發(fā)布時(shí)間：2018-04-30 21:18

  本文選題：換乘樞紐 + 交通特性��； 參考：《長(zhǎng)安大學(xué)》2014年博士論文

【摘要】：改革開放30多年來，我國(guó)交通基礎(chǔ)設(shè)施建設(shè)上升到了一個(gè)新的高度，建設(shè)集多種交通方式換乘于一體的綜合交通樞紐體系成為新的發(fā)展趨勢(shì)。城市綜合交通換乘樞紐作為城市綜合運(yùn)輸體系的關(guān)鍵節(jié)點(diǎn)和中心環(huán)節(jié)，是多種交通方式的匯集點(diǎn)和各類客流的集散地。隨著城市綜合交通換乘樞紐客流量持續(xù)、快速的增長(zhǎng)，加之環(huán)境密閉、客流密集、換乘關(guān)系復(fù)雜等特點(diǎn)，其安全隱患問題逐漸顯露，樞紐區(qū)域已成為突發(fā)事件的高發(fā)、多發(fā)地帶，一旦發(fā)生突發(fā)事件，極易造成重大人員傷亡和財(cái)產(chǎn)損失，給社會(huì)帶來極大的負(fù)面影響。因此，如何合理有效地組織和管理樞紐內(nèi)部的行人流，實(shí)現(xiàn)樞紐內(nèi)部行人的安全有效疏散，成為目前亟需解決的一大難題�；诖耍裱兄孀R(shí)—疏散的思路，對(duì)城市綜合交通換乘樞紐行人交通特性及安全疏散問題展開研究。 通過設(shè)計(jì)樞紐內(nèi)行人交通數(shù)據(jù)采集試驗(yàn)，對(duì)樞紐內(nèi)行人交通特性進(jìn)行了深入研究。對(duì)西安市北大街換乘樞紐內(nèi)行人宏觀交通參數(shù)進(jìn)行現(xiàn)場(chǎng)觀測(cè)和攝像調(diào)查，共獲取數(shù)據(jù)樣本17,771條，并使用SPSS和MATLAB軟件擬合各參數(shù)的曲線關(guān)系，檢驗(yàn)其擬合程度，并對(duì)樞紐內(nèi)4種不同設(shè)施中行人的交通特性進(jìn)行對(duì)比分析。結(jié)果表明：西安市北大街地鐵換乘樞紐內(nèi)行人步行的平均速度為1.114（m/s）；樞紐內(nèi)行人密度與速度擬合關(guān)系符合線性函數(shù)形式，行人速度隨著密度的增大而減�。恍腥嗣芏扰c流量擬合關(guān)系符合一元三次方函數(shù)形式，行人流量的變化隨行人密度的變化在其峰值左右并不完全對(duì)稱，行人流量隨著密度的增大先增大后減小，為拋物線形式。 行人的主觀感知是衡量綜合交通換乘樞紐服務(wù)水平高低的核心要素。為了尋求行人主觀感知對(duì)綜合交通換乘樞紐服務(wù)水平影響規(guī)律，提出了量化其服務(wù)水平并反映行人主觀感知的SEM模型。設(shè)計(jì)了基于行人主觀感知的城市綜合交通換乘樞紐服務(wù)水平調(diào)查問卷方式，對(duì)西安市北大街換乘樞紐的乘客滿意度進(jìn)行了調(diào)查，篩選了行人主觀感知的主要影響因素，總結(jié)了行人對(duì)綜合交通換乘樞紐服務(wù)水平的感知規(guī)律，通過SEM模型計(jì)算，從行人的安全性需求、舒適性需求、便捷性需求和服務(wù)性需求等4個(gè)主觀感知方面量化分析綜合交通換乘樞紐服務(wù)水平，并尋求不同主觀感知要素之間的相互作用，分析其與綜合交通換乘樞紐之間的相互聯(lián)系。研究結(jié)果表明：北大街綜合交通換乘樞紐內(nèi)乘客期望的路徑系數(shù)為0.9200，滿意度的路徑系數(shù)為0.7120，乘客的滿意度與乘客的期望值有一定差距，其吻合程度為77.39%；北大街換乘樞紐內(nèi)的路徑系數(shù)總體較低，均在0.6000以下，便捷感知指標(biāo)的值僅為0.2997。 在對(duì)樞紐內(nèi)服務(wù)水平行人主觀感知特性剖析基礎(chǔ)上，針對(duì)綜合交通換乘樞紐擁擠狀態(tài)劃分中的模糊性和隨機(jī)性，提出了一種基于云模型的綜合交通換乘樞紐擁擠度自動(dòng)辨識(shí)模型。首先，確定行人交通流特性的基本參數(shù)作為行人擁擠度云辨識(shí)模型的輸入，樞紐內(nèi)行人擁擠狀態(tài)的定性描述為模型的輸出；在樞紐服務(wù)水平主觀感知的基礎(chǔ)上，分析行人擁擠度的內(nèi)涵和度量標(biāo)準(zhǔn)，根據(jù)它們?cè)诓煌⻊?wù)水平下邊界值計(jì)算云的數(shù)字特征。其次，利用云的合成理論分別建立不同服務(wù)水平對(duì)應(yīng)的模板云模型，同時(shí)將采集到的行人交通特性基本參數(shù)分別輸入到樞紐內(nèi)各基礎(chǔ)設(shè)施的云發(fā)生器中，并建立待識(shí)別云模型。