本文關(guān)鍵詞： 行人動(dòng)力學(xué) 泰森多邊形 人際距離 前向面積 虛擬樣點(diǎn) 速度-密度關(guān)系 行人流模型　出處：《中國科學(xué)技術(shù)大學(xué)》2017年碩士論文　論文類型：學(xué)位論文

【摘要】：行人動(dòng)力學(xué)的研究一直是火災(zāi)等緊急情況下人員疏散研究的重要內(nèi)容。人員疏散的實(shí)驗(yàn)研究和模型研究一直是行人動(dòng)力學(xué)中主要的方向。研究者通過大量觀測和可控實(shí)驗(yàn),獲得行人的運(yùn)動(dòng)行為特征,揭示人員運(yùn)動(dòng)規(guī)律,但是仍然缺乏足夠的定量校準(zhǔn)的實(shí)驗(yàn)數(shù)據(jù)。本文在總結(jié)了前人對于實(shí)驗(yàn)中全局密度與局部密度統(tǒng)計(jì)方法的基礎(chǔ)上,基于泰森多邊形方法,結(jié)合人際關(guān)系距離與視野的概念,提出了一種行人占據(jù)多邊形的速度密度統(tǒng)計(jì)方法。并基于此方法提出了與行人樣點(diǎn)屬性不同的虛擬樣點(diǎn),來代替邊界等障礙物。通過對平均密度平均速度的比較發(fā)現(xiàn),本文方法得到的結(jié)果比傳統(tǒng)統(tǒng)計(jì)方法得到的結(jié)果波動(dòng)更小且更接近于連續(xù)變化、在密度低時(shí)比泰森多邊形方法的結(jié)果更符合實(shí)際情況;而對于個(gè)人的速度密度散點(diǎn)圖,本文方法的結(jié)果也比泰森多邊形方法的結(jié)果更為集中,尤其是除去了密度小而速度低的不合理數(shù)據(jù)點(diǎn)。通過對行人前向120°視野范圍內(nèi)面積來計(jì)算行人的局部密度,并與泰森多邊形、行人占據(jù)多邊形計(jì)算的局部密度相比較,發(fā)現(xiàn)采用前向120°方法得到的密度能更好地符合行人速度密度基本關(guān)系。并基于此得到了不同的局部密度情況下行人的速度分布以及行人局部密度速度的關(guān)系,豐富了行人運(yùn)動(dòng)數(shù)據(jù)庫。本文借鑒了交通流中的跟馳模型及行人運(yùn)動(dòng)方向變化機(jī)制,根據(jù)行人占據(jù)多邊形的特點(diǎn),提出了基于行人占據(jù)多邊形的行人運(yùn)動(dòng)模型。利用該模型對單通道和存在瓶頸的單通道場景進(jìn)行了模擬。模型中將前向120°視野范圍分成了三部分——正前方、左前方、右前方,提出了兩種方向確定方式:1)選取三部分中加權(quán)面積最大的方向,2)根據(jù)三部分加權(quán)面積的大小,以概率方式選取方向。同時(shí)速度大小也有兩種確定方式:A)根據(jù)前向120°視野范圍的面積得到局部密度來計(jì)算速度,B)根據(jù)選取方向?qū)?yīng)面積得到局部密度來計(jì)算速度。兩兩組合共有四種方案。經(jīng)過對單通道場景的模擬發(fā)現(xiàn),1)B)組合的結(jié)果最符合實(shí)驗(yàn)結(jié)果,說明大部分行人在行走時(shí)都是以1)B)方式確定其運(yùn)動(dòng)方向和速度大小的。通過在邊界上添加虛擬樣點(diǎn)來代替邊界以及形成瓶頸,對存在瓶頸的單通道場景進(jìn)行了模擬,得到了擁堵和拱形分布現(xiàn)象。考慮到虛擬點(diǎn)的引入導(dǎo)致有效瓶頸寬度減小,我們對此瓶頸出的虛擬樣點(diǎn)位置做出了優(yōu)化,使之和實(shí)驗(yàn)場景相同,此時(shí)模型模擬的所有行人全部通過通道的時(shí)間和實(shí)驗(yàn)中的時(shí)間相差5.25%。
[Abstract]:The study of pedestrian dynamics has always been an important part of evacuation research in emergencies such as fire. The experimental study and model study of pedestrian evacuation have been the main directions of pedestrian dynamics. Controlled experiment. The characteristics of pedestrian movement behavior are obtained, and the movement law of personnel is revealed. However, there is still insufficient experimental data for quantitative calibration. This paper summarizes the previous statistical methods of global density and local density based on Tyson polygon method. Based on the concepts of interpersonal relationship distance and visual field, a new method of velocity density statistics of pedestrian occupation polygon is proposed, and based on this method, a virtual sample with different attributes from pedestrian sample is proposed. By comparing the average density average velocity, the results obtained by this method are smaller and more close to the continuous variation than those obtained by the traditional statistical method. When the density is low, the results of the method are more suitable than the results of the Tyson polygon method. The results of this method are more concentrated than that of Tyson polygon method for individual velocity density scatter plot. In particular, the local density of pedestrians is calculated by using the area within the range of 120 擄visual field for pedestrians, and the local density of pedestrians is calculated by eliminating the unreasonable data points with small density and low speed. The local density of pedestrians is calculated with Tyson polygon. The local density calculated by the pedestrian occupation polygon is compared. It is found that the density obtained by the forward 120 擄method can better accord with the basic relationship of pedestrian speed density. Based on this, the velocity distribution of pedestrians and the threshold of pedestrian local density velocities are obtained under different local densities. Yes. This paper draws lessons from the car-following model in traffic flow and the changing mechanism of pedestrian movement direction, according to the characteristics of pedestrian occupation polygon. A pedestrian motion model based on pedestrian occupation polygon is proposed. The model is used to simulate single channel and single channel scene with bottleneck. In the model, the forward 120 擄field of vision is divided into three parts-positive forward. Fang. In front of left and front of right, we put forward two ways of direction determination: 1) choose the direction of the largest weighted area in the three parts, and choose the size of the weighted area according to the size of the weighted area of the three parts. At the same time, there are two ways to determine the velocity: A.) the velocity is calculated by local density according to the area of forward 120 擄field of vision. B) according to the selected direction corresponding area to get the local density to calculate the speed. The pairwise combination has four schemes. Through the simulation of the single channel scene, it is found that the result of the combination is the most consistent with the experimental results. It shows that most pedestrians determine the direction of movement and the speed of the pedestrian in the way of 1 B. by adding virtual points to the boundary to replace the boundary and form bottlenecks. The single channel scene with bottleneck is simulated, and the phenomenon of congestion and arch distribution is obtained. Considering that the introduction of virtual point leads to the decrease of effective bottleneck width, we optimize the location of virtual sample point. The time of passing through the passageway of all the pedestrians simulated by the model is 5.25% different from the time in the experiment.
【學(xué)位授予單位】：中國科學(xué)技術(shù)大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號(hào)】：TU998.1

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本文編號(hào)：1454193