Passenger flow evacuation method for subway sudden operation interruption based on improved sparrow search algorithm

Abstract

The present invention proposes a passenger flow evacuation method for sudden operation interruption of subway based on improved sparrow search algorithm, which is used for passenger flow evacuation after sudden operation interruption of subway. The method fits the functional relationship between passenger path travel time and maximum delay tolerance time, comprehensively considers travel time, travel cost, travel comfort and maximum delay tolerance time as path profit and loss reference points, calculates value function, decision weight function and cumulative prospect value, constructs a passenger travel path selection model under sudden operation interruption of subway based on cumulative prospect theory, further establishes a passenger flow collaborative evacuation model by considering passenger demand within the duration of interruption, and obtains a collaborative scheduling plan by solving with improved sparrow search algorithm; the present invention is conducive to improving the transfer efficiency and coordination of passengers at temporary short-circuit turnaround stations of subways, effectively reducing the waiting time of passengers, and thus improving the overall travel experience of passengers.

Description

Technical Field

[0001] The invention relates to the technical field of emergency management, in particular to a method for evacuating passenger flow in case of sudden operation interruption of a subway based on an improved sparrow search algorithm. Background Art

[0002] During the operation of the subway system, its internal stability, availability and observability are easily disturbed by unexpected factors, which in turn increases the risk of service delays or even interruptions, causing passengers to be stranded in stations or carriages, posing a potential threat to the safety of urban public transportation. In response to such situations, emergency shuttle bus dispatch and subway operation adjustments have become the two main capacity compensation measures for dealing with sudden subway operation interruptions, which are crucial to ensuring passenger safety, reducing delays and maintaining traffic order.

[0003] However, the existing methods have the following problems:

[0004] Emergency shuttle buses mainly serve the static passenger demand of passengers stranded in the interrupted section at the moment of the interruption event, so as to give full play to its evacuation function. However, the travel guarantee for passengers who still choose emergency shuttle buses to travel with the subway after learning that the subway section is interrupted is relatively weak, which to some extent limits the transportation guarantee potential of emergency shuttle buses during the interruption period.

[0005] Emergency shuttle buses and temporary subway short-circuits are two major capacity compensation measures, which play a vital role in sudden subway operation interruptions. However, the two modes of transportation are dispatched independently. Due to the difference in carrying capacity caused by the different capacity and number of emergency shuttle buses and subway trains, it is easy to waste capacity resources or insufficient capacity, which may cause passengers to face long waiting times and reduce transportation efficiency.

[0006] In summary, when a subway line with a large passenger flow is interrupted, if the dispatch between the emergency shuttle bus and the temporary subway short-circuit cannot be effectively coordinated, it may cause serious delays for passengers, which will have a serious impact on the normal operation of urban public transportation and the travel experience of passengers. Therefore, it is necessary to attach great importance to and strengthen the coordination and flexibility of the emergency dispatch mechanism to ensure that it can respond to emergencies quickly and effectively, ensure the safety and smoothness of passengers' travel, and further improve the efficiency of emergency dispatch and service quality. Summary of the invention

[0007] The present invention proposes a passenger flow evacuation method for sudden operation interruption of subway based on improved sparrow search algorithm, which is a passenger flow coordinated evacuation optimization method for sudden operation interruption of subway based on improved sparrow search algorithm. The method is conducive to improving the transfer efficiency and coordination of passengers at temporary short-circuit turnaround stations in subways, effectively reducing the waiting time of passengers, thereby improving the overall travel experience of passengers.

[0008] The present invention adopts the following technical solutions.

[0009] The method for passenger flow evacuation in case of sudden operation interruption of subway based on improved sparrow search algorithm is used for passenger flow evacuation after sudden operation interruption of subway. The method fits the functional relationship between passenger path travel time and maximum delay tolerance time, comprehensively considers travel time, travel cost, travel comfort and maximum delay tolerance time as path profit and loss reference points, calculates value function, decision weight function and cumulative prospect value, constructs passenger travel path selection model under sudden operation interruption of subway based on cumulative prospect theory, further establishes passenger flow collaborative evacuation model by considering passenger demand within the duration of interruption, and obtains collaborative scheduling scheme by solving with improved sparrow search algorithm.

[0010] The method for evacuating passenger flow during sudden operation interruption of subway based on improved sparrow search algorithm includes the following steps:

[0011] Step S1: Collect the maximum delay tolerance time of passengers and fit the functional relationship between the passenger travel path time and the maximum delay tolerance time;

[0012] Step S2: Obtain the travel time cost and expense cost of the route plan, calculate the comfort cost through the expense cost, integrate it as the generalized travel cost, and integrate the travel route plan;

[0013] The travel path plan includes a subway-related travel path plan and a non-subway-related travel path plan;

[0014] Step S3: Calculate the path profit and loss reference point using the maximum tolerance time of passenger delay on each path in step S1 and the travel time cost, travel cost, and comfort cost in step S2 , further calculate the path value function , decision benefit weight function , decision loss weight function , cumulative decision benefit weight function , cumulative decision loss weight function , Cumulative Prospect Value ; The accumulated prospect value is used as the random utility value, and the path selection partition rate is calculated using the logit model;

[0015] Step S4: combining the path selection division rate in step S3 and the data of the subway automatic ticket vending and checking system, counting the original stranded passengers and the cumulative number of passengers arriving outside the station;

[0016] Step S5: by transferring passengers at the turnaround station, the emergency shuttle bus dispatch in the subway-related travel route plan is linked with the temporary short-circuit of the subway, and a collaborative evacuation model with the minimum total waiting time of passengers as the optimization goal is established;

[0017] Step S6: Use SPM chaotic mapping, butterfly algorithm global search strategy, and Cauchy mutation strategy to optimize the sparrow search algorithm to obtain an improved sparrow search algorithm, solve the collaborative evacuation model, and use the approximate optimal solution of the model decision variables as the line departure schedule, vehicle driving schedule, and subway temporary short-circuit schedule of the collaborative evacuation plan, thereby completing the collaborative scheduling optimization method of emergency shuttle buses and subway temporary short-circuit routes under sudden subway operation interruptions.

[0018] The subway-related travel route solutions include: detours within the subway system, subway combined emergency shuttle buses, subway combined regular buses, subway combined taxis, subway combined online ride-hailing cars, subway combined shared bicycles, and waiting on the spot;

[0019] In step S1, the maximum delay tolerance time of passengers is defined as the maximum delay tolerance time related to the original route travel time when the subway operation is suddenly interrupted and the passengers cannot reach the destination according to the original travel time and face the uncertainty of waiting time but show tolerance for the waiting time.

[0020] The maximum delay tolerance time is obtained through the questionnaire.

[0021] The method of fitting the functional relationship between the passenger travel path time and the maximum delay tolerance time is to study the maximum delay tolerance time of subway passengers in the area, perform function fitting on the respondents' daily travel time and maximum delay tolerance time, and obtain a fitting curve. If the fitting curve intuitively shows that with the increase of travel time, the maximum delay tolerance time of passengers shows an overall increasing trend, and the square of the fitting curve is greater than 0.8, and the residual sum of squares is low, then it is judged that the fitting function has a high goodness of fit and can describe the quantitative relationship between travel time and maximum delay tolerance time, as shown in the formula:

[0022] ;

[0023] Where: Indicates the maximum delay tolerance time acceptable to passengers; Indicates the passenger travel time.

