建筑信息模型技術(shù)在上海軌道交通9號線東延伸工程建設(shè)中的應(yīng)用*

仇兆明

(上海申通地鐵集團有限公司，201100，上?！喂こ處?

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建筑信息模型技術(shù)在上海軌道交通9號線東延伸工程建設(shè)中的應(yīng)用*

仇兆明

(上海申通地鐵集團有限公司，201100，上?！喂こ處?

隨著建筑信息模型(BIM)技術(shù)在我國民用建筑中的大量應(yīng)用,城市軌道交通行業(yè)也開始引入此項技術(shù)。以上海軌道交通9號線東延伸工程為例,介紹了BIM技術(shù)在軌道交通建設(shè)管理中的應(yīng)用情況。該技術(shù)的應(yīng)用可使項目建設(shè)的成本、進度、質(zhì)量得到更好的控制,提升了項目的管理效率,對于提高上海軌道交通建設(shè)管理水平起到了一定的促進作用。

城市軌道交通；建筑信息模型； 建設(shè)管理

Author′s address Shanghai Shentong Metro Group Co.,Ltd.,201103,Shanghai,China

上海市政府在2012年的《政府工作報告》中明確要求“推進智慧城市建設(shè),使信息化更好地惠及市民、服務(wù)發(fā)展”。作為城市重要基礎(chǔ)設(shè)施的軌道交通建設(shè)和運營是智慧城市建設(shè)的重要組成部分。然而軌道交通工程在建設(shè)和運營過程中,由于結(jié)構(gòu)復雜多樣、需搬遷的市政管線繁多、機電設(shè)備系統(tǒng)組成眾多且接口復雜,對項目施工方案的制定、施工進度的控制、施工組織協(xié)調(diào)管理以及后期運營維護帶來極大的考驗。在后期運營維護過程中,由于建筑、結(jié)構(gòu)、管線、設(shè)備等與實際竣工圖不一致,施工階段的相關(guān)建筑信息不能準確及時地保存下來,導致維護成本高、效率低。

BIM(建筑信息模型)是以三維數(shù)字技術(shù)為基礎(chǔ),集成了建筑工程項目各種相關(guān)信息的工程數(shù)據(jù)模型。BIM是對工程項目設(shè)施實體與功能特性的數(shù)字化表達。一個完善的信息模型,能夠連接建筑項目生命周期不同階段的數(shù)據(jù)、過程和資源,是對工程對象的完整描述,可被建設(shè)項目各參與方普遍使用。BIM具有單一工程數(shù)據(jù)源,可解決分布式、異構(gòu)工程數(shù)據(jù)之間的一致性和全局共享問題,支持建設(shè)項目生命周期中動態(tài)的工程信息創(chuàng)建、管理和共享。

基于BIM的這些特性,不論是政府還是業(yè)內(nèi)都極其重視BIM的相關(guān)研究和應(yīng)用,而國內(nèi)外關(guān)于BIM技術(shù)在軌道交通建設(shè)與運維階段的研究與應(yīng)用尚處于起步階段。本文結(jié)合上海軌道交通9號線東延伸工程,將BIM應(yīng)用于項目建設(shè)管理的全過程,為今后推廣BIM在軌道交通工程建設(shè)管理中的應(yīng)用積累經(jīng)驗。

1 工程建設(shè)基本情況

上海軌道交通9號線東延伸工程(以下簡為“9號線東延伸工程”)由楊高中路站延伸至曹路站,線路長13.831 km,共有芳甸路站、碧云路站、平度路站、金橋站、申江路站、金海路站、顧唐路站、民雷路站、曹路站等9個車站。這9個站分別由9家施工總承包單位承建,并分別對應(yīng)9家施工監(jiān)理單位。

2 BIM應(yīng)用情況

根據(jù)9號線東延伸工程的進展情況以及申通集團關(guān)于項目建設(shè)管理的相關(guān)流程,編制了9號線東延伸工程BIM應(yīng)用策劃書,并以此來規(guī)范和指導9號線東延伸工程項目各參建方,以推進BIM技術(shù)在工程建設(shè)各階段中的應(yīng)用。

2.1 BIM協(xié)同信息系統(tǒng)

為了提高BIM工作管理效率,專門開發(fā)了9號線東延伸工程BIM協(xié)同信息系統(tǒng)。這是BIM參與各方信息交互溝通的基礎(chǔ)平臺,為項目公司和總體設(shè)計單位(中鐵二院工程集團有限責任公司)的BIM工程項目管理提供技術(shù)支撐。該系統(tǒng)可實現(xiàn)項目各BIM參與單位在不同辦公地點登錄進行工作,且工作成果可通過平臺進行交互共享,以實現(xiàn)對項目各參與方、工作任務(wù)和BIM成果文件的統(tǒng)一、準確、有效管理,確保項目工作與項目文件的關(guān)聯(lián)性和有效性,最終形成項目電子檔案庫。該系統(tǒng)功能模塊示意圖如圖1所示。

