Connection vehicle scheduling optimization method and system for urban rail transit interruption

Abstract

The invention belongs to the technical field of urban rail transit planning, and provides a docking vehicle scheduling optimization method and system for urban rail transit interruption, and the method comprises the steps: obtaining an urban rail transit interruption site; taking the passenger flow volume of the interruption station into consideration, and determining the parking point of the shuttle bus by taking the minimum total site selection cost of the parking point of the shuttle bus as a target; and according to the determined parking point of the connection vehicle, considering turn-back stations on the upstream and downstream of the urban rail transit interruption station, and taking the minimum sum of the transportation cost of the connection vehicle and the passenger delay cost as a target to determine the line of the connection vehicle so as to complete optimization of the connection vehicle.

Description

Technical Field

[0001] The present invention belongs to the technical field of urban rail transit planning, and in particular relates to a method and system for optimizing shuttle bus scheduling for urban rail transit interruption. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] Urban rail transit has become an important part of the public transportation system, providing passengers with an efficient and convenient travel experience. However, with the occurrence of major natural disasters (such as earthquakes, typhoons, floods, etc.) in recent years, urban rail transit has suffered huge losses. Reasonable and effective planning and construction of emergency transfer stations in the rail transit network is an effective way to reduce the harm and losses caused by disaster events, and it is also an important part of urban and rural planning and construction. At the same time, the passenger flow of rail transit is relatively large. Once the urban rail transit line is interrupted due to an accident caused by a sudden disaster, it will inevitably cause a large number of passengers to be stranded at various interrupted stations. When the stranded passengers reach a certain scale and need to use emergency shuttle buses for evacuation, optimizing the shuttle bus evacuation route and minimizing the impact of line interruption on passenger travel is the focus of current research.

[0004] In response to the site selection problem of emergency shuttle buses under conditions of sudden subway interruptions, there are relevant studies on the optimal layout of emergency service facilities; for example: the three key aspects of accessibility, economy and facility utilization efficiency can be comprehensively considered to construct a double-layer multi-objective shelter site selection and allocation model to solve the site selection and allocation problem; based on the vulnerable nodes in the transportation network, with the goals of minimizing operating costs and maximizing accessibility, a dual-objective optimization model is established to allocate spare emergency facility points to demand points to ensure coverage and allocation problems; considering the characteristics of site capacity changing over time, a model is constructed with the goals of maximizing the number of refugees and minimizing the number of activated shelters to minimize the impact of the disaster; according to the distribution of key accident waters in the jurisdiction, a mathematical model for the site selection of emergency rescue sites can be established to ensure the safe distribution of key accident waters in the jurisdiction.

[0005] Existing technologies can be combined with the demand characteristics of shelters to enrich and improve the site selection model; for example: by constructing an emergency facility site selection and material allocation optimization model based on coverage satisfaction and economy, the problem of coverage and cost balance can be solved; an emergency shelter site selection strategy with the goal of minimizing the perceived pain cost of disaster victims is proposed, in order to minimize the losses of disaster victims; the limited rational choice behavior of residents is quantified through a multinomial logit model, and a utility function is introduced to characterize the regret value, which is used as a site selection target to analyze the behavioral tendencies of residents; considering the impact of secondary disasters on the needs of disaster victims, a three-stage site selection planning model is proposed to minimize the impact of disasters on disaster victims.

[0006] Existing research focuses on the site selection and planning of emergency shelters under real-life disaster situations, providing favorable theoretical support and practical guidance for the optimal layout of emergency service facilities. For example, in combination with factors such as flood risk and traffic evacuation, in-depth research has been conducted on methods for systematically identifying and evaluating shelter locations. Considering the uncertainty of road network damage during disasters, the road damage rate is calculated to construct a model with the goal of minimizing the total shelter area and the total evacuation distance, and to optimize the road network during disasters.

