A resilience assessment method, system and medium for a three-network multi-mode public transportation system

Abstract

The present invention discloses a resilience assessment method, system and medium for a three-network multi-modal public transportation system, and belongs to the technical field of urban transportation planning and management. The method comprises: S1: data acquisition stage, acquiring basic information of the urban transportation network, wherein the basic information of the urban transportation network includes rail station information, bus station information, shared bicycle stop information and POI information; S2: normal service level calculation stage, calculating the normal service level of the three-network multi-modal public transportation system; S3: interference event simulation stage, simulating structural interference events in the three-network multi-modal public transportation system; S4: system resilience assessment stage, calculating the service level of the three-network multi-modal public transportation system when it is disturbed and evaluating the system resilience. By integrating multiple modes of transportation, the resilience of the entire urban transportation system can be more comprehensively assessed, rather than being limited to a single mode, which is more in line with the status quo of modern urban transportation systems.

Description

Technical Field

[0001] The present invention relates to the technical field of urban traffic planning and management, and in particular to a resilience assessment method, system and medium for a three-network multi-mode public transportation system. Background Art

[0002] Resilience assessment mainly refers to the assessment of the ability of the transportation system to quickly restore normal operation in the face of emergencies such as natural disasters, accidents, and system failures. In recent years, scholars at home and abroad have conducted extensive research on transportation resilience. Common evaluation indicators can be roughly divided into three categories: topological structure indicators, transportation system flow indicators, and transportation time cost indicators. Topological structure indicators refer to various indicators obtained by abstracting the stations in the transportation system into points and constructing a topological transportation network, including degree centrality, proximity centrality, betweenness centrality, eigenvector centrality, etc. Transportation system flow indicators include the OD volume between stations and the inflow and outflow of the station itself. Station flow indicators are often used as indicators to measure the importance of stations. Transportation time cost indicators are the most common indicators. Its concrete presentation is often the travel cost of the transportation system. In specific scenarios, it can be determined by the ratio of traffic flow to travel time.

[0003] In traditional assessments of the resilience of transportation systems, the focus is often on a single transportation mode, such as assessing the resilience of rail transit or bus systems alone, while the synergy and complementarity between different transportation modes are rarely considered. This method cannot fully reflect the true response and resilience of the entire urban transportation system when facing challenges. In recent years, as some scholars have expanded their research objects, the resilience assessment of transportation systems has gradually integrated rail transit networks and bus networks. They constructed a coupled transportation network of rail transit and bus through a topological structure, and deeply explored the resilience of the combined transportation network under the condition of a cascading effect when a certain transportation mode is disturbed.

[0004] However, in modern urban transportation systems, multiple modes of transportation, such as rail transit, buses and shared bicycles, together constitute a complex urban transportation network. With the acceleration of urbanization, the efficiency and resilience of these transportation systems are increasingly valued. The assessment of transportation resilience that only considers the rail transit network and the bus network ignores the replacement of walking by shared bicycles in the modern transportation system and the connection between shared bicycles and long-distance public transportation such as rail transit and buses. Summary of the invention

[0005] The purpose of the present invention is to overcome the deficiencies of the prior art and to provide a method, system and medium for assessing the resilience of a three-network multi-mode public transportation system.

[0006] The objective of the present invention is achieved through the following technical solutions: The first aspect of the present invention provides: a resilience assessment method for a three-network multi-mode public transportation system, comprising the following steps:

[0007] S1: Data acquisition stage, obtaining basic information of the urban transportation network, which includes rail station information, bus station information, shared bicycle stop information and POI information;

[0008] S2: Normal service level calculation stage, calculate the normal service level of the three-network multi-modal public transportation system;

[0009] S3: Disturbance event simulation phase, simulating structural disturbance events in the three-network multi-modal public transportation system;

[0010] S4: System resilience assessment phase, calculates the service level of the three-network multimodal public transportation system when it is disturbed and evaluates the system resilience.

[0011] Preferably, the rail station information, bus station information, and shared bicycle stop information are used to construct the system topology of a three-network multi-modal public transportation system and calculate the connectivity of rail stations and bus stations; the rail station information, bus station information, shared bicycle stop information, and POI information are used to calculate the importance of rail stations and bus stations; the rail station information includes the rail passenger flow and rail passenger travel routes of each rail station; the bus station information includes the bus passenger flow and bus passenger travel routes of each bus station; the OD travel volume is counted based on the rail passenger flow, rail passenger travel routes, bus passenger flow, and bus passenger travel routes; the station travel time between each rail station and each bus station is calculated based on the rail station information and the bus station information, the rail transportation time cost and the bus transportation time cost are calculated based on the station travel time, and the shared bicycle transportation time cost is calculated based on the shared bicycle order data.

