Urban rail train operation organization emergency processing method and system under earthquake early warning

Abstract

The invention discloses an urban rail transit organization emergency processing method and system under earthquake early warning, and the method comprises the steps: carrying out the evaluation of the safety of a station through employing an analytic hierarchy process and a fuzzy comprehensive evaluation method based on the earthquake early warning information obtained from a Chinese earthquake network, combining the line characteristics of the station and the characteristics of the surrounding environment, and carrying out the evaluation of the safety of the station through the combination of an analytic hierarchy process and a fuzzy comprehensive evaluation method; according to a safety evaluation result, the urban rail-oriented earthquake early warning grading treatment is divided into a plurality of grades, and a treatment scheme is given; and based on the station safety evaluation result and the grade disposal scheme, establishing a train scheduling optimization model based on the earthquake early warning information by aiming at the train operation elements through constructing constraint conditions and objective functions, and solving the model to obtain an optimal train operation scheme. The method has the advantages that the train operation scheme on the line is quickly decided by considering the actual situation of the earthquake and integrating the subway line characteristics, the environment characteristics and the early warning information, the safety of passengers is guaranteed to the maximum extent, the operation efficiency is improved, and the loss is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of subway earthquake early warning, and in particular to an emergency treatment method and system for organizing urban rail traffic under earthquake early warning. Background Art

[0002] Earthquake early warning technology is an emerging technology that has been developed in recent years to reduce the impact of earthquake disasters. It calculates the arrival time, magnitude, and source location of earthquakes based on the real-time monitoring of seismic waves by the monitoring system, allowing people to take appropriate measures in advance to protect life and property within a limited time. Earthquake early warning information can now be quickly sent to mobile phones, televisions, and other devices within the affected area through the China Earthquake Networks Center.

[0003] In the event of an earthquake, the subway system needs to respond in a timely manner to ensure the safety of passengers to the greatest extent possible. Earthquake warning information is measured and calculated by instruments to measure earthquake-related parameters, and is transmitted to equipment in the affected area in advance using the difference in the propagation speed of seismic waves to reduce losses. For subway train signal systems, after the warning is issued, earthquake warning information can be used to make rapid adjustments to avoid causing greater losses.

[0004] At present, when receiving warning information, the existing decision-making plan of the dispatcher is usually to stop the entire line and quickly evacuate passengers. However, in areas where earthquakes occur frequently, some small-scale earthquakes with low energy release will not have a significant impact on the subway system. Frequent line suspension and passenger evacuation will not only lead to passenger complaints, but also be detrimental to the social image of the subway operating company. Dispatchers lack scientific basis when making decisions on train operation plans, and operate only based on experience and judgment, which may lead to unnecessary losses. Summary of the invention

[0005] The purpose of the present invention is to provide a method and system for emergency handling of urban rail traffic organization under earthquake early warning, so as to solve the above-mentioned problems existing in the prior art.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0007] An emergency response method for organizing urban rail traffic under earthquake early warning comprises the following steps:

[0008] S1. Earthquake early warning information acquisition:

[0009] Obtain earthquake warning information issued by China Earthquake Networks Center, and input the earthquake warning information into the ATS subsystem in the train signal system through the corresponding interface;

[0010] S2. Station safety assessment:

[0011] Based on earthquake early warning information, combined with the line characteristics of the station and the surrounding environment characteristics, the safety of the station is evaluated using the hierarchical analysis method combined with the fuzzy comprehensive evaluation method;

[0012] S3. Determination of the level of hierarchical disposal:

[0013] According to the safety evaluation results of the stations, the hierarchical treatment of earthquake early warning for urban rail is divided into multiple levels, and corresponding treatment plans are given for each level;

[0014] S4. Determination of the optimal train operation plan:

[0015] Based on the station safety evaluation results and graded disposal plans, and targeting train operation elements, by constructing constraints and objective functions of train and earthquake impacts, a train scheduling optimization model based on earthquake early warning information is established, and the model is solved to obtain the optimal train operation plan.

[0016] Preferably, step S2 is specifically, based on the earthquake warning information, combined with the line characteristics of the station and the surrounding environment characteristics, using the hierarchical analysis method to determine the weights of various factors affecting the safety of the station, and using the fuzzy comprehensive evaluation method to evaluate the various factors affecting the safety of the station, establishing a membership matrix through fuzzy evaluation of each influencing factor, and performing fuzzy synthesis in combination with the weights of each influencing factor to obtain the safety evaluation results of each station.