[0007] In general, in terms of site selection, most of the existing emergency rescue shuttle site selection models use construction cost, distance, arrival time, etc. as objectives and constraints, but do not fully consider factors such as line passenger flow, line risk level, and line network planning; in terms of line optimization, existing research mainly focuses on shuttle line design and model optimization, and rarely considers the coordination and cooperation between buses and subway trains and the large passenger flow that may occur at subway stations, and there is even less research related to passenger behavior analysis. Summary of the invention

[0008] In order to solve the above problems, the present invention proposes a method and system for optimizing shuttle bus scheduling for urban rail transit interruptions. In terms of site selection, the passenger flow of the line and the overall planning of the line network are fully considered, the entire transportation line network is comprehensively considered, and a planning model with the minimum site selection cost is established with the parking point construction cost and the shuttle vehicle purchase cost as the target for solving; in terms of line optimization, the line of the shuttle bus is optimized in combination with the passenger behavior analysis, and the impact of subway trains and possible large passenger flow situations are fully considered. A model is established with the minimum vehicle evacuation cost and passenger waiting cost as the target, and the solution is calculated in combination with the site selection cost, in order to provide theoretical support for urban rail transit.

[0009] According to some embodiments, a first solution of the present invention provides a method for optimizing shuttle bus scheduling for urban rail transit interruption, which adopts the following technical solution: A shuttle bus scheduling optimization method for urban rail transit interruption, comprising: Get the interrupted stations of urban rail transit; Considering the passenger flow at the interruption station, the shuttle bus parking point is determined with the goal of minimizing the total location cost of the shuttle bus parking point; According to the determined shuttle bus parking points, the turnaround stations upstream and downstream of the urban rail transit interruption stations are taken into consideration. With the goal of minimizing the sum of the shuttle bus transportation cost and the passenger delay cost, the shuttle bus route is determined and the shuttle bus optimization is completed.

[0010] As a further technical limitation, the total site selection cost of the shuttle parking point includes the site selection and construction cost of the parking point. and shuttle vehicle purchase costs ;Right now ; ;in, Indicates parking point. Indicates a parking point collection; Indicates parking spot Is there a shuttle bus? Parking point Shuttle buses are set up at Parking point There is no shuttle bus at the location; Indicates parking spot Fixed costs of site selection, represents the purchase cost of the vehicle, For parking spot The number of spare vehicles.

[0011] As a further technical limitation, the shuttle transportation cost At least it includes the transportation cost of the shuttle bus to evacuate passengers and the dispatch cost before the shuttle bus arrives at the interruption site; that is, ;in, Representation scene Expected value; Representation scene The probability of occurrence, Represents a collection of scenes; Indicates the interruption site; Indicates the number of passengers that the shuttle bus can carry; , , Representing scenes The number of passengers that can be evacuated by the shuttle bus per unit time on the following three routes; , , Representing scenes Shuttle buses on the next three routes will depart from the interruption station To the turnaround point Time required for a round trip; From the parking spot Dispatched to outage site The number of vehicles; Indicates that the shuttle bus is leaving from the parking spot To the interruption site travel time; represents the fixed cost of connecting buses per vehicle per unit time, Represents the operating time cost of the unit vehicle shuttle.

[0012] Furthermore, the passenger delay cost for ;in, represents the average waiting cost per passenger; Representation scene Next, select Go to the upstream turnaround station Number of people, Representation scene Next, select Go to the downstream turnaround station Number of people, Representation scene Next, select Go to an off-site distribution point Number of people; represents the number of passengers stranded at the interruption station, and ; Indicates shuttle bus parking spot Is it an interruption site? Provide services when When the shuttle bus stops For interruption site Provide services when When the shuttle bus stops Not an interruption site Provide services; represents the unit cost of the government deployed vehicles; It indicates the number of shuttle buses that the government deploys to the interruption station when there are not enough shuttle buses at the parking point.

