Computation model of standing-passenger density in urban rail transit carriage
Article Text (Baidu Translation)
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摘要: 为科学合理地确定城市轨道交通车厢立席密度, 从立席乘客舒适度的角度探讨了合理立席密度对舒适度的影响。通过问卷调查和实地测量进行分析和量化, 确定了空间舒适度和车厢微环境2个主要因素, 基于线性加权法和顾客赋权法将2个因素结合构建了静态舒适度评价模型。考虑到站立时长对舒适度的影响, 类比疲劳程度指标对静态舒适度评价模型进行修正, 通过问卷调查验证时间折减因子并标定参数, 构建了基于立席密度的广义舒适度评价模型, 通过广义舒适度评价模型反推得到合理立席密度求解模型, 并对北京地铁4号线-大兴线进行舒适度评价。分析结果表明: 舒适度可以及时、准确地反映立席密度的变化和影响, 借助舒适度评价结果可以改善运营线路的服务水平; 北京地铁4号线-大兴线满足舒适等级、设计等级和超员等级的合理立席密度分别为3.1、4.2、4.7人·m-2, 美国车辆设计定员的相应立席密度分别为3.0、4.0、6.0人·m-2, 两者基本相当, 且计算结果与调研结果相符, 因此, 模型可作为规划设计中确定合理立席密度的依据。Abstract: To determine a scientific and reasonable standing-passenger density in urban rail transit carriage, the impact of standing-passenger density on comfort was studied in the perspective of standing passenger's comfort. Through analyzing and quantizing the data collected from questionnaires and field measurements, two main factors namely spatial congestion and carriage microenvironment were obtained.Based on the means of linear weighting method and customer empowerment method, a static comfort evaluation model was built by combining the 2factors.Considering the effect of long-time standing on comfort, and comparing to the fatigue index, the static comfort evaluation model was modified.A questionnaire survey was conducted to verify the time reduction factor and determine the parameters. A standing-passenger density-based generalized comfort evaluation model was built.Based on the generalized comfort evaluationmodel, a reasonable standing-passenger density model was proposed by using backstepping approach.Based on the built model, the Line 4of the Beijing Subway-Daxing Line was used for comfort evaluation.Analysis result indicates that the comfort evaluation can reflect the change of standing-passenger density timely and accurately, and the comfort evaluating result can help improving the service level of urban transit.The reasonable standing-passenger densities of Line4 of the Beijing Subway-Daxing Line meeting the comfortable level, designed level, and overcrowding level are 3.1, 4.2, 4.7person·m-2, respectively, the calculated densities are corresponding to 3.0, 4.0, 6.0person·m-2 of vehicle design capacity of American, and also consistent with the survey result, so the model can be used to determine the standing-passenger density in the planning and design of urban transit.
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图 2 立席密度与温度、湿度的关系
Figure 2. Relationship among standing-passenger density, temperature, and humidity
图 3 区间PM2.5质量浓度与立席密度
Figure 3. PM2.5concentration and standing-passenger density of intervals
图 4 CO2质量浓度与立席密度关系
Figure 4. Relationship between standing-passenger density and CO2 concentration
图 7 立席密度与折减系数的关系
Figure 7. Relationship between reduction coefficient and standing-passenger density
图 8 不同舒适度评价模型的评价结果
Figure 8. Evaluation results of different comfort evaluation models
表 1 调研结果
Table 1. Investigation result
表 2 不同线路平均旅行时间
Table 2. Average travel times of different lines
表 3 不同舒适度等级的合理立席密度
表 4 不同标准的立席密度比较
Table 4. Comparison of standing-passenger densities in different standards
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