the pedestrian in the turning process, and calculating the steering deceleration force of the pedestrian in the turning process by using a formula (24):
wherein, thetatIs the deviation angle of the speed direction in the walking process of the pedestrian,
is a unit vector pointing to the direction opposite to the tangential direction of the speed, and K is a parameter reflecting the traveling speed;
calculating the centrifugal force during the turn of the pedestrian using equation (25):
wherein v istThe speed of the pedestrian is the speed of the pedestrian,
perpendicular to the tangential direction of the speed and pointing to the outer side of the turning center, and C is a centrifugal force parameter;
calculating the steering force during the turn of the pedestrian using equation (26):
wherein, when the pedestrian is in the turning zone (TB), ζ is 1; otherwise, ζ is 0.
6. The method for improving the pedestrian traveling efficiency at corner facilities in the urban rail transit station according to claim 1, wherein the fourth step specifically comprises:
determining simulation scene parameters, which mainly comprises the following steps: corner angle alpha of corner facilitySimulation of the total number of people N and the expected speed of the pedestrians
Pedestrian walking preference parameters and passenger flow arrival rate;
analyzing the influence of geometric facility attributes of facilities, walking preference of pedestrians and arrival modes of passenger flows on the walking efficiency of the pedestrians, designing different simulation experiment scenes, carrying out statistical analysis on walking parameters such as average speed, minimum speed, walking time and output rate of the pedestrians, and evaluating the walking efficiency of the pedestrians;
the method for improving the pedestrian walking efficiency at the corner facilities in the station of the urban rail transit station is provided by starting with the geometric facility attributes of the facilities, the walking preference of pedestrians and the arrival mode of passenger flow in the scene with low efficiency.
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