圖1 BIM協(xié)同信息系統(tǒng)功能模塊示意圖

2.2 初步設(shè)計階段

2.2.1 場地現(xiàn)狀仿真

學生通過科學的觀察與分析更好地對點在運行期間的特征進行了解與掌握，進一步發(fā)現(xiàn)函數(shù)動點問題中存在的隱藏信息。同時教師應(yīng)對多媒體教學方法進行運用，結(jié)合問題播放相應(yīng)的動畫，對學生問題的回答進行補充并提出較為重要的關(guān)鍵性信息，其中還可結(jié)合實際教學情況對學生進行相應(yīng)的鼓勵。其主要目的是對幾何畫板進行使用，較好地顯示出點的運動流程，讓學生直觀了解其運行流程與運行期間的重中之重。同時許多學生可較好地通過圖像發(fā)現(xiàn)相應(yīng)的條件與信息。另一方面，利用對圖像進行直接觀察還可在一定程度上促進學生學習的積極性。

通過場地現(xiàn)狀三維建模,可檢查車站主體、出入口和風井與道路紅線、綠線、河道藍線、高壓線及周邊建筑物之間的距離關(guān)系,為規(guī)劃設(shè)計方案送審提供直觀的印象。圖2為金橋站與周邊環(huán)境位置關(guān)系示意圖,圖3為金橋站出入口和風井同高壓線的位置關(guān)系示意圖。

圖2 金橋站與周邊環(huán)境位置關(guān)系示意圖

2.2.2 市政管線搬遷模擬

通過對車站外市政綜合管線三維建模,可分階段模擬管線搬遷并進行碰撞檢查,并對管線搬遷方案進行優(yōu)化。嚴格按照BIM模型定位進行管線遷改,施工完成后對管線位置進行實測,并對BIM模型進行修正,作為站外市政管線電子檔案進行保存,

圖3 金橋站出入口和風井同高壓線的位置關(guān)系示意圖

為今后市政管線的運維提供依據(jù)。圖4為金橋站第一階段地下管線搬遷示意圖。先將車站主體和南側(cè)附屬結(jié)構(gòu)范圍管線搬遷至車站北側(cè),以便施工車站主體和南側(cè)附屬結(jié)構(gòu)。

2.2.3 道路翻交模擬

通過BIM模型模擬站外交通疏解過程,其周邊環(huán)境真實直觀,可由此檢查道路翻交方案的可行性,并對交通方案進行實地優(yōu)化。

2.3 施工圖設(shè)計階段

2.3.1 站內(nèi)管線綜合碰撞檢查

圖4 金橋站第一階段地下管線搬遷示意圖

圖5 金橋站站內(nèi)綜合管線示意圖

2.3.2 工程量復核

為配合工程招標,除原投資監(jiān)理招標工程量計算和設(shè)計院施工圖預(yù)算工程量之外,還可通過BIM三維模型統(tǒng)計招標工程量,并將這三個工程量進行對比,互相校核,以確保招標工程量計算的準確性。此舉得了比較好的效果。

2.3.3 裝修效果模擬

充分運用BIM技術(shù)三維可視化的特征,通過對BIM模型賦予裝修材質(zhì)信息、顏色信息和光源信息,可以模擬場景效果,生成裝修效果圖。與傳統(tǒng)手繪效果圖相比,BIM技術(shù)生成的效果圖修改更方便,顏色更逼真,與實際場景更加切合。圖7為金橋站出入口外裝修效果圖。

圖7 金橋站出入口外裝修效果圖

2.4 施工階段

利用BIM技術(shù)三維可視化的顯著特征,可將施工籌劃整合到BIM模型中。在正式施工前,先用BIM技術(shù)模擬整個施工過程,并以此來檢查施工方案的可行性。通過預(yù)先施工模擬,可檢查各施工工序之間搭接是否緊湊，人工、機械、材料及施工工期安排是否合理,以取得對整個施工籌劃進行優(yōu)化的結(jié)果。圖8為金海路站基坑開挖示意圖。圖9為金海路站施工仿真模擬示意圖，該仿真模擬是動態(tài)的,隨著施工過程的推進,施工工程量可同步顯示匯總,并能按要求生成驗工月報。

圖8 金海路站基坑開挖示意圖

圖9 金海路站施工仿真模擬示意圖

3 結(jié)語

BIM技術(shù)在軌道交通9號線東延伸工程建設(shè)

中得到全面應(yīng)用,使項目建設(shè)的成本、進度、質(zhì)量得到更好的控制,提升了項目的管理效率,對于提高上海軌道交通建設(shè)管理水平起到了一定的促進作用。

[1] 黃大明.上海市軌道9號線三期工程可行性研究報告[R].上海:上海軌道交通申松線發(fā)展有限公司，2012.