再次，根據(jù)云相似度的定義計(jì)算待識(shí)別云和模板云之間的相似度，進(jìn)一步確定待識(shí)別云隸屬于6種服務(wù)水平的可能程度。最后，結(jié)合云辨識(shí)模型，引入擁擠度定義，根據(jù)擁擠度給出樞紐內(nèi)行人擁擠狀態(tài)的定性描述，并給出了擁擠度判別的具體實(shí)現(xiàn)過程。在行人擁擠度辨別的基礎(chǔ)上，提出了行人擁擠度預(yù)警及調(diào)控策略。 安全疏散是行人擁擠調(diào)控的重要策略。在綜合交通換乘樞紐行人擁擠度自動(dòng)辨識(shí)的基礎(chǔ)上，從時(shí)間角度來闡述行人安全疏散特性問題，分析了樞紐內(nèi)行人疏散安全的影響因素，建立了城市綜合交通換乘樞紐安全疏散時(shí)間模型。在分析行人安全疏散特性的基礎(chǔ)上，綜合考慮行人流的速度與密度變化規(guī)律，對(duì)綜合交通換乘樞紐內(nèi)行人疏散過程進(jìn)行分解，將綜合交通換乘樞紐行人安全應(yīng)急疏散時(shí)間模型分解為行人下車時(shí)間、站臺(tái)疏散時(shí)間和通道疏散時(shí)間。通過實(shí)例，對(duì)比分析模型計(jì)算結(jié)果與實(shí)測(cè)結(jié)果，進(jìn)一步驗(yàn)證模型的科學(xué)性。 為深入探討綜合交通換乘樞紐行人安全疏散路徑選擇問題，基于復(fù)雜系統(tǒng)脆性理論和蟻群算法，提出利用改進(jìn)的蟻群算法來研究綜合交通換乘樞紐行人安全疏散路徑選擇的方法。以西安市北客站站廳層為例，模擬仿真突發(fā)情況下乘客疏散的最優(yōu)和最差路徑，并調(diào)整不同的參數(shù)設(shè)置，進(jìn)行20次迭代。結(jié)果表明：在信息素濃度對(duì)有向圖G的相對(duì)重要程度固定不變時(shí)，通過改變走行距離重視度和從眾程度的參數(shù)取值，可以得出起點(diǎn)到8個(gè)出口的安全疏散路徑的最優(yōu)長(zhǎng)度和最差長(zhǎng)度。當(dāng)走行距離重視度小于5，從眾程度大于0.3時(shí)，行人安全疏散路徑易達(dá)到最優(yōu)路徑；當(dāng)走行距離重視度小于5，從眾程度小于0.5時(shí)，該安全疏散路徑易突變?yōu)樽畈盥窂健?br/>[Abstract]:Since the reform and opening up for more than 30 years, the construction of transportation infrastructure in China has risen to a new height. It has become a new trend to build a comprehensive transportation hub system which integrates multiple transportation modes in an organic whole. With the characteristics of continuous passenger flow, rapid growth, closed environment, dense passenger flow and complex transfer relationship, the problem of security risks has gradually revealed, and the hub area has become a high incidence of sudden events and multiple zones. The casualties and property losses have brought great negative impact on the society. Therefore, how to organize and manage the pedestrian flow within the hub reasonably and effectively and realize the safe and effective evacuation of pedestrians inside the hub has become an urgent problem to be solved. Based on this, it follows the idea of perception discrimination and evacuation and the transfer hub of urban integrated transportation. Pedestrian traffic characteristics and safety evacuation are studied.