[0013] Furthermore, in the process of determining the shuttle bus route, the shuttle bus transportation cost and the passenger delay cost constitute the EOQ equilibrium, that is, under the vehicle transportation cost and the passenger delay cost, the number of shuttle buses is determined so that the sum of the vehicle transportation cost and the passenger delay cost is minimized; through the scenario Number of passengers evacuated by shuttle bus within the next unit time Get the scene Lower interruption site To different turnaround points Number of shuttle vehicles The constraints are: ; ; in, ; Indicates transport to the return station and passenger flow at evacuation points outside the station; Indicates that the shuttle bus is leaving the interruption station To the turnaround point The time for a round trip; j Indicates a reentry site; From the parking spot Dispatched to outage site The number of vehicles.

[0014] Furthermore, the scenario Number of passengers evacuated by shuttle bus within the next unit time Need to meet .

[0015] According to some embodiments, a second solution of the present invention provides a shuttle bus scheduling optimization system for urban rail transit interruption, which adopts the following technical solutions: A shuttle bus dispatch optimization system for urban rail transit interruption, comprising: An acquisition module, which is configured to acquire interrupted urban rail transit stations; A site selection module is configured to determine the shuttle bus parking point with the goal of minimizing the total site selection cost of the shuttle bus parking point by considering the passenger flow of the interruption station; The optimization module is configured to determine the route of the shuttle bus based on the determined shuttle bus parking point, taking into account the turnaround stations upstream and downstream of the urban rail transit interruption station, with the goal of minimizing the sum of the shuttle bus transportation cost and the passenger delay cost, and complete the optimization of the shuttle bus.

[0016] According to some embodiments, a third solution of the present invention provides a computer-readable storage medium, which adopts the following technical solution: A computer-readable storage medium stores a program thereon, which, when executed by a processor, implements the steps of the shuttle bus scheduling optimization method for urban rail transit interruption as described in the first solution of the present invention.

[0017] According to some embodiments, a fourth solution of the present invention provides an electronic device, which adopts the following technical solution: An electronic device comprises a memory, a processor and a program stored in the memory and running on the processor, wherein when the processor executes the program, the steps in the method for optimizing shuttle bus scheduling for urban rail transit interruption as described in the first solution of the present invention are implemented.

[0018] According to some embodiments, a fifth solution of the present invention provides a computer program product, which adopts the following technical solution: A computer program product includes software codes, wherein the program in the software codes executes the steps in the method for optimizing shuttle bus scheduling for urban rail transit interruptions as described in the first solution of the present invention.

[0019] Compared with the prior art, the present invention has the following beneficial effects: The present invention conducts relevant research on the site selection of connecting stations and the evacuation of personnel in the event of urban rail transit interruption. In terms of site selection, full consideration is given to the passenger flow of the line and the overall planning of the line network, and the entire transportation line network is comprehensively considered. A planning model with the minimum site selection cost is established with the construction cost of parking points and the purchase cost of connecting vehicles as the goals for solution. In terms of line optimization, the lines of connecting buses are optimized in combination with passenger behavior analysis, and full consideration is given to the impact of subway trains and possible large passenger flow situations. A model is established with the goal of minimizing vehicle evacuation costs and passenger waiting costs, and the model is solved and calculated in combination with the site selection cost, in order to provide theoretical support for urban rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings in the specification that constitute a part of this embodiment are used to provide a further understanding of this embodiment. The schematic embodiments of this embodiment and their descriptions are used to explain this embodiment and do not constitute improper limitations on this embodiment.

[0021] Figure 1 This is a flow chart of a method for optimizing shuttle bus scheduling for urban rail transit interruption in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the connection and evacuation process in the first embodiment of the present invention; FIG3 (a) is a curve diagram of passengers leaving the upstream turnaround station in the first embodiment of the present invention; FIG3 ( b ) is a curve diagram of passengers leaving the downstream turnaround station in the first embodiment of the present invention; FIG3 (c) is a schematic diagram of a curve showing the departure of passengers going to a turnaround station outside the station in the first embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of a 49-node road network in Embodiment 1 of the present invention; Figure 5 This is a schematic diagram of the interruption point and interruption range in the first embodiment of the present invention; Figure 6 This is a schematic diagram of the parking point coverage in the first embodiment of the present invention; Figure 7 This is a structural block diagram of a shuttle bus scheduling optimization system for urban rail transit interruption in embodiment 2 of the present invention. DETAILED DESCRIPTION

[0022] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0023] 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.