[0024] Non-subway-related travel route options include: regular bus throughout the journey, taxi throughout the journey, online car-hailing throughout the journey, shared bicycles throughout the journey, private cars, walking, and giving up travel.

[0025] The step S4 specifically comprises the following steps:

[0026] Step S41: Obtain the subway timetable and obtain the departure time of trains at each station;

[0027] Step S42: obtaining the original stranded passengers on the platform according to the interruption time and the departure time of trains at each station of the subway line in combination with the data of the subway automatic ticket vending and checking system;

[0028] Step S43: Transfer the stranded passengers on the train in the interrupted section to the nearest safe station, and add these passengers to the platform passengers as the original stranded passengers on the platform;

[0029] Step S44: using the path selection division rate calculated in step S3, the original stranded passengers at the platform are reduced to calculate the original stranded passengers at the station;

[0030] Step S45: Divide the study period into several hourly periods of equal length according to the number of passengers entering the station. The calculation formula is:

[0031]

[0032] In the formula, is a set of subway stations, a and c are station indexes; is the number of passengers arriving at station a and preparing to go to station c within the nth time window; is the time window length; is the arrival rate of passengers arriving at station a and heading to station c within the nth time window; N is the total number of time windows.

[0033] Step S46: Utilize the historical subway automatic ticket vending and checking system data during the duration of the interruption to count the cumulative arriving passenger demand during each study hour period.

[0034] The step S5 establishes a collaborative evacuation model under sudden subway operation interruption, and the specific steps are as follows:

[0035] Step S51: Determine the coordinated dispatch mode as a direct emergency shuttle bus combined with a full-stop subway temporary short-distance route, operate emergency shuttle buses within the interruption section, and operate subway temporary short-distance route trains outside the interruption section;

[0036] Step S52: Calculate the passenger waiting time of the emergency shuttle bus and the temporary short-distance subway route according to the passenger demand calculated in step S4, and the calculation formula is:

[0037]

[0038]

[0039]

[0040]

[0041]

[0042]

[0043]

[0044]

[0045]

[0046]

[0047]

[0048]

[0049]

[0050]

[0051]

[0052]

[0053] Where: , , , , , , They are the waiting time for different types of passengers taking the emergency shuttle bus;

[0054] TB wait1 : The original waiting time of stranded passengers at the moment of sudden subway operation interruption. The waiting time of each passenger should be calculated from the moment of interruption until the first emergency shuttle bus on the connecting line leaves the waiting station;

[0055] TB wait2 : The waiting time of passengers arriving at the station at a certain arrival rate during the period from the moment when the subway operation is suddenly interrupted to the moment when the first emergency shuttle bus leaves for connection;

[0056] TB wait3 : The waiting time of passengers arriving at the station between the departure times of every two trains on the line;

[0057] TB wait4 : The waiting time for passengers who take a subway train to the turnaround station to transfer to an emergency shuttle bus should be calculated from the time the train arrives at the station until the emergency shuttle bus of the corresponding line departs;

[0058] TB wait5: The waiting time of stranded passengers who failed to board the emergency connecting bus u-1, the waiting time should be calculated from the departure time of bus u-1 to the departure time of bus u;

[0059] TB wait6 : After the last emergency shuttle bus |U| of each line leaves, there may still be waiting time for stranded passengers, accumulated passengers arriving outside the station, and passengers transferring to trains at the turnaround station;

[0060] TB wait7 : Cumulative waiting time of arriving passengers outside the station;

[0061] TB wait8 : Passenger waiting time for train transfer;

[0062] S is the set of interruption sites in the interruption interval; is the index of the emergency shuttle bus service station; D is the set of emergency shuttle bus storage points; d is the index of the emergency shuttle bus storage point; B is the set of emergency shuttle buses; b is the index of the emergency shuttle bus; u is the index of the emergency shuttle bus schedule; is the original number of stranded passengers who plan to go from station i to station j at the moment of interruption; is the departure time of the emergency shuttle bus route u from station i to station j; is a 0-1 variable. When , the emergency shuttle bus b is dispatched from the storage point d to perform the transportation task of the shift u from the station i to the station j; is the cumulative number of passengers arriving outside the station waiting for the emergency connecting bus u to station j at station i; |U| is the total number of line trips; M is the set of intermediate stations in the interrupted interval, S=M+O; O is the set of turnaround stations; o is the index of the turnaround station; V is the set of temporary short-circuit train trips; v is the subway train index; is the number of passengers who need to take the emergency shuttle bus to the intermediate station j in the interrupted section when the subway train v arrives at the reversing station o; is the arrival time of subway train v at the turnaround station o; is the first auxiliary 0-1 variable, when Time is the time when subway train v arrives at the turnaround station, which is between the departure times of bus trains u-1 and u; E is the set of normal operating stations and turnaround stations in the temporary short-circuit downstream of the interrupted section; is the number of stranded passengers who failed to take bus u-1 to station j at station i; T is the duration of the interruption, which also represents the interruption recovery time; is the departure time of the last bus from station i to station j; is the second auxiliary 0-1 variable. Time is the time when the subway train arrives at the turnaround station, which is between the departure time of the last bus |U| on the line and the interruption recovery time T;

[0063] , , , , , , They are the waiting time of various types of passengers on temporary short routes;

[0064] TM wait1 : The original waiting time of stranded passengers at the moment of sudden subway operation interruption. The waiting time of each passenger should be calculated from the moment of interruption until the first temporary short-circuit train leaves the waiting station;

[0065] TM wait2 : The waiting time of passengers arriving at the station at a certain arrival rate during the period from the moment when the subway operation is suddenly interrupted to the moment when the first temporary short-circuit train leaves the station;

[0066] TM wait3 : The waiting time of passengers arriving at the station between the departure times of every two trains on the line;

[0067] TM wait4 : The waiting time for passengers who take the emergency shuttle bus to the turnaround station to transfer to the subway train;

[0068] TM wait5 : The waiting time of stranded passengers who failed to board subway train v-1. The waiting time should be calculated from the departure time of train v-1 to the departure time of train v;

[0069] TM wait6 : After the last train |V| of each line leaves, there may still be waiting time for stranded passengers, accumulated passengers outside the station, and passengers changing trains at the turnaround station;

[0070] TM wait7 : Cumulative waiting time of arriving passengers outside the station;

[0071] TM wait8 : Passenger waiting time for train transfer;