[0012] Preferably, the normal service level is calculated through system topology, system passenger flow and system transportation cost; the system passenger flow includes rail passenger flow and bus passenger flow; the system transportation cost includes rail transportation time cost, bus transportation time cost and shared bicycle transportation time cost.

[0013] Preferably, the system topology is constructed by the following steps:

[0014] Recording rail stations and bus stations as topological points, taking rail stations as connection center points, taking a first preset distance as a connection radius, and connecting bus stations and rail stations within the connection radius to form a rail-bus combined transportation network;

[0015] Taking the rail station and the bus station as the attraction center point and the second preset distance as the attraction radius, the shared bicycles within the attraction radius are connected to the rail station and the bus station;

[0016] The topological connectivity coefficient of site i in the system topology The POI coefficient of station i in the system topology is the POI within the scope of the rail-bus combined transportation network. The POI coefficient of station i in d i is the number of connections to site i, N is the total number of rail stations and bus stops in the system topology, a p for p The weight coefficient of POI-like points, n p for p The number of POI-like points; take the absolute value of the topological connectivity coefficient and POI coefficient of site i, normalize them, and then calculate the average value to obtain the importance coefficient of site i ; Importance coefficient of OD travel volume between station i and station j ,in I j is the importance coefficient of site j, CD r is the connectivity of site r, P s is the POI coefficient of site s.

[0017] Preferably, the rail passenger flow is obtained by counting the passenger records of rail stations; according to the boarding station of the bus passenger for the X+1th trip, the nearest bus station in the Xth trip route is retrieved as the alighting station for the Xth trip, and finally the boarding station and alighting station for the Xth trip are obtained to obtain the bus passenger flow; the passenger flow between station i and station j is calculated by express.

[0018] Preferably, the system transportation cost is obtained by coupling the shared bicycle transportation time with the rail transportation time cost and the bus transportation time cost respectively;

[0019] Rail or bus transportation time cost between station i and station j Calculated by the following formula:

[0020] in, n Passenger number, is the travel time of passenger n between station i and station j.

[0021] The transportation time of shared bicycles includes the time cost of arriving at the station and time cost of leaving the site , calculated based on the average riding time in the shared bicycle order records;

[0022] System transportation costs ;

[0023] Normal service level .

[0024] Preferably, when a structural disturbance event occurs, the three-network multi-modal public transportation system goes through a damage phase, a response phase, and a recovery phase, and traveling passengers choose to wait in place or change their travel mode;

[0025] The damage time experienced by site i during the damage phase is calculated using the following formula:

[0026] in for n Passenger No. i - travel time between station 1 and station i, is the passenger flow between station i-1 and station i;

[0027] The response time experienced by site i in the response phase is recorded as ;

[0028] The recovery time of site i during the recovery phase is calculated using the following formula:

[0029] in, for n Passenger No. arrives at stop No. i i +Travel time for stop 1, is the passenger flow between station i and station i+1;

[0030] Disturbance time experienced by the structural disturbance event at site i ;

[0031] When the traveling passengers choose to wait at the place, the waiting time = + ;

[0032] When a passenger chooses to change the mode of travel, the changed travel time is recorded as , the probability that a passenger changes their travel mode , the travel time from station i to station j after changing the travel mode in, m The travel mode chosen by passengers, is the probability of choosing travel mode m, is the travel time required for travel mode m.

[0033] Preferably, the interference service level ; System resilience Among them, Q is the real-time service level of the three-network multi-modal public transportation system

[0034] The second aspect of the present invention provides: a three-network multi-mode public transportation system resilience assessment system, used to implement any of the above three-network multi-mode public transportation system resilience assessment methods, comprising:

[0035] A data acquisition module is used to acquire basic information of the urban transportation network, wherein the basic information of the urban transportation network includes rail station information, bus station information, shared bicycle stop information and POI information;

[0036] Normal service level calculation module, used to calculate the normal service level of the three-network multi-mode public transportation system;

[0037] Interference event simulation module, used to simulate structural interference events in the three-network multi-modal public transportation system;

[0038] System resilience assessment module, used to calculate the disrupted service level of the three-network multi-modal public transportation system and evaluate the system resilience.

