Earthquake early warning urban rail train operation emergency processing method and system

Abstract

The application discloses a kind of earthquake early warning city rail train operation organization emergency handling method and system, method includes based on the earthquake early warning information obtained from China Seismic Network, in combination with the line characteristics of station and surrounding environmental characteristics, the safety of station is evaluated using analytic hierarchy process in combination with fuzzy comprehensive evaluation method;According to the safety evaluation result, the hierarchical disposal of earthquake early warning for city rail is divided into multiple grades, and disposal scheme is given;Based on station safety evaluation result and hierarchical disposal scheme, for train operation elements, by constructing constraint condition and objective function, to establish train scheduling optimization model based on earthquake early warning information, and the optimal train operation scheme is obtained by solving the model.The advantage is: by considering the actual situation of earthquake, comprehensive subway line characteristics, environmental characteristics and early warning information, the train operation scheme on line is quickly decided, while maximizing the safety of passengers, improve operational efficiency, reduce loss.

Description

Technical Field

[0001] This invention relates to the field of subway earthquake early warning technology, and in particular to an emergency response method and system for urban rail transit operation organization under earthquake early warning. Background Technology

[0002] Earthquake early warning technology is an emerging technology developed in recent years to reduce the impact of earthquake disasters. Based on real-time monitoring of seismic waves, it calculates information such as the earthquake's arrival time, magnitude, and focal location, allowing people to take appropriate measures to protect their lives and property within a limited timeframe. Earthquake early warning information can now be rapidly transmitted to mobile phones, televisions, and other devices within the affected area via the China Earthquake Networks Center.

[0003] In the event of an earthquake, the subway system needs to respond promptly to ensure passenger safety to the greatest extent possible. Earthquake early warning information is obtained by measuring and calculating earthquake-related parameters using instruments and transmitting this information in advance to equipment in the affected area, taking advantage of the difference in the propagation speed of seismic waves to minimize damage. For the subway train signaling system, after an early warning is issued, the earthquake early warning information can be used for rapid adjustments, thereby preventing greater damage.

[0004] Currently, upon receiving early warning information, dispatchers typically decide to halt all trains and quickly evacuate passengers. However, in earthquake-prone areas, some small earthquakes with low energy release may not significantly impact the subway system. Frequent line shutdowns and passenger evacuations not only lead to passenger complaints but also damage the public image of the subway operating company. Dispatchers' lack of scientific basis in deciding train operation plans, relying solely on experience and judgment, may result in unnecessary losses. Summary of the Invention

[0005] The purpose of this invention is to provide an emergency response method and system for urban rail transit organization under earthquake early warning, thereby solving the aforementioned problems existing in the prior art.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] An emergency response method for urban rail transit operation under earthquake early warning includes the following steps:

[0008] S1. Earthquake Early Warning Information Acquisition:

[0009] Obtain earthquake early warning information released by the China Earthquake Networks Center and input the earthquake early warning information into the ATS subsystem of the train signaling system through the corresponding interface;

[0010] S2, Station Safety Assessment:

[0011] Based on earthquake early warning information, combined with the station's line characteristics and surrounding environment characteristics, the safety of the station is assessed using the analytic hierarchy process combined with the fuzzy comprehensive evaluation method.

[0012] S3. Determination of the graded treatment level:

[0013] Based on the safety assessment results of the station, the graded handling of earthquake early warning for urban rail transit is divided into multiple levels, and corresponding handling 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 handling plans, and considering train operation elements, a train scheduling optimization model based on earthquake early warning information is established by constructing constraints and objective functions for train and earthquake impacts, and the optimal train operation plan is obtained by solving the model.

[0016] Preferably, step S2 specifically involves: based on earthquake early warning information, combined with the station's line characteristics and surrounding environmental characteristics, using the analytic hierarchy process (AHP) to determine the weights of various factors affecting station safety, and using the fuzzy comprehensive evaluation method to assess these factors. By establishing a membership matrix through the fuzzy evaluation of each influencing factor, and combining the weights of each influencing factor with fuzzy synthesis, the safety evaluation results of each station are obtained.