[0017] Preferably, in step S3, each level and treatment plan is:

[0018] When the station comprehensive safety evaluation score is ≥ the first preset score, it is level 1 and no action is required;

[0019] When the station comprehensive safety evaluation score is ≥ the second preset score and < the first preset score, it is level 2 and a warning message is issued, but no action is required;

[0020] When the comprehensive safety evaluation score of the station is less than the second preset score, it is level 3 and needs to be dealt with. The handling methods include: stopping and detaining trains that are about to enter the dangerous section, accelerating trains that are about to leave the dangerous section, returning trains that have just entered the dangerous section to the station, accelerating trains that can leave the dangerous section before the earthquake arrives to leave the dangerous section, and avoiding entering specific dangerous sections.

[0021] Preferably, step S4 is specifically to construct, based on the safety evaluation results of each station and the handling methods of each level, train arrival and departure time constraints, dangerous area non-recovery constraints, safety interval constraints, vehicle bottom turnover constraints and earthquake impact-related constraints for train operation elements, and to minimize the total number of cancelled stops of trains and the deviation between the post-earthquake train operation interval and the planned interval as the objective function, establish a subway train scheduling optimization model based on earthquake early warning information, and use a solver to solve the model to obtain the optimal train operation plan.

[0022] Preferably, in step S4,

[0023] The train arrival and departure time constraints are:

[0024]

[0025] Among them, f is the index of the up train number; g is the index of the down train number; is the arrival time of the up train number f at station s; is the departure time of the up train number f at station s; is the departure time of the up train number f at station s-1; is the running time of the up train number f in the interval s-1 to s; is the departure time of the up train number f at depot s; is the turnaround time of the down train g at station s; is the departure time of the down train g at station s; is the stop time of the up train number f at station s; T end is the end time considered by the model; F is the set of up trains; G is the set of down trains; S is the set of stations; The value ranges from 0 to 1, indicating whether the train is coming from the same previous station, the train is coming from the opposite direction, and the train is sent from the depot. The value ranges from 0 to 1, indicating whether to choose to drive to the next station, drive into the depot, turn back and connect to the oncoming train, or stop at the station for evacuation.

[0026] The danger zone does not restore the constraint as follows:

[0027]

[0028] in, The value ranges from 0 to 1, indicating whether the up train f is cancelled at station s or whether the up train f+1 is cancelled at station s;

[0029] The safety interval constraint is,

[0030]

[0031] Among them, H min is the minimum safe interval between two trains;

[0032] The vehicle bottom turnover constraint is:

[0033]

[0034] The earthquake impact related constraints are:

[0035]

[0036] Among them, T E The time when the earthquake occurred; It is the minimum running speed of the train under speed limit conditions.

[0037] Preferably, in step S4, the objective function is:

[0038]

[0039] Among them, Z h Z is the sub-goal of the deviation between the train running interval and the ideal interval; c is the train cancellation sub-objective; w1 and w2 are the positive weights of the dual objective function terms; Z h,nom and Z c,nom is the normalization factor of the dual objective function term; H ideal The ideal operating interval.

[0040] Preferably, the earthquake warning information includes the earthquake source, magnitude, warning time and estimated intensity at each location.

[0041] Preferably, the line characteristics of the station include line slope and station type; the surrounding environment characteristics of the station include elevated sections, river crossings, and population density.

[0042] Preferably, after step S4, the method further includes:

[0043] S5. Real-time adjustment of train operation: Each train executes the corresponding optimal train operation plan, thereby realizing rapid adjustment of trains based on earthquake early warning information.

[0044] The present invention also aims to provide an emergency handling system for urban rail traffic organization under earthquake early warning, which can implement the above-mentioned method and comprises:

[0045] Earthquake warning information acquisition module: obtains earthquake warning information issued by China Earthquake Networks Center, and inputs the earthquake warning information into the ATS subsystem in the train signal system through the corresponding interface;

[0046] Station safety assessment module: Based on earthquake early warning information, combined with the line characteristics of the station and the surrounding environment characteristics, the safety of the station is assessed using the hierarchical analysis method combined with the fuzzy comprehensive evaluation method;

[0047] Hierarchical treatment level determination module: According to the safety evaluation results of the station, the hierarchical treatment of earthquake early warning for urban rail is divided into multiple levels, and corresponding treatment plans are given for each level;

[0048] Module for determining the optimal train operation plan: Based on the station safety evaluation results and grade disposal plans, the module builds constraints and objective functions for train operation factors to establish a train dispatch optimization model based on earthquake early warning information, and solves the model to obtain the optimal train operation plan;

[0049] Real-time train operation adjustment module: Each train executes the corresponding optimal train operation plan, thereby realizing rapid adjustment of trains based on earthquake early warning information.