Through the design of pedestrian traffic data acquisition test in the design hub, the pedestrian traffic characteristics in the hub are studied in depth. A total of 17771 data samples are obtained from the field observation and camera survey of the pedestrian macro traffic parameters in the Xi'an City North Street transfer hub, and the curves of the parameters are fitted with SPSS and MATLAB software to test the data. The results show that the average speed of pedestrian walking is 1.114 (m/s) in the metro transfer hub of Xi'an City North Street, and the pedestrian density and velocity fit the linear function form in the hub, and the pedestrian velocity decreases with the increase of density. The fitting relationship between human density and flow is in the form of one element three square function. The change of pedestrian flow is not completely symmetrical with the change of pedestrian density at its peak value. The pedestrian flow increases first and then decreases with the increase of density, which is a parabolic form.
The subjective perception of pedestrians is the core element to measure the service level of the integrated transport transfer hub. In order to find the effect of pedestrian subjective perception on the service level of the integrated transport transfer hub, a SEM model is proposed to quantify the service level and reflect the subjective perception of pedestrians. The passenger satisfaction of Xi'an City North Street transfer hub is investigated by the survey of the hub service level. The main influencing factors of pedestrians' subjective perception are screened, and the perception rules of pedestrians' service level are summarized. The SEM model is used to calculate the safety requirements, comfort requirements and convenience of pedestrians. 4 subjective perception aspects, such as sexual demand and service demand, are quantified to analyze the service level of integrated transport transfer hub, and seek the interaction between different subjective perception elements, and analyze the relationship between them and the integrated transport transfer hub. The results show that the path coefficient of passenger expectation in the comprehensive transportation hub of North Street is shown. To 0.9200, the path coefficient of satisfaction is 0.7120, and the satisfaction of passengers has a certain gap with the expected value of passengers, and the degree of anastomosis is 77.39%. The path coefficient in the North Avenue transfer hub is lower than 0.6000, and the value of the convenient perception index is only 0.2997..
Based on the analysis of the subjective perception characteristics of the pedestrian service level in the hub, a cloud model based automatic identification model for the congestion degree of the integrated traffic transfer hub is proposed in view of the fuzziness and randomness in the congestion state division of the integrated traffic transfer hub. The input of the cloud identification model, the qualitative description of pedestrian congestion in the hub is the output of the model. On the basis of the subjective perception of the hub service level, the connotation and measurement standards of pedestrian congestion are analyzed, and the numerical characteristics of the cloud are calculated according to their boundary value at different service levels. Secondly, the difference of the cloud synthesis theory is set up respectively. The template cloud model corresponding to the service level, and the basic parameters of the pedestrian traffic characteristics are input into the cloud generator in the infrastructure of the hub and the cloud model to be identified. Again, the similarity between the cloud and the template cloud is calculated according to the definition of the cloud similarity, and the 6 species of the identified cloud are further determined. The possible degree of service level. Finally, combining the cloud identification model, introducing the definition of crowding degree, the qualitative description of pedestrian congestion in the hub is given according to the crowding degree, and the concrete realization process of the congestion degree discrimination is given. On the basis of pedestrian crowding discrimination, the warning and control strategy of pedestrian congestion are proposed.
Safety evacuation is an important strategy for pedestrian congestion control. On the basis of automatic identification of pedestrian congestion in integrated traffic transfer hub, this paper expounds the pedestrian safety evacuation characteristics from the time point of view, analyzes the influencing factors of pedestrian evacuation safety in the hub, and establishes a safe evacuation time model for urban integrated interchange and transfer hubs. On the basis of human safety evacuation characteristics, the velocity and density variation of pedestrian flow are taken into consideration, and the pedestrian evacuation process is decomposed in the integrated transportation transfer hub. The pedestrian safety evacuation time model of the integrated traffic transfer hub is decomposed into pedestrians' departure time, platform sparse time and channel evacuation time. The results of the model and the measured data are analyzed to further verify the scientificalness of the model.
In order to discuss the pedestrian safe evacuation route selection problem of the integrated traffic transfer hub, based on the complex system brittleness theory and ant colony algorithm, an improved ant colony algorithm is proposed to study the pedestrian safe evacuation route selection of the integrated traffic transfer hub. The passenger station in the north of Xi'an city is taken as an example to simulate the passengers in the sudden situation. The optimal and worst path of evacuation is adjusted and different parameters are adjusted to make 20 iterations. The results show that the optimal length of the safe evacuation route from the starting point to the 8 exit can be obtained by changing the relative importance of the pheromone concentration to the relative importance of the directed graph G. When the distance of walking distance is less than 5 and the degree of herd is greater than 0.3, the safe evacuation path of pedestrians is easy to reach the optimal path. When the distance of walking distance is less than 5 and the degree of herd is less than 0.5, the safe evacuation path is easily changed into the worst path.

【學(xué)位授予單位】：長(zhǎng)安大學(xué)
【學(xué)位級(jí)別】：博士
【學(xué)位授予年份】：2014
【分類號(hào)】：U491.226

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