[0017] Preferably, in step S3, the levels and treatment plans are as follows:

[0018] If the station's overall safety evaluation score is greater than or equal to the first preset score, it is classified as Level 1 and no action is required.

[0019] If the station's overall safety evaluation score is ≥ the second preset score and < the first preset score, it is classified as Level 2, and a warning message is issued, but no action is required.

[0020] If the station's overall safety evaluation score is less than the second preset score, it is classified as Level 3 and requires action. Actions include: stopping and impounding trains that are about to enter the danger zone; accelerating trains that are about to leave the danger zone and entering the station; reversing the direction of trains that have just entered the danger zone and returning to the station; accelerating trains that can leave the danger zone before the earthquake arrives and leaving the danger zone; and avoiding entering specific danger zones.

[0021] Preferably, step S4 specifically involves, based on the safety evaluation results of each station and the handling methods at each level, constructing constraints on train arrival and departure times, non-recovery of dangerous areas, safety intervals, car body turnover, and earthquake-related impacts for train operation elements. The objective function is to minimize the deviation between the total number of canceled train stops and the post-earthquake train operation interval and the planned interval. A metro train scheduling optimization model based on earthquake early warning information is established, and a solver is used 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 as follows:

[0024]

[0025] Where f is the upbound train index; g is the downbound train index; This represents the arrival time of train f at station s. The departure time of train f at station s; This represents the departure time of train f at station s-1. The travel time of train f in the northbound direction from s-1 to s is denoted as s. The departure time of train f from depot s; This refers to the turnaround time of train number g at station s for the southbound train. This represents the departure time of train number g at station s. T represents the dwell time of train f at station s; end The end time considered for the model; F is the set of trains going up; G is the set of trains going down; S is the set of stations; The range of 0 to 1 indicates whether to select the arrival mode of the train, which is to come from the same previous station, the train which comes from the opposite direction, and the train which is to depart from the depot. The range of 0 to 1 indicates whether to choose to travel to the next station in the same direction, enter the depot, turn back and continue to the opposite train, or stop at the station for evacuation, respectively.

[0026] The danger zone will not be restored to its constraint.

[0027]

[0028] in, The values ​​are 0 to 1, representing whether the up-line train f is cancelled at station s and whether the up-line train f+1 is cancelled at station s, respectively.

[0029] The safety interval constraint is,

[0030]

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

[0032] The undercarriage turnover constraint is,

[0033]

[0034] The relevant constraints regarding earthquake impact are:

[0035]

[0036] Among them, T E The time when the earthquake occurred; This refers to the minimum operating speed of the train under speed-limited conditions.

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

[0038]

[0039] Among them, Z h Z is the sub-objective representing the deviation between train intervals and the ideal interval. c The train's sub-objective is cancelled; w1 and w2 are the positive weights of the bi-objective function term; Z h,nom and Z c,nom It is the normalization factor of the biobjective function term; H ideal This is the ideal operating interval.

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

[0041] Preferably, the line characteristics of the station include the line gradient and station type; the surrounding environmental 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 determined optimal train operation plan, thereby realizing rapid train adjustment based on earthquake early warning information.

[0044] The present invention also aims to provide an emergency response system for urban rail transit operation under earthquake early warning, which can implement the above-described method. The system includes,

[0045] Earthquake Early Warning Information Acquisition Module: Acquires earthquake early warning information released by the China Earthquake Networks Center and inputs the earthquake early warning information into the ATS subsystem of the train signaling system through the corresponding interface;

[0046] Station safety assessment module: Based on earthquake early warning information, combined with the station's line characteristics and surrounding environmental characteristics, the safety of the station is assessed using the analytic hierarchy process combined with the fuzzy comprehensive evaluation method.

[0047] Graded Response Level Determination Module: Based on the safety evaluation results of the station, the graded response for earthquake early warning for urban rail transit is divided into multiple levels, and corresponding response plans are given for each level.