[0050] The beneficial effects of the present invention are as follows: 1. The present invention integrates earthquake warning information with the subway train signal system. After the China Earthquake Network releases relevant warning information, it can be directly input into the system to quickly deal with the current train without waiting for the dispatcher's response time and potential decision-making risks. In addition, the present invention comprehensively considers many factors, including earthquake warning information, subway line characteristics and surrounding environmental characteristics. The decision-making method is more scientific than the existing technology and the scope of consideration is more comprehensive. 2. The present invention considers the actual situation of the earthquake, comprehensively considers the characteristics of the subway line, environmental characteristics and warning information, and makes a quick decision on the train operation plan on the line, while maximizing the safety of passengers, improving operational efficiency and reducing losses. 3. According to the earthquake warning information, the present invention combines the characteristics of the subway line and the surrounding environmental characteristics to determine whether the current train is within the range affected by the earthquake, and directly makes a quick decision on the train's driving plan, including parking evacuation, slowing down, and running on a small route, so as to avoid unnecessary losses caused by dispatcher operation errors. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 is a flow chart of a processing method in an embodiment of the present invention;

[0052] Figure 2 Schematic diagram of train route adjustment in an embodiment of the present invention. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation methods described herein are only used to explain the present invention and are not used to limit the present invention.

[0054] like Figure 1 As shown, in this embodiment, a method for organizing emergency response to urban rail traffic under earthquake warning is provided. The method first embeds the line characteristics and environmental characteristics into the ATS system as known information. When earthquake warning information is received, the relevant information is directly input into the ATS system, and the earthquake warning information interface can be directly connected to the China Earthquake Networks Center. Combined with the line characteristics and environmental characteristics, a comprehensive evaluation is performed to obtain the optimal operation plan for the current train. The method specifically includes the following five parts:

[0055] 1. Earthquake early warning information acquisition:

[0056] Obtain earthquake warning information issued by China Earthquake Networks Center, and input the earthquake warning information into the ATS subsystem in the train signal system through the corresponding interface.

[0057] In this embodiment, the earthquake warning information includes the earthquake source, magnitude, warning time and estimated intensity at each location.

[0058] 2. Station safety assessment:

[0059] Based on earthquake early warning information, combined with the line characteristics of the station and the surrounding environment characteristics, the safety of the station is evaluated by using the hierarchical analysis method combined with the fuzzy comprehensive evaluation method.

[0060] Specifically: Based on earthquake early warning information, combined with the line characteristics of the station and the surrounding environment characteristics, the hierarchical analysis method is used to determine the weights of various factors affecting the safety of the station, and the fuzzy comprehensive evaluation method is used to evaluate the various factors affecting the safety of the station. A membership matrix is ​​established through fuzzy evaluation of each influencing factor, and fuzzy synthesis is performed in combination with the weights of each influencing factor to obtain the safety evaluation results of each station.

[0061] In this embodiment, the line characteristics of the station include information such as line slope, station type, etc. The environmental information of the station includes information such as elevated section, river crossing, population density, etc.

[0062] III. Determination of the level of hierarchical disposal:

[0063] According to the safety evaluation results of the stations, the hierarchical disposal of earthquake early warning for urban rail is divided into multiple levels, and corresponding disposal plans are given for each level.

[0064] Specifically: The hierarchical handling of earthquake early warning for urban rail transit is divided into three levels:

[0065] The values ​​of the first preset score and the second preset score are set according to actual conditions to better meet actual needs. For example, the first preset score is 90 and the second preset score is 85.

[0066] (1) When the comprehensive safety evaluation score of a station is ≥90 points, it is Level 1: no action is required.

[0067] (2) When the station’s comprehensive safety evaluation score is ≥85 points, it is Level 2: a warning message is issued, but no action is required.

[0068] (3) When the station's comprehensive safety evaluation score is less than 85 points, it is level 3: treatment is required. Treatment methods include: stopping and detaining trains about to enter the dangerous section, accelerating trains about to leave the dangerous section, returning trains that have just entered the dangerous section to the station, accelerating trains that can leave the dangerous section before the earthquake arrives, and avoiding entering specific dangerous sections.