[0072] is the departure time of subway train v at station a; is a 0-1 variable, The time when subway train v arrives at the turnaround station is between the departure times of bus trains u-1 and u; |V| is the total number of subway trains; is the number of stranded passengers who plan to take subway train v from station a to station c at the moment of interruption; is the cumulative number of passengers arriving outside station a waiting for subway train v to station c; H is the set of emergency shuttle bus transportation times; e is the index of emergency shuttle bus evacuation times; |E| is the last station of the temporary short-circuit downstream of the interrupted section; The actual number of passengers carried by the emergency shuttle bus when it performs the route u from station i to station j for the e-th evacuation; The proportion of passengers between stations who need to transfer to a temporary short-distance train after the emergency shuttle bus arrives at the turnaround station o; is the travel time of the emergency shuttle bus from interruption station i to interruption station j; is the third auxiliary 0-1 variable, when When ; is the number of stranded passengers who failed to take subway train v to station c at station a; is the fourth auxiliary 0-1 variable, when Time is the time when the emergency shuttle bus u arrives at the turnaround station, which is between the departure time of subway bus v and the interruption recovery time T;

[0073] is the arrival rate of passengers outside the bus stop i who are ready to go to bus stop j within the nth time window, unit: person / min;

[0074] is the time window length, unit: min;

[0075] Gather at the subway station;

[0076] is the fifth auxiliary 0-1 variable, when When , it means that there is no train v-1 service at this station;

[0077] is the travel time of the emergency shuttle bus from the interruption station i to the interruption station j, unit: min;

[0078] is the sixth auxiliary 0-1 variable. If bus u arrives at the turnaround station between the departure times of subway trains v-1 and v, then ,otherwise, ;

[0079] Step S53: The passenger waiting time of the emergency shuttle bus and the temporary short-distance subway route is taken as a whole, and the calculation formula is:

[0080]

[0081]

[0082]

[0083] Where: It indicates the total waiting time of the emergency shuttle bus to pick up passengers; It is the total waiting time of passengers taking temporary short-distance routes in the subway.

[0084] In step S5, establishing a coordinated evacuation model under sudden subway operation interruption also includes the following steps:

[0085] Step S54: the departure time of the last bus of each emergency shuttle bus line is set not to exceed the interruption time; the maximum number of evacuation times should be set for each emergency shuttle bus; the number of vehicles dispatched to each shuttle line from any storage point cannot exceed the number of remaining available vehicles at the storage point; the number of passengers in each emergency shuttle bus cannot exceed the vehicle's rated capacity; the bus line departure interval must be between the maximum departure interval and the minimum departure interval; each emergency shuttle bus can only be assigned to one station at a time to perform the through bus task; at least one of the two stations served by the emergency shuttle bus each time it performs an evacuation task is a turnaround station; the departure time of the first emergency shuttle bus of each line is not less than the time when the vehicle arrives at the starting station of the shuttle line from the storage point; the departure time of the next bus executed by the emergency shuttle bus cannot exceed the end time of the previous bus; there is a bus before each emergency shuttle bus trip, and there is a bus after each emergency shuttle bus trip, a total of eleven constraints.

[0086] In step S5, establishing a coordinated evacuation model under sudden subway operation interruption also includes the following steps:

[0087] Step S55: six constraints are set: the stop time of temporary short-circuit subway trains should be between the maximum stop time and the minimum stop time; the difference between the departure time of the next train at the same station and the arrival time of the previous train should be between the maximum departure interval and the minimum departure interval; the difference between the arrival time of the next train at the same station and the arrival time of the previous train should be between the maximum departure interval and the minimum departure interval; the difference between the departure time of the next train at the same station and the departure time of the previous train should be between the maximum departure interval and the minimum departure interval; the number of passengers on board cannot exceed the train's rated capacity; and the number of stranded passengers on the platform does not exceed the maximum capacity of the platform.

[0088] In step S5, the collaborative evacuation model under sudden subway operation interruption also includes step S56: integrating steps S51 to S55, considering the original stranded passengers at the moment of sudden subway operation interruption, and taking into account the cumulative passengers arriving outside the station during the duration of the interruption, so as to form a collaborative passenger evacuation model under sudden subway operation interruption.

[0089] The implementation steps of step S6 are as follows:

[0090] Step S61: Add SPM chaotic mapping in the initialization phase of the sparrow search algorithm, and the calculation formula is:

[0091]

[0092] Where: Indicates The number of chaotic sequences; represents the remainder function; λ and μ represent the chaos parameters, both of which have a value range of (0,1); r represents a random number between (0,1);

[0093] Map the generated chaotic sequence number to the population solution space, and the calculation formula is:

[0094]

[0095] Where: represents the lower bound of the space of population solutions; represents the spatial upper bound of the population solution;

[0096] Step S62: Using the global search strategy of the butterfly search algorithm to replace the producer position update strategy of the sparrow search algorithm The relationship between the two stages is calculated as follows:

[0097]

[0098]

[0099] In the formula, Represents the position information of the sparrow individual numbered i in dimension j of the sparrow population after the tth iteration; Represents a random number that obeys the [0,1] normal distribution; It indicates the position of the sparrow with the best fitness after t iterations; represents the fragrance concentration of the i-th butterfly in the butterfly algorithm; f represents the measurement value of the fragrance concentration emitted by the butterfly; c represents the sensory modality factor of the butterfly, which is 0.1; I represents the stimulus intensity; ε represents the fragrance factor, which is 0.01. Q represents a random number that follows a normal distribution; L represents a 1×d matrix; and ST represent the warning value and warning threshold. When , indicating that the foraging area is unsafe;

[0100] Step S63: Introduce the Cauchy mutation strategy into the sparrow search algorithm, and the calculation formula is:

[0101]

[0102] Where: Indicates in the population The position of the sparrow with the worst fitness after iterations; Indicates the position of the discoverer with the best fitness in the population after t+1 iterations; represents the standard Cauchy distribution; represents multiplication; A represents a 1×d matrix, which randomly selects 1 or -1 as an element and satisfies ; n represents the set number of followers. When , it means that the fitness value of these individuals is poor and they cannot follow the discoverer and need to find food on their own. In other cases, followers can follow the best individuals to find food.

[0103] Compared with the prior art, the present invention has the following beneficial effects:

[0104] The present invention, through the close coordination of emergency shuttle bus dispatching and subway train operation adjustment, not only fully considers the original stranded passengers at the moment of sudden subway operation interruption, but also takes into account the cumulative passengers arriving outside the station during the duration of the interruption, thereby effectively playing the role of public transportation in emergency evacuation and continuation guarantee during the sudden subway operation interruption, ensuring the travel continuity, safety and convenience of subway passengers, and significantly reducing the travel delays of passengers in the temporary system composed of emergency shuttle buses and subway short-circuit routes.

[0105] The passenger flow coordinated scheduling scheme calculated by the present invention helps to improve the overall operation level of the subway system during the interruption period, and has practical significance for enhancing the resilience and sustainability of the subway system. BRIEF DESCRIPTION OF THE DRAWINGS

[0106] The present invention is further described in detail below with reference to the accompanying drawings and specific embodiments:

[0107] Attached Figure 1 is a schematic diagram of a method implementation flow of an embodiment of the present invention;

[0108] Attached Figure 2 is a schematic diagram of a flow chart of calculating the demand for passengers to be evacuated in an embodiment of the present invention;

[0109] Attached Figure 3 is a schematic diagram of a process for constructing a collaborative evacuation model in an embodiment of the present invention;

[0110] Attached Figure 4 Schematic diagram of the design of the coordinated evacuation mode of emergency connection bus and subway in an embodiment of the present invention;

[0111] Attached Figure 5 This is a simplified schematic diagram of a disconnection line station according to an embodiment of the present invention;

[0112] Attached Figure 6 It is a flow chart of constructing an improved sparrow search algorithm in an embodiment of the present invention. DETAILED DESCRIPTION

[0113] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0114] It should be noted that the following detailed descriptions are exemplary and are intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present application belongs.