[0048] Train optimal operation scheme determination module: Based on the station safety evaluation results and level handling schemes, and targeting train operation elements, a train scheduling optimization model based on earthquake early warning information is established by constructing constraints and objective functions, and the optimal train operation scheme is obtained by solving the model;

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

[0050] The beneficial effects of this invention are as follows: 1. This invention integrates earthquake early warning information with the subway train signaling system. After the China Earthquake Networks Center releases relevant early warning information, it can be directly input into the system for rapid response of current trains, eliminating the need to wait for dispatcher response time and potential decision-making risks. Furthermore, this invention comprehensively considers multiple factors, including earthquake early warning information, subway line characteristics, and surrounding environmental characteristics, making its decision-making method more scientific and comprehensive than existing technologies. 2. By considering the actual situation of an earthquake and integrating subway line characteristics, environmental characteristics, and early warning information, this invention enables rapid decision-making on train operation plans on the line, maximizing passenger safety while improving operational efficiency and reducing losses. 3. Based on earthquake early warning information, combined with subway line characteristics and surrounding environmental characteristics, this invention determines whether the current train is within the earthquake-affected area and directly makes rapid decisions on train operation plans, including stopping and evacuating, slowing down, and operating on shorter routes, avoiding unnecessary losses due to dispatcher errors. Attached Figure Description

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

[0052] Figure 2 This is a schematic diagram of train route adjustment in an embodiment of the present invention. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0054] like Figure 1 As shown in this embodiment, an emergency response method for urban rail transit operation under earthquake early warning is provided. The method first embeds line characteristics and environmental characteristics as known information into the ATS (Automatic Train Protection) system. Upon receiving earthquake early warning information, the relevant information is directly input into the ATS system, and the earthquake early warning information interface can be directly connected to the China Earthquake Networks Center. Combining line characteristics and environmental characteristics, a comprehensive evaluation is conducted to obtain the optimal train operation plan. The method specifically includes the following five parts:

[0055] I. Earthquake Early Warning Information Acquisition:

[0056] The system acquires earthquake early warning information released by the China Earthquake Networks Center and inputs this information into the ATS subsystem of the train signaling system via the corresponding interface.

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

[0058] II. Station Safety Assessment:

[0059] Based on earthquake early warning information, combined with the station's line characteristics and surrounding environment, the safety of the station is assessed using the analytic hierarchy process (AHP) combined with the fuzzy comprehensive evaluation method.

[0060] Specifically: Based on earthquake early warning information, combined with the station's line characteristics and surrounding environment characteristics, the weights of various factors affecting station safety are determined using the analytic hierarchy process (AHP), and the fuzzy comprehensive evaluation method is used to assess these factors. A membership matrix is ​​established through the fuzzy evaluation of each influencing factor, and fuzzy synthesis is performed by combining the weights of each influencing factor to obtain the safety evaluation results for each station.

[0061] In this embodiment, the line characteristics of the station include information such as line gradient and station type. The environmental information of the station includes information such as elevated sections, river crossings, and population density.

[0062] III. Determination of the Level of Response:

[0063] Based on the safety assessment results of the stations, the graded handling of earthquake early warning for urban rail transit is divided into multiple levels, and corresponding handling plans are given for each level.

[0064] Specifically: The tiered handling of earthquake early warning for urban rail transit will be divided into three levels:

[0065] The values ​​of the first and second preset scores should be set according to actual needs to better meet real-world requirements. For example, the first preset score could be 90, and the second preset score 85.

[0066] (1) When the station’s comprehensive safety evaluation score is ≥90, it is Level 1: No action is required.

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

[0068] (3) When the station's comprehensive safety evaluation score is <85 points, it is classified as Level 3: Action is required. Actions include: stopping and impounding trains that are about to enter the dangerous section, accelerating trains that are about to leave the dangerous section and entering the station, reversing the direction of trains that have just entered the dangerous section and returning to the station, accelerating trains that can leave the dangerous section before the earthquake arrives and leaving the dangerous section, and avoiding entering specific dangerous sections.

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

[0070] Based on the station safety evaluation results and graded handling plans, and considering train operation elements, a train scheduling optimization model based on earthquake early warning information is established by constructing constraints and objective functions for train and earthquake impacts, and the optimal train operation plan is obtained by solving the model.