[0024] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit exemplary embodiments according to the present invention. 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 "comprising" and / or "including" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0025] In the present invention, terms such as "upper", "lower", "left", "right", "front", "back", "vertical", "horizontal", "side", "bottom", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are relational words determined only for the convenience of describing the structural relationships of the various parts or elements of the present invention, and do not specifically refer to any part or element in the present invention and should not be understood as limitations on the present invention.

[0026] In the absence of conflict, the embodiments of the present invention and the features of the embodiments may be combined with each other.

[0027] Embodiment 1 Embodiment 1 of the present invention introduces a method for optimizing shuttle bus scheduling for urban rail transit interruption.

[0028] like Figure 1 A shuttle bus scheduling optimization method for urban rail transit interruption is shown, comprising: Get the interrupted stations of urban rail transit; Considering the passenger flow at the interruption station, the shuttle bus parking point is determined with the goal of minimizing the total location cost of the shuttle bus parking point; According to the determined shuttle bus parking points, the turnaround stations upstream and downstream of the urban rail transit interruption stations are taken into consideration. With the goal of minimizing the sum of the shuttle bus transportation cost and the passenger delay cost, the shuttle bus route is determined and the shuttle bus optimization is completed.

[0029] Emergency events pose a major challenge to the urban rail transit system due to their randomness, temporary nature, and urgency. Therefore, the emergency management department must formulate effective emergency plans to mitigate their negative impact. When the urban rail transit line is interrupted in some sections due to some reasons, in order to reduce the impact of the line interruption, this embodiment adopts the following Figure 2The shuttle evacuation plan shown is used to evacuate passengers. When an accident occurs in urban rail transit, the parking point will first send a shuttle vehicle to the interrupted station for evacuation. Depending on the passenger's destination (whether the destination is in the interrupted section), the passengers will be transported to the relevant turnaround station or evacuation point outside the station. The vehicle will travel back and forth between the interrupted station and the turnaround station and the evacuation point until all passengers are evacuated. Since the traffic demand within the interrupted section of rail transit is generally relatively small, travel can be completed by conventional buses, taxis, online car-hailing, shared bicycles, walking, etc.

[0030] It should be noted that this embodiment only considers the demand for passengers to be evacuated between the rail transit turning station and the interruption station and between the turning stations, and does not consider the passengers who leave on their own.

[0031] In this embodiment, the emergency bus connection plan under the condition of urban rail transit interruption is as follows: the parking point set in the line network is , the number of emergency shuttle buses in the parking lot is , the set of rail transit interruption stations is , the turnaround station set is The passenger flow to be evacuated at the interrupted station is The section between the two track turnaround stations closest to the interruption point is called the interruption section. Emergency bus connections are used to evacuate stranded passengers within the interruption section. For the two normal sections outside the interruption section, the train continues to operate normally using a small route. After the accident, the bus shuttle departs from the parking point and goes to the track interruption station to pick up passengers. Depending on the passengers' destinations, they evacuate passengers to the corresponding stations until all passengers are evacuated.

[0032] This embodiment is mainly divided into two stages: the first stage focuses on the site selection of parking points, aiming to minimize the site selection of parking points and vehicle acquisition costs; the second stage focuses on vehicle evacuation, striving to reduce the cost of vehicle evacuation and passenger waiting. Finally, the probability of risk occurrence under random scenarios is comprehensively considered to obtain the expected cost. Emergency shuttle buses are used to evacuate all passengers stranded at the interruption station, and parking points are scientifically set in the rail transit line network, so as to formulate the optimal scheduling plan.