[0115] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0116] As shown in the figure, the passenger flow evacuation method for sudden operation interruption of subway based on improved sparrow search algorithm is used for passenger flow evacuation after sudden operation interruption of subway. The method fits the functional relationship between passenger path travel time and maximum delay tolerance time, comprehensively considers travel time, travel cost, travel comfort and maximum delay tolerance time as path profit and loss reference points, calculates the value function, decision weight function and cumulative prospect value, and constructs a passenger travel path selection model under sudden operation interruption of subway based on cumulative prospect theory. The passenger flow collaborative evacuation model is further established by considering the passenger demand during the interruption duration, and the collaborative scheduling plan is obtained by solving the improved sparrow search algorithm.

[0117] like Figure 1 As shown, the method for evacuating passenger flow in case of sudden operation interruption of subway based on the improved sparrow search algorithm includes the following steps:

[0118] Step S1: Collect the maximum delay tolerance time of passengers and fit the functional relationship between the passenger travel path time and the maximum delay tolerance time;

[0119] Step S2: Obtain the travel time cost and expense cost of the route plan, calculate the comfort cost through the expense cost, integrate it as the generalized travel cost, and integrate the travel route plan;

[0120] The travel path plan includes a subway-related travel path plan and a non-subway-related travel path plan;

[0121] Step S3: Calculate the path profit and loss reference point using the maximum tolerance time of passenger delay on each path in step S1 and the travel time cost, travel cost, and comfort cost in step S2 , further calculate the path value function , decision benefit weight function , decision loss weight function , cumulative decision benefit weight function , cumulative decision loss weight function , Cumulative Prospect Value ; The accumulated prospect value is used as the random utility value, and the path selection partition rate is calculated using the logit model;

[0122] Step S4: combining the path selection division rate in step S3 and the data of the subway automatic ticket vending and checking system, counting the original stranded passengers and the cumulative number of passengers arriving outside the station;

[0123] Step S5: by transferring passengers at the turnaround station, the emergency shuttle bus dispatch in the subway-related travel route plan is linked with the temporary short-circuit of the subway, and a collaborative evacuation model with the minimum total waiting time of passengers as the optimization goal is established;

[0124] Step S6: Use SPM chaotic mapping, butterfly algorithm global search strategy, and Cauchy mutation strategy to optimize the sparrow search algorithm to obtain an improved sparrow search algorithm, solve the collaborative evacuation model, and use the approximate optimal solution of the model decision variables as the line departure schedule, vehicle driving schedule, and subway temporary short-circuit schedule of the collaborative evacuation plan, thereby completing the collaborative scheduling optimization method of emergency shuttle buses and subway temporary short-circuit routes under sudden subway operation interruptions.

[0125] The subway-related travel route solutions include: detours within the subway system, subway combined emergency shuttle buses, subway combined regular buses, subway combined taxis, subway combined online ride-hailing cars, subway combined shared bicycles, and waiting on the spot;

[0126] In step S1, the maximum delay tolerance time of passengers is defined as the maximum delay tolerance time related to the original route travel time when the subway operation is suddenly interrupted and the passengers cannot reach the destination according to the original travel time and face the uncertainty of waiting time but show tolerance for the waiting time.

[0127] The maximum delay tolerance time is obtained through the questionnaire.

[0128] The method of fitting the functional relationship between the passenger travel path time and the maximum delay tolerance time is to study the maximum delay tolerance time of subway passengers in the area, perform function fitting on the respondents' daily travel time and maximum delay tolerance time, and obtain a fitting curve. If the fitting curve intuitively shows that with the increase of travel time, the maximum delay tolerance time of passengers shows an overall increasing trend, and the square of the fitting curve is greater than 0.8, and the residual sum of squares is low, then it is judged that the fitting function has a high goodness of fit and can describe the quantitative relationship between travel time and maximum delay tolerance time, as shown in the formula:

[0129] ;

[0130] Where: Indicates the maximum delay tolerance time acceptable to passengers; Indicates the passenger travel time.

[0131] Non-subway-related travel route options include: regular bus throughout the journey, taxi throughout the journey, online car-hailing throughout the journey, shared bicycles throughout the journey, private cars, walking, and giving up travel.

[0132] like Figure 2 As shown, step S4 specifically includes the following steps:

[0133] Step S41: Obtain the subway timetable and obtain the departure time of trains at each station;

[0134] Step S42: obtaining the original stranded passengers on the platform according to the interruption time and the departure time of trains at each station of the subway line in combination with the data of the subway automatic ticket vending and checking system;

[0135] Step S43: Transfer the stranded passengers on the train in the interrupted section to the nearest safe station, and add these passengers to the platform passengers as the original stranded passengers on the platform;

[0136] Step S44: using the path selection division rate calculated in step S3, the original stranded passengers at the platform are reduced to calculate the original stranded passengers at the station;

[0137] Step S45: Divide the study period into several hourly periods of equal length according to the number of passengers entering the station. The calculation formula is:

[0138]

[0139] In the formula, is a set of subway stations, a and c are station indexes; is the number of passengers arriving at station a and preparing to go to station c within the nth time window; is the time window length; is the arrival rate of passengers arriving at station a and heading to station c within the nth time window; N is the total number of time windows.

[0140] Step S46: Utilize the historical subway automatic ticket vending and checking system data during the duration of the interruption to count the cumulative arriving passenger demand during each study hour period.

[0141] like Figure 3 , Figure 4 , Figure 5 As shown, the step S5 establishes a collaborative evacuation model under sudden subway operation interruption, and the specific steps are as follows:

[0142] Step S51: Determine the coordinated dispatch mode as a direct emergency shuttle bus combined with a full-stop subway temporary short-distance route, operate emergency shuttle buses within the interruption section, and operate subway temporary short-distance route trains outside the interruption section;

[0143] Step S52: Calculate the passenger waiting time of the emergency shuttle bus and the temporary short-distance subway route according to the passenger demand calculated in step S4, and the calculation formula is:

[0144]

[0145]

[0146]

[0147]

[0148]

[0149]

[0150]

[0151]

[0152]

[0153]

[0154]

[0155]

[0156]

[0157]

[0158]

[0159]

[0160] Where: , , , , , , They are the waiting time for different types of passengers taking the emergency shuttle bus;

[0161] TB wait1 : The original waiting time of stranded passengers at the moment of sudden subway operation interruption. The waiting time of each passenger should be calculated from the moment of interruption until the first emergency shuttle bus on the connecting line leaves the waiting station;