[2] 林敏.上海市軌道9號線東延伸工程BIM應(yīng)用策劃書[R].上海:上海軌道交通申松線發(fā)展有限公司，2013.

[3] 蔡蔚.建筑信息模型(BIM)技術(shù)在城市軌道項目管理中的應(yīng)用與探索[J].城市軌道交通研究，2014(4):1.

(Continued from Special Commentary)

The increase of train speeds is the most serious challenge for brake technology. Because the train kinetic energy is proportional to the square of the train speed, under a certain braking distance, the train′s braking power (the kinetic energy transferred by train per unit time) is a cubic function of the train speed. The experiment data showed that even when the train runs at 200 km/h, which just enters the high speed range, if only a single braking mode is adopted (for example, only using the tread brake belonging to the adhesive brake), its average axis braking power would surpass 340 kW limit value. At this time, due to the wheels kinetic energy′s “transferring” and “moving” do not match, the hot cracking of the wheel tread would be led to, which could severely affect the train′s running safety. Therefore, when the high-speed train′s speed grade reaches 350 km/h or more, the best combination of various braking modes must be reasonably selected during the entire period from the starting of the train brake to the train′s complete stop. Among them, the transfer of all or most of the kinetic energy should be undoubtedly completed by various brake modes included in the adhesive brake system according to the period order of the most optimization configuration, so as to reach the high-speed train′s securely-stopping in not beyond the “bottom line” of the adhesive limit and the brake power limit and within the braking distance of that speed grade provided by “The Railway Technology Management Procedures”. Meanwhile, selecting non-adhesive brake modes to share the transfer of part of the train brake kinetic energy must also be considered.

The aerodynamic braking, also known as “the wind drag brake” or “the wing plate brake ”, is a kind of non-adhesive brake. When the train brakes, a certain area of the wing panels (braking wing) on the top of the vehicle body stretches out to increase the total frontal area of the train, so as to increase train running resistance and form part of the braking force. This air resistance is also proportional to the square of train′s running speed, the higher the train′s speed is, the bigger the braking power is. Thus, they have the excellent performance. While the train runs at high speed, due to the wing panels′ making the dramatic changes in the flow field around the train body, mainly on the train body top, they would cause the turbulence phenomenon of the vehicle body surface to be increased, leading to the friction resistance′s between train and air increasing and also forming a certain amount of braking force.

In 2009, the Ministry of Science and Technology and the original Ministry of Railways jointly implemented the joint action plan of the independent innovation of China′s high-speed trains. Among them, the Institute of Railway and Urban Rail Transit of Tongji University undertook the development of the new-type high-speed train braking mode—the aerodynamic braking device (braking wind-wing). It is the first time for China to research this new type of braking system. The project research team underwent 5 years of hard work, and then according to the plan, they installed this braking device prototype that they successfully developed on the experimental train of 500 km/h high-speed that the host plant produced. And from May 9, 2014 to May 15, 2014, the braking device carried out the route test on the upstream section of Yichun to the Nanchang-West of the Shanghai-Kunming railway line. The test results showed that this air resistance braking mode could make more contributions in the train′s high-speed range. When emergency composite braking was implemented at the speed of 350 km/h, the aerodynamic braking device could shorten about 150m braking distance. If the initial velocity (train′s maximum running speed) for braking is higher, this braking system will make a greater contribution in shortening braking distance.

The above-mentioned braking technology of China′s high-speed trains perhaps can be referred to for researching and developing the “super high speed rail” system.

(Translated by SUN Zheng)

Application of BIM in the Construction of East Extension Project on Shanghai Rail Transit Line 9

QIU Zhaoming

BIM technology has been widely applied in civil architectures and urban rail transit industry of China. Taking the east extension project on Shanghai rail transit Line 9 as an example, the application of BIM in the construction management of rail transit is introduced. This technology could help to control the cost, construction schedule and project quality, also improve the project management efficiency. It has played an important promoting role in enhancing the construction management level of Shanghai urban rail transit.

urban rail transit; building information modeling (BIM); construction managementt

*上海申通地鐵集團2015科研計劃項目(JS-KY152023-5-1)

F 530.7

10.16037/j.1007-869x.2016.06.033

2016-01-20)