[0071] Specifically: Based on the safety evaluation results of each station and the handling methods at each level, for train operation elements, constraints on train arrival and departure times, non-recovery of dangerous areas, safety intervals, car body turnover, and earthquake-related constraints are constructed. With the objective function of minimizing the total number of canceled train stops and the deviation between the post-earthquake train operation interval and the planned interval, a metro train scheduling optimization model based on earthquake early warning information is established, and the optimal train operation plan is obtained by solving the model using a solver.

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

[0073] (1) Train arrival and departure time constraints are as follows:

[0074]

[0075] This constraint is for train arrival and departure times; f is the up-line train number index; g is the down-line train number index; This represents the arrival time of train f at station s. The departure time of train f at station s; This represents the departure time of train f at station s-1. The travel time of train f in the northbound direction from s-1 to s is denoted as s. The departure time of train f from depot s; This refers to the turnaround time of train number g at station s for the southbound train. This represents the departure time of train number g at station s. T represents the dwell time of train f at station s;end The model considers the end time; F is the set of trains going up; G is the set of trains going down; S is the set of stations. For trains going up, f, there are three arrival methods: the train arrives from the same previous station, the train arrives from the opposite direction, and the train departs from the depot, each represented by a variable from 0 to 1. This indicates whether the chosen arrival mode is selected. The arrival time is the sum of the train's departure time from the preceding station and its travel time. For an upward train f, there are four departure modes: heading towards the next station in the same direction, entering the depot, turning back to connect with the opposite train, and stopping at the station for evacuation. These are represented by variables ranging from 0 to 1. Indicates whether to select this departure mode; departure time is the sum of the train's arrival time and stop time at the station.

[0076] (2) The constraint is not restored in the dangerous area.

[0077]

[0078] This constraint indicates that the danger zone will not recover after an earthquake; that is, vehicles following a vehicle cannot pass through a section where the preceding vehicle has cancelled its journey. The values ​​are 0 to 1, representing whether the up-line train f is cancelled at station s and whether the up-line train f+1 is cancelled at station s, respectively.

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

[0080]

[0081] This constraint states that during train operation, if a train does not cancel its stop at station S, the interval between adjacent trains must be greater than or equal to the minimum interval. Where H... min This is the minimum safe interval between two trains.

[0082] (4) The undercarriage turnover constraint is:

[0083]

[0084] This constraint is a train carriage turnaround constraint, meaning that a train can only arrive at station s in at most one way, and can only depart from station s in at most one way, corresponding to the arrival and departure time constraint. Where T... E The time when the earthquake occurred; This refers to the minimum operating speed of the train under speed-limited conditions.

[0085] (5) The relevant constraints regarding earthquake impact are:

[0086]

[0087] This constraint is related to earthquake impact. Upon receiving an early warning, to ensure train operation safety, trains must be strictly prohibited from continuing to pass through stations that have ceased operation. For stations where trains are operating at reduced speeds, the minimum operating interval between train sections will be increased to [a certain value].

[0088] The objective function is as follows:

[0089]

[0090] This invention constructs an objective function based on two aspects: the deviation between post-earthquake train intervals and ideal intervals, and the number of canceled stops. This aims to improve operational efficiency and passenger satisfaction while ensuring passenger and train safety. Wherein, Z... h Z is the sub-objective representing the deviation between train intervals and the ideal interval. c The sub-objective of eliminating trains is defined; w1 and w2 are the positive weights of the bi-objective function term, which can be determined based on the preferences and actual operating conditions of the urban rail transit operator. h,nom and Z c,nom H is the normalization factor for the biobjective function term, and its value can be obtained by solving a single-objective optimization problem; ideal This is the ideal operating interval.

[0091] V. Real-time adjustments to train operation

[0092] The train immediately implemented the current operating plan, thus achieving rapid train adjustments based on earthquake early warning information. This avoided losses caused by dispatcher errors and, while ensuring passenger safety, scientifically and efficiently improved subway operation efficiency. See the appendix for corresponding train route adjustments. Figure 2 .