[0162] TB wait2 : The waiting time of passengers arriving at the station at a certain arrival rate during the period from the moment when the subway operation is suddenly interrupted to the moment when the first emergency shuttle bus leaves for connection;

[0163] TB wait3 : The waiting time of passengers arriving at the station between the departure times of every two trains on the line;

[0164] TB wait4 : The waiting time for passengers who take a subway train to the turnaround station to transfer to an emergency shuttle bus should be calculated from the time the train arrives at the station until the emergency shuttle bus of the corresponding line departs;

[0165] TB wait5 : The waiting time of stranded passengers who failed to board the emergency connecting bus u-1, the waiting time should be calculated from the departure time of bus u-1 to the departure time of bus u;

[0166] TB wait6 : After the last emergency shuttle bus |U| of each line leaves, there may still be waiting time for stranded passengers, accumulated passengers arriving outside the station, and passengers transferring to trains at the turnaround station;

[0167] TB wait7 : Cumulative waiting time of arriving passengers outside the station;

[0168] TB wait8 : Passenger waiting time for train transfer;

[0169] S is the set of interruption sites in the interruption interval; is the index of the emergency shuttle bus service station; D is the set of emergency shuttle bus storage points; d is the index of the emergency shuttle bus storage point; B is the set of emergency shuttle buses; b is the index of the emergency shuttle bus; u is the index of the emergency shuttle bus schedule; is the original number of stranded passengers who plan to go from station i to station j at the moment of interruption; is the departure time of the emergency shuttle bus route u from station i to station j; is a 0-1 variable. When , the emergency shuttle bus b is dispatched from the storage point d to perform the transportation task of the shift u from the station i to the station j; is the cumulative number of passengers arriving outside the station waiting for the emergency connecting bus u to station j at station i; |U| is the total number of line trips; M is the set of intermediate stations in the interrupted interval, S=M+O; O is the set of turnaround stations; o is the index of the turnaround station; V is the set of temporary short-circuit train trips; v is the subway train index; is the number of passengers who need to take the emergency shuttle bus to the intermediate station j in the interrupted section when the subway train v arrives at the reversing station o; is the arrival time of subway train v at the turnaround station o; is the first auxiliary 0-1 variable, when Time is the time when subway train v arrives at the turnaround station, which is between the departure times of bus trains u-1 and u; E is the set of normal operating stations and turnaround stations in the temporary short-circuit downstream of the interrupted section; is the number of stranded passengers who failed to take bus u-1 to station j at station i; T is the duration of the interruption, which also represents the interruption recovery time; is the departure time of the last bus from station i to station j; is the second auxiliary 0-1 variable. Time is the time when the subway train arrives at the turnaround station, which is between the departure time of the last bus |U| on the line and the interruption recovery time T;

[0170] , , , , , , They are the waiting time of various types of passengers on temporary short routes;

[0171] TM wait1 : The original waiting time of stranded passengers at the moment of sudden subway operation interruption. The waiting time of each passenger should be calculated from the moment of interruption until the first temporary short-circuit train leaves the waiting station;

[0172] TM wait2 : The waiting time of passengers arriving at the station at a certain arrival rate during the period from the moment when the subway operation is suddenly interrupted to the moment when the first temporary short-circuit train leaves the station;

[0173] TM wait3 : The waiting time of passengers arriving at the station between the departure times of every two trains on the line;

[0174] TM wait4 : The waiting time for passengers who take the emergency shuttle bus to the turnaround station to transfer to the subway train;

[0175] TM wait5 : The waiting time of stranded passengers who failed to board subway train v-1. The waiting time should be calculated from the departure time of train v-1 to the departure time of train v;

[0176] TM wait6 : After the last train |V| of each line leaves, there may still be waiting time for stranded passengers, accumulated passengers outside the station, and passengers changing trains at the turnaround station;

[0177] TM wait7 : Cumulative waiting time of arriving passengers outside the station;

[0178] TM wait8 : Passenger waiting time for train transfer;

[0179] is the departure time of subway train v at station a; is a 0-1 variable, The time when subway train v arrives at the turnaround station is between the departure times of bus trains u-1 and u; |V| is the total number of subway trains; is the number of stranded passengers who plan to take subway train v from station a to station c at the moment of interruption; is the cumulative number of passengers arriving outside station a waiting for subway train v to station c; H is the set of emergency shuttle bus transportation times; e is the index of emergency shuttle bus evacuation times; |E| is the last station of the temporary short-circuit downstream of the interrupted section; The actual number of passengers carried by the emergency shuttle bus when it performs the route u from station i to station j for the e-th evacuation; The proportion of passengers between stations who need to transfer to a temporary short-distance train after the emergency shuttle bus arrives at the turnaround station o; is the travel time of the emergency shuttle bus from interruption station i to interruption station j; is the third auxiliary 0-1 variable, when When ; is the number of stranded passengers who failed to take subway train v to station c at station a; is the fourth auxiliary 0-1 variable, when Time is the time when the emergency shuttle bus u arrives at the turnaround station, which is between the departure time of subway bus v and the interruption recovery time T;

[0180] is the arrival rate of passengers outside the bus stop i who are ready to go to bus stop j within the nth time window, unit: person / min;

[0181] is the time window length, unit: min;

[0182] Gather at the subway station;

[0183] is the fifth auxiliary 0-1 variable, when When , it means that the station does not have the train number v-1 service;

[0184] is the travel time of the emergency shuttle bus from the interruption station i to the interruption station j, unit: min;

[0185] is the sixth auxiliary 0-1 variable. If bus u arrives at the turnaround station between the departure times of subway trains v-1 and v, then ,otherwise, ;

[0186] Step S53: The passenger waiting time of the emergency shuttle bus and the temporary short-distance subway route is taken as a whole, and the calculation formula is:

[0187]

[0188]

[0189]

[0190] Where: It indicates the total waiting time of the emergency shuttle bus to pick up passengers; It is the total waiting time of passengers taking temporary short-distance routes in the subway.

[0191] In step S5, establishing a coordinated evacuation model under sudden subway operation interruption also includes the following steps:

[0192] Step S54: the departure time of the last bus of each emergency shuttle bus line is set not to exceed the interruption time; the maximum number of evacuation times should be set for each emergency shuttle bus; the number of vehicles dispatched to each shuttle line from any storage point cannot exceed the number of remaining available vehicles at the storage point; the number of passengers in each emergency shuttle bus cannot exceed the vehicle's rated capacity; the bus line departure interval must be between the maximum departure interval and the minimum departure interval; each emergency shuttle bus can only be assigned to one station at a time to perform the through bus task; at least one of the two stations served by the emergency shuttle bus each time it performs an evacuation task is a turnaround station; the departure time of the first emergency shuttle bus of each line is not less than the time when the vehicle arrives at the starting station of the shuttle line from the storage point; the departure time of the next bus executed by the emergency shuttle bus cannot exceed the end time of the previous bus; there is a bus before each emergency shuttle bus trip, and there is a bus after each emergency shuttle bus trip, a total of eleven constraints.