[0039] The third aspect of the present invention provides: a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are loaded and executed by a processor, any of the above-mentioned three-network multi-modal public transportation system resilience assessment methods is implemented.

[0040] The beneficial effects of the present invention are:

[0041] 1) By integrating multiple modes of transportation, the resilience of the entire urban transportation system can be more comprehensively assessed, rather than being limited to a single mode, which is more in line with the current status of modern urban transportation systems.

[0042] 2) The topological structure of the "railway + bus + slow travel" three-network multi-modal public transportation system was constructed, expanding the research object of the coupled transportation network. It also highlighted the characteristics of shared bicycles in the transportation network, which mainly serve to connect other transportation and short-distance travel.

[0043] 3) The three-network multi-modal public transportation system constructed by the present invention has higher resilience than the existing transportation system.

[0044] 4) The relationship between the service level of shared bicycles and the degree of interference in the urban transportation system was explored in depth. While implementing the urban resilience assessment, the degree to which the service level of shared bicycles at the station level improves the resilience of the transportation system within the station service range can be analyzed.

[0045] 5) When calculating the transportation service level, the values ​​of some indicators are measured at relative levels, such as topological structure and POI level. This method can avoid excessively high values ​​of a certain item at a certain station leading to excessively high service levels. By normalizing the relative values, the calculation of the final service level can be more reasonable. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 A flow chart of the resilience assessment method for a three-network multi-modal public transportation system;

[0047] Figure 2 Flow chart for normal service level calculation;

[0048] Figure 3 Schematic diagram for station connection and shared bicycle attraction;

[0049] Figure 4 This is a schematic diagram for calculating bus passenger flow;

[0050] Figure 5 It is a schematic diagram of the passenger travel chain;

[0051] Figure 6 This is a schematic diagram of structural interference event processing;

[0052] Figure 7 This is a schematic diagram of the time required for each stage after a structural interference event occurs. DETAILED DESCRIPTION

[0053] The technical solution of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0054] See also Figure 1-Figure 7 The present invention provides a technical solution: The first aspect of the present invention provides: a resilience assessment method for a three-network multi-mode public transportation system, comprising the following steps:

[0055] S1: Data acquisition stage, obtaining basic information of the urban transportation network, which includes rail station information, bus station information, shared bicycle stop information and POI information;

[0056] S2: Normal service level calculation stage, calculate the normal service level of the three-network multi-modal public transportation system;

[0057] S3: Disturbance event simulation phase, simulating structural disturbance events in the three-network multi-modal public transportation system;

[0058] S4: System resilience assessment phase, calculates the service level of the three-network multimodal public transportation system when it is disturbed and evaluates the system resilience.

[0059] In some embodiments, the rail station information, bus station information, and shared bicycle stop information are used to construct the system topology of a three-network multi-modal public transportation system and calculate the connectivity of rail stations and bus stations; the rail station information, bus station information, shared bicycle stop information, and POI information are used to calculate the importance of rail stations and bus stations; the rail station information includes the rail passenger flow and rail passenger travel routes of each rail station; the bus station information includes the bus passenger flow and bus passenger travel routes of each bus station; the OD travel volume is counted based on the rail passenger flow, rail passenger travel routes, bus passenger flow, and bus passenger travel routes; the station travel time between each rail station and each bus station is calculated based on the rail station information and bus station information, the rail transportation time cost and bus transportation time cost are calculated based on the station travel time, and the shared bicycle transportation time cost is calculated based on the shared bicycle order data.

[0060] In some embodiments, the normal service level is calculated through system topology, system passenger flow and system transportation cost; the system passenger flow includes rail passenger flow and bus passenger flow; the system transportation cost includes rail transportation time cost, bus transportation time cost and shared bicycle transportation time cost.

[0061] In this embodiment, the main contents of the three elements and the process of estimating the normal service level of the multi-three-network multi-mode public transportation system are as follows: Figure 2 shown.