[0069] 4. Determination of the optimal train operation plan:

[0070] Based on the station safety evaluation results and graded disposal plans, and targeting train operation elements, by constructing constraints and objective functions of train and earthquake impacts, a train scheduling optimization model based on earthquake early warning information is established, and the model is solved to obtain the optimal train operation plan.

[0071] Specifically: Based on the safety evaluation results of each station and the handling methods of each level, for the train operation elements, train arrival and departure time constraints, dangerous area non-recovery constraints, safety interval constraints, vehicle bottom turnover constraints and earthquake impact-related constraints are constructed. With minimizing the total number of cancelled train stops and the deviation between the post-earthquake train operation interval and the planned interval as the objective function, a subway train scheduling optimization model based on earthquake early warning information is established, and the solver is used to solve the model to obtain the optimal train operation plan.

[0072] In this embodiment, the constraints are as follows:

[0073] (1) The train arrival and departure time constraints are:

[0074]

[0075] This constraint is the train arrival and departure time constraint; f is the up train number index; g is the down train number index; is the arrival time of the up train number f at station s; is the departure time of the up train number f at station s; is the departure time of the up train number f at station s-1; is the running time of the up train number f in the interval s-1 to s; is the departure time of the up train number f at the s depot; is the turnaround time of the down train g at station s; is the departure time of the down train g at station s; is the stop time of the up train number f at station s; Tend is the end time considered by the model; F is the set of up trains; G is the set of down trains; S is the set of stations. For up train f, there are three ways of arrival, namely, the train comes from the same previous station, the train returns from the opposite direction, and the train is sent from the depot, which are variables from 0 to 1 respectively. Indicates whether to select this arrival mode. The arrival time is the sum of the departure time and the running time of the train at the previous station. For the up train f, there are four ways to leave the station, namely, driving to the same next station, driving into the depot, turning back to connect to the oncoming train, and stopping at the station for evacuation. They are variables from 0 to 1. Indicates whether this departure mode is selected; the departure time is the sum of the arrival time and stop time of the train at the station.

[0076] (2) The non-recovery constraint of the dangerous area is:

[0077]

[0078] This constraint means that the dangerous area will not be restored after an earthquake, that is, the following car cannot pass through the section that the preceding car cancels. The value is 0 to 1, indicating whether the up train f is cancelled at station s and whether the up train f+1 is cancelled at station s.

[0079] (3) The safety interval constraint is:

[0080]

[0081] This constraint means that during the train operation, if a train does not stop at station s, the running interval between two adjacent trains must be greater than or equal to the minimum running interval. min The minimum safe interval between two trains.

[0082] (4) The vehicle bottom turnover constraint is:

[0083]

[0084] This constraint is the train undercarriage turnover constraint, that is, the train can arrive at station s in at most one way, and the train can leave station s in at most one way, which corresponds to the arrival and departure time constraint. E The time when the earthquake occurred; It is the minimum running speed of the train under speed limit conditions.

[0085] (5) The constraints related to earthquake impact are:

[0086]

[0087] This constraint is related to earthquake impact. After receiving the warning information, in order to ensure the safety of train operation, it is necessary to strictly prohibit trains from continuing to pass through the stations that have stopped operating. For stations that have slowed down operation, the minimum operating interval of the train is increased to

[0088] The objective function is as follows:

[0089]

[0090] The method of the present invention constructs an objective function from two aspects: the deviation between the post-earthquake train running interval and the ideal interval and the number of cancelled stops, so as to improve the operation efficiency and passenger satisfaction on the basis of ensuring the safety of passengers and train operation. h Z is the sub-goal of the deviation between the train running interval and the ideal interval; c is the train cancellation sub-objective; w1 and w2 are the positive weights of the dual objective function terms, which can be determined according to the preferences and actual operation conditions of urban rail transit operators. h,nom and Z c,nom is the normalization factor of the dual objective function term, and its value can be obtained by solving the single objective optimization problem; H ideal For the ideal running interval.

[0091] 5. Real-time adjustment of train operation

[0092] The train then executes the current operation plan, thus realizing rapid adjustment of the train based on earthquake warning information, avoiding losses caused by dispatcher's wrong decision-making, and scientifically and efficiently improving the subway operation efficiency on the basis of ensuring passenger safety. Figure 2 .