[0193] In step S5, establishing a coordinated evacuation model under sudden subway operation interruption also includes the following steps:

[0194] Step S55: six constraints are set: the stop time of temporary short-circuit subway trains should be between the maximum stop time and the minimum stop time; the difference between the departure time of the next train at the same station and the arrival time of the previous train should be between the maximum departure interval and the minimum departure interval; the difference between the arrival time of the next train at the same station and the arrival time of the previous train should be between the maximum departure interval and the minimum departure interval; the difference between the departure time of the next train at the same station and the departure time of the previous train should be between the maximum departure interval and the minimum departure interval; the number of passengers on board cannot exceed the train's rated capacity; and the number of stranded passengers on the platform does not exceed the maximum capacity of the platform.

[0195] In step S5, the collaborative evacuation model under sudden subway operation interruption also includes step S56: integrating steps S51 to S55, considering the original stranded passengers at the moment of sudden subway operation interruption, and taking into account the cumulative passengers arriving outside the station during the duration of the interruption, so as to form a collaborative passenger evacuation model under sudden subway operation interruption.

[0196] like Figure 6 As shown, the implementation steps of step S6 are as follows:

[0197] Step S61: Add SPM chaotic mapping in the initialization phase of the sparrow search algorithm, and the calculation formula is:

[0198]

[0199] Where: Indicates The number of chaotic sequences; represents the remainder function; λ and μ represent the chaos parameters, both of which have a value range of (0,1); r represents a random number between (0,1);

[0200] Map the generated chaotic sequence number to the population solution space, and the calculation formula is:

[0201]

[0202] Where: represents the lower bound of the space of population solutions; represents the spatial upper bound of the population solution;

[0203] Step S62: Using the global search strategy of the butterfly search algorithm to replace the producer position update strategy of the sparrow search algorithm The relationship between the two stages is calculated as follows:

[0204]

[0205]

[0206] In the formula, Represents the position information of the sparrow individual numbered i in dimension j of the sparrow population after the tth iteration; Represents a random number that obeys the [0,1] normal distribution; It indicates the position of the sparrow with the best fitness after t iterations; represents the fragrance concentration of the i-th butterfly in the butterfly algorithm; f represents the measurement value of the fragrance concentration emitted by the butterfly; c represents the sensory modality factor of the butterfly, which is 0.1; I represents the stimulus intensity; ε represents the fragrance factor, which is 0.01. Q represents a random number that follows a normal distribution; L represents a 1×d matrix; and ST represent the warning value and warning threshold. When , indicating that the foraging area is unsafe;

[0207] Step S63: Introduce the Cauchy mutation strategy into the sparrow search algorithm, and the calculation formula is:

[0208]

[0209] Where: Indicates in the population The position of the sparrow with the worst fitness after iterations; Indicates the position of the discoverer with the best fitness in the population after t+1 iterations; represents the standard Cauchy distribution; represents multiplication; A represents a 1×d matrix, which randomly selects 1 or -1 as an element and satisfies ; n represents the set number of followers. When , it means that the fitness value of these individuals is poor and they cannot follow the discoverer and need to find food on their own. In other cases, followers can follow the best individuals to find food.

[0210] In summary, the present invention provides a method for optimizing the coordinated evacuation of passenger flow under sudden operation interruption of a subway based on an improved sparrow search algorithm. The method for optimizing the coordinated evacuation of passenger flow under sudden operation interruption of a subway based on an improved sparrow search algorithm of the present invention fits the functional relationship between the passenger path travel time and the maximum delay tolerance time, comprehensively considers the travel time, travel cost, travel comfort and the maximum delay tolerance time as the path profit and loss reference point to calculate the value function, the decision weight function and the cumulative prospect value, constructs a passenger travel path selection model under sudden operation interruption of a subway based on the cumulative prospect theory, considers the passenger demand within the duration of the interruption, further establishes a passenger flow coordinated evacuation model, and uses the improved sparrow search algorithm to solve and obtain a coordinated dispatching scheme, thereby providing an effective technical means for emergency management under sudden operation interruption of a subway; through the design method of the present invention, the emergency evacuation and continuation guarantee role of public transportation during the sudden operation interruption of the subway is effectively played, the travel continuity, safety and convenience of subway passengers are ensured, and the travel delay of passengers in the temporary system composed of emergency shuttle buses and subway short-circuit routes is significantly reduced; it is helpful to improve the overall operation level of the subway system during the interruption period, and has practical significance for enhancing the resilience and sustainability of the subway system.

[0211] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0212] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0213] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0214] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0215] The above is only a preferred embodiment of the present invention, and does not limit the present invention in other forms. Any technician familiar with the profession may use the above disclosed technical content to change or modify it into an equivalent embodiment with equivalent changes. However, any simple modification, equivalent change and modification made to the above embodiment according to the technical essence of the present invention without departing from the technical solution of the present invention still belongs to the protection scope of the technical solution of the present invention.