[0093] This embodiment provides an emergency response system for urban rail transit operation under earthquake early warning. The system is capable of implementing the method described above. The system includes...

[0094] (1) Earthquake early warning information acquisition module: acquires earthquake early warning information released by China Earthquake Networks Center and inputs the earthquake early warning information into the ATS subsystem of the train signaling system through the corresponding interface;

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

[0096] (3) Graded handling level determination module: Based on the safety evaluation results of the station, the graded handling of earthquake early warning for urban rail transit is divided into multiple levels, and corresponding handling schemes are given for each level.

[0097] (4) Train optimal operation scheme determination module: Based on the station safety evaluation results and level handling scheme, for train operation elements, by constructing constraints and objective functions, a train scheduling optimization model based on earthquake early warning information is established, and the optimal train operation scheme is obtained by solving the model;

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

[0099] By adopting the above-disclosed technical solution of this invention, the following beneficial effects are obtained:

[0100] This invention provides an emergency response method and system for urban rail transit operation under earthquake early warning. This invention integrates earthquake early warning information with the subway train signaling system. After the China Earthquake Networks Center releases relevant early warning information, it can be directly input into the system for rapid response of current trains, eliminating the need to wait for dispatcher response time and potential decision-making risks. Furthermore, this invention comprehensively considers multiple factors, including earthquake early warning information, subway line characteristics, and surrounding environmental characteristics. Its decision-making method is more scientific and comprehensive than existing technologies. By considering the actual earthquake situation and integrating subway line characteristics, environmental characteristics, and early warning information, this invention makes rapid decisions on train operation plans on the line, maximizing passenger safety while improving operational efficiency and reducing losses. Based on earthquake early warning information, combined with subway line characteristics and surrounding environmental characteristics, this invention determines whether the current train is within the earthquake-affected area and directly makes rapid decisions on train operation plans, including stopping and evacuating, slowing down, and operating on shorter routes, avoiding unnecessary losses due to dispatcher errors.