[0093] In this embodiment, a system for organizing emergency response to urban rail traffic under earthquake early warning is provided. The system can implement the method described, and the system includes:

[0094] (1) Earthquake warning information acquisition module: obtains earthquake warning information issued by the China Earthquake Networks Center and inputs the earthquake warning information into the ATS subsystem in the train signal system through the corresponding interface;

[0095] (2) Station safety assessment module: Based on earthquake warning information, combined with the line characteristics and surrounding environment characteristics of the station, the safety of the station is assessed using the analytic hierarchy process combined with the fuzzy comprehensive evaluation method;

[0096] (3) Hierarchical treatment level determination module: According to the safety evaluation results of the station, the hierarchical treatment of earthquake early warning for urban rail is divided into multiple levels, and corresponding treatment plans are given for each level;

[0097] (4) Train optimal operation plan determination module: Based on the station safety evaluation results and graded disposal plans, the module constructs constraints and objective functions for train operation factors to establish a train dispatch optimization model based on earthquake early warning information, and solves the model to obtain the optimal train operation plan;

[0098] (5) Real-time train operation adjustment module: Each train executes the corresponding optimal train operation plan, thereby realizing rapid adjustment of trains based on earthquake early warning information.

[0099] By adopting the above technical solution disclosed in the present invention, the following beneficial effects are obtained:

[0100] The present invention provides an emergency handling method and system for organizing urban rail traffic under earthquake warning. The present invention integrates earthquake warning information with the subway train signal system. After the China Earthquake Network releases relevant warning information, it can be directly input into the system to quickly deal with the current train without waiting for the dispatcher's response time and potential decision-making risks. In addition, the present invention comprehensively considers many factors, including earthquake warning information, subway line characteristics and surrounding environmental characteristics. The decision-making method is more scientific than the existing technology and the scope of consideration is more comprehensive. The present invention considers the actual situation of the earthquake, comprehensively considers the characteristics of the subway line, environmental characteristics and warning information, and makes a quick decision on the train operation plan on the line, while maximizing the safety of passengers, improving operational efficiency and reducing losses. According to the earthquake warning information, the present invention combines the characteristics of the subway line and the surrounding environmental characteristics to determine whether the current train is within the range affected by the earthquake, and directly makes a quick decision on the train's driving plan, including parking evacuation, slowing down, and running on a small route, so as to avoid unnecessary losses caused by dispatcher operation errors.

[0101] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be considered as the scope of protection of the present invention.

Claims

1. A method for organizing emergency response of urban rail traffic under earthquake early warning, characterized in that: The following steps are included: S1. Earthquake early warning information acquisition: Obtain earthquake warning information issued by China Earthquake Networks Center, and input the earthquake warning information into the ATS subsystem in the train signal system through the corresponding interface; S2. Station safety assessment: Based on earthquake early warning information, combined with the line characteristics of the station and the surrounding environment characteristics, the safety of the station is evaluated using the hierarchical analysis method combined with the fuzzy comprehensive evaluation method; S3. Determination of the level of hierarchical disposal: According to the safety evaluation results of the stations, the hierarchical treatment of earthquake early warning for urban rail is divided into multiple levels, and corresponding treatment plans are given for each level; S4. Determination of the optimal train operation plan: Based on the station safety evaluation results and graded disposal plans, and targeting train operation elements, by constructing constraints and objective functions of train and earthquake impacts, a train scheduling optimization model based on earthquake early warning information is established, and the model is solved to obtain the optimal train operation plan.

2. The method for organizing emergency response to urban rail traffic under earthquake early warning according to claim 1 is characterized by: Step S2 specifically includes, based on earthquake warning information, combining the line characteristics of the station and the surrounding environment characteristics, using the hierarchical analysis method to determine the weights of various factors affecting the safety of the station, and using the fuzzy comprehensive evaluation method to evaluate the various factors affecting the safety of the station. A membership matrix is ​​established through fuzzy evaluation of each influencing factor, and fuzzy synthesis is performed in combination with the weights of each influencing factor to obtain the safety evaluation results of each station.

3. The method for emergency handling of urban rail traffic organization under earthquake early warning according to claim 2 is characterized in that: In step S3, each level and treatment plan is: When the station comprehensive safety evaluation score is ≥ the first preset score, it is level 1 and no action is required; When the station comprehensive safety evaluation score is ≥ the second preset score and < the first preset score, it is level 2 and a warning message is issued, but no action is required; When the comprehensive safety evaluation score of the station is less than the second preset score, it is level 3 and needs to be dealt with. The handling methods include: stopping and detaining trains that are about to enter the dangerous section, accelerating trains that are about to leave the dangerous section, returning trains that have just entered the dangerous section to the station, accelerating trains that can leave the dangerous section before the earthquake arrives to leave the dangerous section, and avoiding entering specific dangerous sections.