Claims

1. A method for evacuating passenger flow in case of sudden interruption of subway operation based on an improved sparrow search algorithm, which is used for evacuating passenger flow in case of sudden interruption of subway operation, and is characterized by: The method fits the functional relationship between the passenger path travel time and the maximum delay tolerance time, comprehensively considers the travel time, travel cost, travel comfort and the maximum delay tolerance time as the path profit and loss reference point, calculates the value function, decision weight function and cumulative prospect value, and constructs a passenger travel path selection model under sudden subway operation interruption based on cumulative prospect theory, and further establishes a passenger flow collaborative evacuation model by considering the passenger demand within the duration of the interruption, and uses the improved sparrow search algorithm to solve and obtain a collaborative scheduling plan; The following steps are involved: Step S1: Collect the maximum delay tolerance time of passengers and fit the functional relationship between the passenger travel path time and the maximum delay tolerance time; Step S2: Obtain the travel time cost and expense cost of the route plan, calculate the comfort cost through the expense cost, integrate it as the generalized travel cost, and integrate the travel route plan; The travel path plan includes a subway-related travel path plan and a non-subway-related travel path plan; Step S3: Calculate the path profit and loss reference point using the maximum tolerance time of passenger delay on each path in step S1 and the travel time cost, travel cost, and comfort cost in step S2 Further calculate the path value function v(Δx cd,m,i ), decision benefit weight function w + (p i ), decision loss weight function w - (p i ), cumulative decision benefit weight function Cumulative decision loss weight function Cumulative prospect value V(x cd,m ); taking the accumulated prospect value as the random utility value, the logit model is used to calculate the path selection partition rate; Step S4: combining the path selection division rate in step S3 and the data of the subway automatic ticket vending and checking system, counting the original stranded passengers and the cumulative number of passengers arriving outside the station; Step S5: by transferring passengers at the turnaround station, the emergency shuttle bus dispatch in the subway-related travel route plan is linked with the temporary short-circuit of the subway, and a collaborative evacuation model with the minimum total waiting time of passengers as the optimization goal is established; Step S6: The sparrow search algorithm is optimized by using SPM chaos mapping, butterfly algorithm global search strategy, and Cauchy mutation strategy to obtain an improved sparrow search algorithm, and the collaborative evacuation model is solved. The approximate optimal solution of the model decision variables is used as the line departure schedule, vehicle driving schedule, and subway temporary short-circuit schedule of the collaborative evacuation plan, thereby completing the collaborative dispatch optimization method of emergency shuttle buses and subway temporary short-circuit routes under sudden subway operation interruption; The subway-related travel route solutions include: detours within the subway system, subway combined emergency shuttle buses, subway combined regular buses, subway combined taxis, subway combined online ride-hailing cars, subway combined shared bicycles, and waiting on the spot; In step S1, the maximum delay tolerance time of passengers is defined as the maximum delay tolerance time related to the original route travel time when the subway operation is suddenly interrupted and the passengers cannot reach the destination according to the original travel time and face the uncertainty of waiting time but show tolerance for the waiting time. The maximum delay tolerance time is obtained through the questionnaire. The method of fitting the functional relationship between the passenger travel path time and the maximum delay tolerance time is to study the maximum delay tolerance time of subway passengers in the area, perform function fitting on the respondents' daily travel time and maximum delay tolerance time, and obtain a fitting curve. If the fitting curve intuitively shows that with the increase of travel time, the maximum delay tolerance time of passengers shows an overall increasing trend, and the square of the fitting curve is greater than 0.8, and the residual sum of squares is low, then it is judged that the fitting function has a high goodness of fit and can describe the quantitative relationship between travel time and maximum delay tolerance time, as shown in the formula: Where: t accept The maximum delay tolerance time acceptable to passengers; t original Indicates the passenger travel time; The step S5 establishes a collaborative evacuation model under sudden subway operation interruption, and the specific steps are as follows: Step S51: Determine the coordinated dispatch mode as a direct emergency shuttle bus combined with a full-stop subway temporary short-distance route, operate emergency shuttle buses within the interruption section, and operate subway temporary short-distance route trains outside the interruption section; Step S52: Calculate the passenger waiting time of the emergency shuttle bus and the temporary short-distance subway route according to the passenger demand calculated in step S4, and the calculation formula is: Where: TB wait1 TB wait2 TB wait3 TB wait4 TB wait5 TB wait6 TB wait7 TB wait8 They are the waiting time for different types of passengers taking the emergency shuttle bus; TB wait1 TB: The original waiting time of stranded passengers at the moment of sudden subway operation interruption. The waiting time of each passenger should be calculated from the moment of interruption until the first emergency shuttle bus on the connecting line leaves the waiting station; wait2 : The waiting time of passengers arriving at the station at a certain arrival rate during the period from the moment when the subway operation is suddenly interrupted to the moment when the first emergency shuttle bus leaves for connection; TB wait3 : The waiting time of passengers arriving at the station between the departure times of every two trains on the line; TB wait4 : The waiting time for passengers who take the subway train to the turnaround station to transfer to the emergency shuttle bus should be calculated from the time the train arrives at the station to the time the emergency shuttle bus of the corresponding line departs; TB wait5 : The waiting time for stranded passengers who failed to board the emergency connecting bus u-1, the waiting time should be calculated from the departure time of bus u-1 to the departure time of bus u; TB wait6 : After the last emergency shuttle bus |U| of each line leaves, there are still stranded passengers at the station, accumulated passengers arriving outside the station, and passengers transferring to the turnaround station train waiting time; TB wait7 : Cumulative waiting time of arriving passengers outside the station; TB wait8 : Passenger waiting time for train transfer; S is the set of interruption stations in the interruption interval; i, j are the indexes of emergency shuttle bus service stations; D is the set of emergency shuttle bus storage points; d is the index of emergency shuttle bus storage points; B is the set of emergency shuttle buses; b is the index of emergency shuttle buses; u is the index of emergency shuttle bus schedules; is the original number of stranded passengers planning to travel from station i to station j at the moment of interruption; T ij,u is the departure time of the emergency shuttle bus route u from station i to station j; s d,b,ij,u is a 0-1 variable. When s d,b,ij,u = 1, dispatch emergency shuttle bus b from storage point d to perform the transportation task of trip u from station i to station j; is the cumulative number of passengers arriving outside the station waiting for the emergency connecting bus u to station j at station i; |U| is the total number of line trips; M is the set of intermediate stations in the interrupted interval, S=M+O; O is the set of turnaround stations; o is the index of the turnaround station; V is the set of temporary short-circuit train trips; v is the subway train index; is the number of passengers who need to take the emergency shuttle bus to the intermediate station j in the interrupted section when the subway train v arrives at the reversing station o; is the arrival time of subway train v at the turnaround station o; is the first auxiliary 0-1 variable, when Time is the time when subway train v arrives at the turnaround station, which is between the departure times of bus trains u-1 and u; E is the set of normal operating stations and turnaround stations in the temporary short-circuit downstream of the interrupted section; is the number of stranded passengers who failed to take bus u-1 to station j at station i; T is the duration of the interruption, which also represents the interruption recovery time; T ij,|U| is the departure time of the last bus from station i to station j; is the second auxiliary 0-1 variable, when Time is the time when the subway train arrives at the turnaround station, which is between the departure time of the last bus |U| on the line and the interruption recovery time T; TM wait1 ,TM wait2 TM wait3 ,TM wait4 ,TM wait5 ,TM wait6 ,TM wait7 ,TM wait8 They are the waiting time of various types of passengers on temporary short routes; TM wait1 : The original waiting time of stranded passengers at the moment of sudden subway operation interruption. The waiting time of each passenger should be calculated from the moment of interruption until the first temporary short-circuit train leaves the waiting station; TM wait2 : The waiting time of passengers arriving at the station at a certain arrival rate during the period from the moment when the subway operation is suddenly interrupted to the moment when the first temporary short-circuit train leaves the station; TM wait3 : The waiting time of passengers arriving at the station between the departure times of every two trains on the line; TM wait4 : The waiting time for passengers who take the emergency shuttle bus to the turnaround station to transfer to the subway train; TM wait5 : The waiting time of stranded passengers who failed to board subway train v-1, the waiting time should be calculated from the departure time of train v-1 to the departure time of train v; TM wait6 : After the last train |V| of each line leaves, there are still stranded passengers at the station, accumulated passengers outside the station, and passengers changing trains at the turnaround station waiting time; TM wait7 : Cumulative waiting time of arriving passengers outside the station; TM wait8 : Passenger waiting time for train transfer; is the departure time of subway train v at station a; is a 0-1 variable, The time when subway train v arrives at the turnaround station is between the departure times of bus trains u-1 and u; |V| is the total number of subway trains; is the number of stranded passengers who plan to take subway train v from station a to station c at the moment of interruption; is the cumulative number of passengers arriving outside station a waiting for subway train v to station c; H is the set of emergency shuttle bus transportation times; e is the index of emergency shuttle bus evacuation times; |E| is the last station of the temporary short-circuit downstream of the interrupted section; Q b,e,ij,u The number of passengers actually carried by the emergency shuttle bus when it performs the route u from station i to station j for the e-th evacuation; P ok The proportion of passengers between stations who need to transfer to a temporary short-distance train after the emergency shuttle bus arrives at the turnaround station o; t ij is the travel time of the emergency shuttle bus from interruption station i to interruption station j; α v,v+1 is the third auxiliary 0-1 variable, when α v(v+1),a =1, is the number of stranded passengers who failed to take subway train v to station c at station a; is the fourth auxiliary 0-1 variable, when Time is the time when the emergency shuttle bus u arrives at the turnaround station, which is between the departure time of subway bus v and the interruption recovery time T; ξ ij,n is the arrival rate of passengers outside the bus stop i who are ready to go to bus stop j within the nth time window, unit: person / min; t w is the time window length, unit: min; S* is the set of subway stations; α (ν-1)ν,a is the fifth auxiliary 0-1 variable, when α (v-1)v,a =0, it means that there is no train v-1 service at this station; t ij is the travel time of the emergency shuttle bus from the interruption station i to the interruption station j, unit: min; is the sixth auxiliary 0-1 variable. If bus u arrives at the turnaround station between the departure times of subway trains v-1 and v, then otherwise, Step S53: The passenger waiting time of the emergency shuttle bus and the temporary short-distance subway route is taken as a whole, and the calculation formula is: Min Z=TB wait +TM wait Where: TB wait Indicates the total waiting time of emergency shuttle buses picking up passengers; TM wait The total waiting time of passengers taking temporary short trips on the subway; In step S5, establishing a collaborative evacuation model under sudden subway operation interruption also includes the following steps: Step S54: the departure time of the last bus of each emergency shuttle bus line is set not to exceed the interruption time; each emergency shuttle bus should set the maximum number of evacuation times; the number of vehicles dispatched to each shuttle line from any storage point cannot exceed the number of remaining available vehicles at the storage point; the number of passengers in each emergency shuttle bus cannot exceed the vehicle's rated capacity; the bus line departure interval must be between the maximum departure interval and the minimum departure interval; each emergency shuttle bus can only be assigned to one station at a time to perform the through bus task; at least one of the two stations served by the emergency shuttle bus each time it performs the evacuation task is a turnaround station; the departure time of the first trip of the emergency shuttle bus on each line is not less than the time when the vehicle arrives at the starting station of the shuttle line from the storage point; the departure time of the next trip executed by the emergency shuttle bus cannot exceed the end time of the previous trip; each trip of the emergency shuttle bus has a trip before it, and each trip of the emergency shuttle bus has a trip after it, a total of eleven constraints; In step S5, establishing a collaborative evacuation model under sudden subway operation interruption also includes the following steps: Step S55: setting the following six constraints: the stop time of a subway temporary short-circuit train should be between the maximum stop time and the minimum stop time; the difference between the departure time of the next train at the same station and the arrival time of the previous train should be between the maximum departure interval and the minimum departure interval; the difference between the arrival time of the next train at the same station and the arrival time of the previous train should be between the maximum departure interval and the minimum departure interval; the difference between the departure time of the next train at the same station and the departure time of the previous train should be between the maximum departure interval and the minimum departure interval; the number of passengers on board should not exceed the train's rated capacity; and the number of stranded passengers on the platform should not exceed the platform's maximum capacity; In step S5, the collaborative evacuation model under sudden subway operation interruption also includes step S56: integrating steps S51 to S55, considering the original stranded passengers at the moment of sudden subway operation interruption, and taking into account the cumulative passengers arriving outside the station during the duration of the interruption, so as to form a collaborative passenger evacuation model under sudden subway operation interruption.