[0062] In some embodiments, the system topology is constructed by the following steps:

[0063] Recording rail stations and bus stations as topological points, taking rail stations as connection center points, taking a first preset distance as a connection radius, and connecting bus stations and rail stations within the connection radius to form a rail-bus combined transportation network;

[0064] Taking the rail station and the bus station as the attraction center point and the second preset distance as the attraction radius, the shared bicycles within the attraction radius are connected to the rail station and the bus station;

[0065] The topological connectivity coefficient of site i in the system topology The POI coefficient of station i in the system topology is the POI within the scope of the rail-bus combined transportation network. The POI coefficient of station i in d i is the number of connections to site i, Nis the total number of rail stations and bus stops in the system topology, a p for p The weight coefficient of POI-like points, n p for p The number of POI-like points; take the absolute value of the topological connectivity coefficient and POI coefficient of site i, normalize them, and then calculate the average value to obtain the importance coefficient of site i ; Importance coefficient of OD travel volume between station i and station j ,in I j is the importance coefficient of site j, CD r is the connectivity of site r, P s is the POI coefficient of site s.

[0066] In this embodiment, the first preset distance and the second preset distance are not limited to a specific numerical value, but are pre-set values ​​according to the actual working environment; assuming that the first preset distance is 300 meters and the second preset distance is 50 meters, the rail transit station is used as the connection center point and the connection radius is 300 meters, and the bus station is connected to the rail station to form a "rail + bus" combined transportation network. Afterwards, with the rail station and the bus station as the center and 50 meters as the attraction radius, the shared bicycles within the attraction range are connected to the corresponding stations. The rail station and the bus station construct a topological network structure, and the shared bicycles only record their service levels and integrate them with the service levels of the stations they serve. The connection between stations and the attraction to shared bicycles are shown in the figure. Figure 3 shown.

[0067] In some embodiments, the rail passenger flow is obtained by counting the passenger records of rail stations; according to the boarding station of the bus passenger for the X+1th trip, the nearest bus station in the Xth trip route is retrieved as the alighting station for the Xth trip, and finally the boarding station and alighting station of the Xth trip are obtained to obtain the bus passenger flow; the passenger flow between station i and station j is calculated using express.

[0068] In this embodiment, the card swiping records of rail transit passengers include the boarding station and the alighting station, so the rail passenger flow can be obtained by counting the card swiping records of rail transit. The public transportation system only stores the card swiping records of passengers boarding the bus, so the GIS software is used to determine the alighting station of the passenger based on the travel chain. Figure 4 As shown in FIG. 1 , the specific process is to retrieve the nearest station in the last trip route according to the next boarding station of the passenger as the last trip alighting station. Finally, the bus passenger flow of the bus passengers is counted.

[0069] In some embodiments, the system transportation cost is obtained by coupling the shared bicycle transportation time with the rail transportation time cost and the bus transportation time cost respectively;

[0070] Rail or bus transportation time cost between station i and station j Calculated by the following formula:

[0071] in, n Passenger number, is the travel time of passenger n between station i and station j.

[0072] The transportation time of shared bicycles includes the time cost of arriving at the station and time cost of leaving the site , calculated based on the average riding time in the shared bicycle order records;

[0073] System transportation costs ;

[0074] Normal service level .

[0075] In this embodiment, the rail transportation time cost can be directly calculated based on the time recorded on the card swiping record, and the bus transportation time cost is determined based on the travel time in the calculated OD data. Figure 5 As shown in the figure, shared bicycles serve the trips arriving at and leaving the stations, and together with rail buses, they form a complete travel chain for passengers.

[0076] In some embodiments, when a structural disturbance event occurs, the three-network multimodal public transportation system goes through a damage phase, a response phase, and a recovery phase, and traveling passengers choose to wait in place or change travel modes;

[0077] The damage time experienced by site i during the damage phase is calculated using the following formula:

[0078] in for n Passenger No. i - travel time between station 1 and station i, is the passenger flow between station i-1 and station i;

[0079] The response time experienced by site i in the response phase is recorded as ;

[0080] The recovery time of site i during the recovery phase is calculated using the following formula:

[0081] in, for n Passenger No. arrives at stop No. i i +Travel time for stop 1, is the passenger flow between station i and station i+1;

[0082] Disturbance time experienced by the structural disturbance event at site i ;

[0083] When the traveling passengers choose to wait at the place, the waiting time = + ;

[0084] When a passenger chooses to change the mode of travel, the changed travel time is recorded as , the probability that a passenger changes their travel mode , the travel time from station i to station j after changing the travel mode in, m The travel mode chosen by passengers, is the probability of choosing travel mode m, is the travel time required for travel mode m.