4. The method for organizing emergency response to urban rail traffic under earthquake early warning according to claim 3 is characterized by: Step S4 is specifically to construct, based on the safety evaluation results of each station and the handling methods of each level, train arrival and departure time constraints, dangerous area non-recovery constraints, safety interval constraints, vehicle bottom turnover constraints and earthquake impact-related constraints for train operation elements, and to minimize the total number of cancelled stops and the deviation between the post-earthquake train operation interval and the planned interval as the objective function, establish a subway train scheduling optimization model based on earthquake early warning information, and use the solver to solve the model to obtain the optimal train operation plan.

5. The method for emergency handling of urban rail traffic organization under earthquake early warning according to claim 4 is characterized in that: In step S4, The train arrival and departure time constraints are: Among them, f is the index of the up train number; g is the index of the down train number; is the arrival time of the up train number f at station s; is the departure time of the up train number f at station s; is the departure time of the up train number f at station s-1; is the running time of the up train number f in the interval s-1 to s; is the departure time of the up train number f at depot s; is the turnaround time of the down train g at station s; is the departure time of the down train g at station s; is the stop time of the up train number f at station s; T end is the end time considered by the model; F is the set of up trains; G is the set of down trains; S is the set of stations; The value ranges from 0 to 1, indicating whether the train is coming from the same previous station, the train is coming from the opposite direction, and the train is sent from the depot. The value ranges from 0 to 1, indicating whether to choose to drive to the next station, drive into the depot, turn back and connect to the oncoming train, or stop at the station for evacuation. The danger zone does not restore the constraint as follows: in, The value ranges from 0 to 1, indicating whether the up train f is cancelled at station s or whether the up train f+1 is cancelled at station s; The safety interval constraint is, Among them, H min is the minimum safe interval between two trains; The vehicle bottom turnover constraint is: The earthquake impact related constraints are: Among them, T E The time when the earthquake occurred; It is the minimum running speed of the train under speed limit conditions.

6. The method for emergency handling of urban rail traffic organization under earthquake early warning according to claim 5 is characterized by: In step S4, the objective function is: Among them, Z h Z is the sub-goal of the deviation between the train running interval and the ideal interval; c is the train cancellation sub-objective; w1 and w2 are the positive weights of the dual objective function terms; Z h,nom and Z c,nom is the normalization factor of the dual objective function term; H ideal For the ideal running interval.

7. The method for emergency handling of urban rail traffic organization under earthquake early warning according to claim 1 is characterized by: The earthquake warning information includes the earthquake source, magnitude, warning time and estimated intensity at each location.

8. The method for emergency handling of urban rail traffic organization under earthquake early warning according to claim 1 is characterized by: The line characteristics of the station include line slope and station type; the surrounding environment characteristics of the station include elevated sections, river crossings, and population density.

9. The method for emergency handling of urban rail traffic organization under earthquake early warning according to claim 1, characterized in that: Step S4 also includes: S5. Real-time adjustment of train operation: Each train executes the corresponding optimal train operation plan, thereby realizing rapid adjustment of trains based on earthquake early warning information.

10. An urban rail traffic organization emergency response system under earthquake early warning, characterized in that: The system can implement the method described in any one of claims 1 to 9, and the system includes: Earthquake warning information acquisition module: obtains earthquake warning information issued by China Earthquake Networks Center, and inputs the earthquake warning information into the ATS subsystem in the train signal system through the corresponding interface; Station safety assessment module: Based on earthquake early warning information, combined with the line characteristics of the station and the surrounding environment characteristics, the safety of the station is assessed using the hierarchical analysis method combined with the fuzzy comprehensive evaluation method; Hierarchical treatment level determination module: According to the safety evaluation results of the station, the hierarchical treatment of earthquake early warning for urban rail is divided into multiple levels, and corresponding treatment plans are given for each level; Module for determining the optimal train operation plan: Based on the station safety evaluation results and grade disposal plans, the module builds constraints and objective functions for train operation factors to establish a train dispatch optimization model based on earthquake early warning information, and solves the model to obtain the optimal train operation plan; Real-time train operation adjustment module: Each train executes the corresponding optimal train operation plan, thereby realizing rapid adjustment of trains based on earthquake early warning information.

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