2. The method for evacuating passenger flow in case of sudden operation interruption of subway based on improved sparrow search algorithm according to claim 1 is characterized by: Non-subway-related travel route options include: regular bus throughout the journey, taxi throughout the journey, online car-hailing throughout the journey, shared bicycles throughout the journey, private cars, walking, and giving up travel.

3. The method for evacuating passenger flow in case of sudden operation interruption of subway based on improved sparrow search algorithm according to claim 1, characterized in that: The step S4 specifically comprises the following steps: Step S41: Obtain the subway timetable and obtain the departure time of trains at each station; Step S42: obtaining the original stranded passengers on the platform according to the interruption time and the departure time of trains at each station of the subway line in combination with the data of the subway automatic ticket vending and checking system; Step S43: Transfer the stranded passengers on the train in the interrupted section to the nearest safe station, and add these passengers to the platform passengers as the original stranded passengers on the platform; Step S44: using the path selection division rate calculated in step S3, the original stranded passengers at the platform are reduced to calculate the original stranded passengers at the station; Step S45: Divide the study period into several hourly periods of equal length according to the number of passengers entering the station. The calculation formula is: Where S* is the set of subway stations, a and c are station indexes; Q ac,n is the number of passengers arriving at station a and preparing to go to station c within the nth time window; t w is the time window length; ξ ac,n is the arrival rate of passengers arriving at station a and heading to station c in the nth time window; N is the total number of time windows; Step S46: Utilize the historical subway automatic ticket vending and checking system data during the duration of the interruption to count the cumulative arriving passenger demand during each study hour period.

4. The method for evacuating passenger flow in case of sudden operation interruption of subway based on improved sparrow search algorithm according to claim 1 is characterized by: The implementation steps of step S6 are as follows: Step S61: Add SPM chaotic mapping in the initialization phase of the sparrow search algorithm, and the calculation formula is: Where: z k represents the kth chaotic sequence number; mod represents the remainder function; λ and μ represent chaotic parameters, both of which have a value range of (0,1); r represents a random number between (0,1); Map the generated chaotic sequence number to the population solution space, and the calculation formula is: Where: l b represents the lower bound of the population solution space; u b represents the spatial upper bound of the population solution; Step S62: Using the global search strategy of the butterfly search algorithm to replace the R2<ST stage relationship of the producer position update strategy of the sparrow search algorithm, the calculation formula is: f=cI ε In the formula, represents the position information of the sparrow individual numbered i in dimension j after the tth iteration of the sparrow population; δ represents a random number that obeys the [0,1] normal distribution; represents the position of the sparrow with the best fitness after t iterations; f i represents the fragrance concentration of the i-th butterfly in the butterfly algorithm; f represents the measurement value of the fragrance concentration emitted by the butterfly; c represents the sensory modality factor of the butterfly, which is 0.1; I represents the stimulus intensity; ε represents the fragrance factor, which is 0.01; Q represents a random number that obeys the normal distribution; L represents a 1×d matrix; R2 and ST represent the warning value and warning threshold. When R2<ST, it means that the foraging area is safe, and when R2≥ST, it means that the foraging area is unsafe. Step S63: Introduce the Cauchy mutation strategy into the sparrow search algorithm, and the calculation formula is: Where: Indicates the position of the sparrow with the worst fitness after t iterations in the population; represents the position of the discoverer with the best fitness in the population after t+1 iterations; Cauchy(0,1) represents the standard Cauchy distribution; represents multiplication; A represents a 1×d matrix, which randomly selects 1 or -1 as an element and satisfies A + =A T (AA T ) -1 ; n represents the set number of followers. When i>n / 2, it means that the fitness value of these individuals is poor and they cannot follow the discoverer and need to find food on their own. In other cases, the followers can follow the optimal individual to find food.

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