[0085] In this embodiment, when a structural interference event occurs, such as Figure 6 As shown in Figure 1, the three-network multi-modal public transportation system will go through three stages to return to normal, and passengers will face two choices. Figure 7 The time spent in each stage is different. The time spent in the damaged stage is determined by the time required for the upstream station to reach the station. The travel time that is numerically equivalent to the time between the two stations is recorded as The response time depends on the service level of the transportation system and is linked to the construction of the city's transportation system. It is generally taken as an integer multiple of 60 seconds and is recorded as The time spent in the recovery phase is determined by the time it takes for a train to arrive at the downstream station from the station, recorded as , so it is numerically equivalent to the travel time of the two stations. The travel time of passengers waiting in place is the basic travel time plus the waiting time. Passengers who choose to change their travel mode will consider the travel cost and eventually choose the travel mode with the lowest cost. The final choice probability is determined by the travel cost. First, the travel cost between each type of travel must be measured, and the calculation formula is: in, is the travel cost per unit time for each mode, is the time required for each type of travel, and the new travel time is also the type selected from these three types, recorded as , after determining the new travel mode, the passenger’s travel time will become the travel time required for the corresponding travel mode.

[0086] In some embodiments, the interference service level ; System resilience Among them, Q is the real-time service level of the three-network multi-modal public transportation system.

[0087] In this embodiment, the service level after the station is disturbed can be obtained by changing the travel time of the travel mode. , Figure 7 The shaded area in the middle represents the service level lost by the transportation system, and the service level that remains is the resilience of the transportation system.

[0088] The second aspect of the present invention provides: a three-network multi-mode public transportation system resilience assessment system, used to implement any of the above three-network multi-mode public transportation system resilience assessment methods, comprising:

[0089] A data acquisition module is used to acquire basic information of the urban transportation network, wherein the basic information of the urban transportation network includes rail station information, bus station information, shared bicycle stop information and POI information;

[0090] Normal service level calculation module, used to calculate the normal service level of the three-network multi-mode public transportation system;

[0091] Interference event simulation module, used to simulate structural interference events in the three-network multi-modal public transportation system;

[0092] The system resilience assessment module is used to calculate the service level of the three-network multi-modal public transportation system when it is disturbed and evaluate the system resilience.

[0093] The third aspect of the present invention provides: a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are loaded and executed by a processor, any of the above-mentioned three-network multi-modal public transportation system resilience assessment methods is implemented.

[0094] The above is only a preferred embodiment of the present invention. It should be understood that the present invention is not limited to the form disclosed herein, and should not be regarded as excluding other embodiments, but can be used in various other combinations, modifications and environments, and can be modified within the scope of the concept described herein through the above teachings or the technology or knowledge of the relevant field. The changes and modifications made by those skilled in the art shall not deviate from the spirit and scope of the present invention, and shall be within the scope of protection of the claims attached to the present invention.

Claims

1. A method for assessing the resilience of a three-network multi-modal public transportation system, characterized by: The following steps are involved: S1: Data acquisition stage, obtaining basic information of the urban transportation network, which includes rail station information, bus station information, shared bicycle stop information and POI information; S2: Normal service level calculation stage, calculate the normal service level of the three-network multi-modal public transportation system; S3: Disturbance event simulation phase, simulating structural disturbance events in the three-network multi-modal public transportation system; S4: System resilience assessment phase, calculating the service level of the three-network multimodal public transportation system when it is disturbed and assessing the system resilience; The rail station information, bus station information, and shared bicycle stop information are used to construct the system topology of the three-network multi-mode public transportation system and calculate the connectivity of rail stations and bus stations; the rail station information, bus station information, shared bicycle stop information, and POI information are used to calculate the importance of rail stations and bus stations; the rail station information includes the rail passenger flow and rail passenger travel routes of each rail station; The bus stop information includes the bus passenger flow and bus passenger travel routes of each bus stop; OD travel volume is counted based on rail passenger flow, rail passenger travel routes, bus passenger flow and bus passenger travel routes; station travel time between each rail station and each bus station is calculated based on rail station information and bus station information, rail transportation time cost and bus transportation time cost are calculated based on station travel time, and shared bicycle transportation time cost is calculated based on shared bicycle order data; The normal service level is calculated by the system topology, system passenger flow and system transportation time cost; the system passenger flow includes rail passenger flow and bus passenger flow; the system transportation time cost includes rail transportation time cost, bus transportation time cost and shared bicycle transportation time cost; The system topology is constructed by the following steps: Recording rail stations and bus stations as topological points, taking rail stations as connection center points, taking a first preset distance as a connection radius, and connecting bus stations and rail stations within the connection radius to form a rail-bus combined transportation network; Taking the rail station and the bus station as the attraction center point and the second preset distance as the attraction radius, the shared bicycles within the attraction radius are connected to the rail station and the bus station; The topological connectivity coefficient of site i in the system topology The POI coefficient of station i in the system topology is the POI within the scope of the rail-bus combined transportation network. The POI coefficient of station i in d i is the number of topological connections of site i, N is the total number of rail stations and bus stops in the system topology, a p for p The weight coefficient of POI-like points, n p for p The number of POI-like points; The topological connectivity coefficient and POI coefficient of site i are taken in absolute value, normalized, and then averaged to obtain the importance coefficient of site i. ; OD travel path importance coefficient between station i and station j ,in I j is the importance coefficient of site j, CD r is the connectivity of site r, P s is the POI coefficient of site s.