[0101] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An emergency response method for urban rail transit operation under earthquake early warning, characterized in that: Includes the following steps, S1. Earthquake Early Warning Information Acquisition: Obtain earthquake early warning information released by the China Earthquake Networks Center and input the earthquake early warning information into the ATS subsystem of the train signaling system through the corresponding interface; S2, Station Safety Assessment: Based on earthquake early warning information, combined with the station's line characteristics and surrounding environment characteristics, the safety of the station is assessed using the analytic hierarchy process combined with the fuzzy comprehensive evaluation method. Step S2 specifically involves using the analytic hierarchy process (AHP) to determine the weights of various factors affecting station safety based on earthquake early warning information, combined with the station's line characteristics and surrounding environment characteristics. Then, using the fuzzy comprehensive evaluation method, the AHP assesses the various factors affecting station safety. By establishing a membership matrix through the fuzzy evaluation of each influencing factor, and combining the weights of each influencing factor, a fuzzy synthesis is performed to obtain the safety evaluation results of each station. S3. Determination of the graded treatment level: Based on the safety assessment results of the station, the graded handling of earthquake early warning for urban rail transit is divided into multiple levels, and corresponding handling plans are given for each level. In step S3, the levels and corresponding treatment plans are as follows: If the station's overall safety evaluation score is greater than or equal to the first preset score, it is classified as Level 1 and no action is required. If the station's overall safety evaluation score is ≥ the second preset score and < the first preset score, it is classified as Level 2, and a warning message is issued, but no action is required. If the station's overall safety evaluation score is less than the second preset score, it is classified as Level 3 and requires action. Actions include: stopping and impounding trains that are about to enter the danger zone; accelerating trains that are about to leave the danger zone and entering the station; reversing trains that have just entered the danger zone and returning to the station; accelerating trains that can leave the danger zone before the earthquake arrives and leaving the danger zone; and avoiding entering the danger zone. S4. Determination of the optimal train operation plan: Based on the station safety evaluation results and graded handling plans, and considering train operation elements, a train scheduling optimization model based on earthquake early warning information is established by constructing constraints and objective functions for train and earthquake impacts, and the optimal train operation plan is obtained by solving the model. Step S4 specifically involves constructing constraints related to train arrival and departure times, dangerous area non-recovery, safety intervals, rolling stock turnover, and earthquake impacts based on the safety evaluation results of each station and the handling methods at each level. The objective function is to minimize the total number of canceled train stops and the deviation between the post-earthquake train running interval and the planned interval. A subway train scheduling optimization model based on earthquake early warning information is established, and the model is solved using a solver to obtain the optimal train operation plan. In step S4, The train arrival and departure time constraints are as follows: Where f is the upbound train index; g is the downbound train index; This represents the arrival time of train f at station s. The departure time of train f at station s; This represents the departure time of train f at station s-1. The travel time of train f from station s-1 to s is the travel time of the train going north. This represents the departure time of train f from station s. This refers to the turnaround time of train number g at station s for the southbound train. This represents the departure time of train number g at station s. T represents the dwell time of train f at station s; end The end time considered for the model; F is the set of trains going up; G is the set of trains going down; S is the set of stations; Indicates whether to select the arrival mode where the train originates from the same previous station; This indicates the arrival method of a train that has turned back from the opposite direction; The range is 0 to 1, representing the arrival method of the train dispatched from the depot; Indicates whether to choose the departure mode to the next station on the same route; Indicates the departure method of the vehicle entering the depot; This indicates the departure method of turning back and connecting to the opposite train; The value is 0 to 1, indicating the departure method of stopping at station S for evacuation; The danger zone will not be restored to its constraint. in, The values ​​are 0 to 1, representing whether the up-line train f is cancelled at station s and whether the up-line train f+1 is cancelled at station s, respectively. The safety interval constraint is, Among them, H min The minimum safe interval between two trains; The undercarriage turnover constraint is, The relevant constraints regarding earthquake impact are: Among them, T E The time when the earthquake occurred; This refers to the minimum operating speed of the train under speed-limited conditions. In step S4, the objective function is, Among them, Z h Z is the sub-objective representing the deviation between train intervals and the ideal interval. c The train's sub-objective is cancelled; w1 and w2 are the positive weights of the bi-objective function term; Z h,nom and Z c,nom It is the normalization factor of the biobjective function term; H ideal This is the ideal operating interval.

2. The emergency response method for urban rail transit organization under earthquake early warning as described in claim 1, characterized in that: The earthquake early warning information includes the earthquake source, magnitude, warning time, and estimated intensity at each location.

3. The emergency response method for urban rail transit organization under earthquake early warning as described in claim 1, characterized in that: The characteristics of a station include its gradient and station type; the characteristics of its surrounding environment include elevated sections, river crossings, and population density.

4. The emergency response method for urban rail transit organization under earthquake early warning as described in claim 1, characterized in that: Step S4 is followed by, S5. Real-time adjustment of train operation: Each train executes the determined optimal train operation plan, thereby realizing rapid train adjustment based on earthquake early warning information.

5. An emergency response system for urban rail transit operation under earthquake early warning, characterized in that: The system is capable of implementing the method described in any one of claims 1 to 4, and the system comprises: Earthquake Early Warning Information Acquisition Module: Acquires earthquake early warning information released by the China Earthquake Networks Center and inputs the earthquake early warning information into the ATS subsystem of the train signaling system through the corresponding interface; Station safety assessment module: Based on earthquake early warning information, combined with the station's line characteristics and surrounding environmental characteristics, the safety of the station is assessed using the analytic hierarchy process combined with the fuzzy comprehensive evaluation method. Graded Response Level Determination Module: Based on the safety evaluation results of the station, the graded response for earthquake early warning for urban rail transit is divided into multiple levels, and corresponding response plans are given for each level. Train optimal operation scheme determination module: Based on the station safety evaluation results and level handling schemes, and targeting train operation elements, a train scheduling optimization model based on earthquake early warning information is established by constructing constraints and objective functions, and the optimal train operation scheme is obtained by solving the model; Real-time train operation adjustment module: Each train executes the determined optimal train operation plan, thereby realizing rapid train adjustment based on earthquake early warning information.

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