2. The resilience assessment method for a three-network multi-mode public transportation system according to claim 1 is characterized by: The rail passenger flow is obtained by counting the passenger records at the rail stations; according to the boarding station of the bus passenger for the X+1th trip, the nearest bus station in the Xth trip route is retrieved as the alighting station for the Xth trip, and finally the boarding station and alighting station for the Xth trip are obtained to obtain the bus passenger flow; The passenger flow between station i and station j is express.

3. The resilience assessment method for a three-network multi-mode public transportation system according to claim 2 is characterized by: The system transportation time cost is obtained by coupling the shared bicycle transportation time with the rail transportation time cost and the bus transportation time cost respectively; Rail or bus transportation time cost between station i and station j Calculated by the following formula: in, n Passenger number, is the travel time of passenger n between station i and station j; The transportation time of shared bicycles includes the time cost of arriving at the station and time cost of leaving the site , calculated based on the average riding time in the shared bicycle order records; System transportation time cost ; Normal service level .

4. The method for assessing resilience of a three-network multi-mode public transportation system according to claim 3, characterized in that: When a structural disturbance event occurs, the three-network multimodal public transportation system goes through the damage phase, response phase, and recovery phase, and passengers choose to wait in place or change their travel mode; The damage time experienced by site i during the damage phase is calculated using the following formula: in for n Passenger No. i - travel time between station 1 and station i, is the passenger flow between station i-1 and station i; The response time experienced by site i in the response phase is recorded as ; The recovery time of site i during the recovery phase is calculated using the following formula: in, for n Passenger No. arrives at stop No. i i +Travel time for stop 1, is the passenger flow between station i and station i+1; Disturbance time experienced by the structural disturbance event at site i ; When the traveling passengers choose to wait at the place, the waiting time = + ; When a passenger chooses to change the mode of travel, the changed travel time is recorded as , the probability that a passenger changes their travel mode , the travel time from station i to station j after changing the travel mode in, m The travel mode chosen by passengers, is the probability of choosing travel mode m, is the travel time required for travel mode m.

5. The method for assessing resilience of a three-network multi-mode public transportation system according to claim 4, characterized in that: The service level of the described three-network multimodal public transportation system when it is disturbed: ; System resilience Among them, Q is the real-time service level of the three-network multi-modal public transportation system.

6. A three-network multi-mode public transportation system resilience assessment system, characterized by: The method for implementing the resilience assessment method of a three-network multi-mode public transportation system as claimed in any one of claims 1 to 5 comprises: A data acquisition module is used to acquire basic information of the urban transportation network, wherein the basic information of the urban transportation network includes rail station information, bus station information, shared bicycle stop information and POI information; Normal service level calculation module, used to calculate the normal service level of the three-network multi-mode public transportation system; Interference event simulation module, used to simulate structural interference events in the three-network multi-modal public transportation system; System resilience assessment module, used to calculate the disrupted service level of the three-network multi-modal public transportation system and evaluate the system resilience.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are loaded and executed by the processor, the three-network multi-modal public transportation system resilience assessment method as described in any one of claims 1-5 is implemented.

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