[0033] Before optimizing the shuttle bus, this embodiment makes the following assumptions: 1) The passenger travel demand between interrupted stations is not considered; 2) It does not take into account the time it takes for passengers to get on and off the train at each station; 3) Passengers no longer enter the various interrupted stations after the accident; 4) All shuttle buses and subway trains have the same number of passengers; 5) Determine the average idle speed and operating speed of emergency shuttle buses based on historical average road conditions; 6) Emergency shuttle buses will not be disturbed by emergencies during their operation.

[0034] After the rail transit operation is interrupted, orderly evacuation is carried out according to the destinations of different passengers. For passengers whose destinations are within the interruption section, staff will guide them to take local buses directly to their respective destinations. For passengers whose destinations are outside the interruption section, the emergency shuttle bus system will be immediately activated. This system includes two types of shuttle vehicles: one is the reserve bus parked at the normal bus station, and the other is the school bus scattered in various schools. These shuttle vehicles are quickly dispatched to the scene to transport passengers to the nearest turnaround station. Afterwards, passengers can choose the appropriate rail transit route according to their destination at the turnaround station to continue traveling.

[0035] The total site selection cost of the shuttle bus parking point includes the site selection and construction cost of the parking point and shuttle vehicle purchase costs ;Right now ; ;in, Indicates parking point. Indicates a parking point collection; Indicates parking spot Is there a shuttle bus? Parking point Shuttle buses are set up at Parking point There is no shuttle bus at the location; Indicates parking spot Fixed costs of site selection, represents the purchase cost of the vehicle, For parking spot The number of spare vehicles.

[0036] Vehicle dispatch and evacuation is the process in which emergency buses are dispatched from various parking points to the interruption station and then to the turnaround station after the accident is determined to be an emergency bus connection. After confirming the use of the emergency bus connection plan to deal with the accident, vehicle dispatch and evacuation work will be carried out immediately. This process involves the emergency buses being quickly dispatched from various preset parking points to the interruption station, and continuing to the designated turnaround station after completing the passenger connection. The vehicle dispatch stage ends with the vehicle successfully arriving at the corresponding turnaround station, and then enters the vehicle evacuation stage. Vehicle evacuation refers to the process of orderly dispatching vehicles between various interruption stations and turnaround stations to connect and evacuate stranded passengers. These two stages are closely linked and together constitute the core implementation steps of the emergency bus connection plan.

[0037] Due to the uncertainty of human behavior, within the time range of passengers waiting and leaving, the characteristics of passenger behavior are analyzed to obtain the passenger loss rate and the number of passengers who stay at the interruption station waiting for rescue. Combined with data survey, three turnaround stations for evacuating passengers are selected: upstream turnaround station (Right now ), downstream turnaround station (Right now ), outside the station (Right now ), and then calculate the waiting time of passengers in this scenario respectively. Assume that the interruption scenario is , the set of all scenarios is ,In this stage, the objective function is to minimize the delay cost of vehicles and passengers in the ,whole scenario.

[0038] Representation scene The transportation cost of the connecting vehicle under Representation scene Passenger delay costs under Scenario Transportation costs under By scene The transportation cost of the shuttle vehicle during the transportation process and the dispatch cost before the shuttle vehicle arrives at the interruption point are composed of: represents the fixed cost of connecting buses per vehicle per unit time, represents the operating time cost of a unit vehicle connecting to a bus, that is, .

[0039] As shown in Figure 3(a), the upstream turnaround station The waiting time of passengers is the area enclosed by quadrilateral OABC and triangle BCD, as shown in Figure 3(b). The waiting time of passengers is the area enclosed by the quadrilateral OEFG and the triangle EFG, as shown in Figure 3(c). The waiting time of passengers is the area enclosed by the quadrilateral OPQR and the triangle QRS; represents the number of stranded passengers, Representation scene Next, select Go to the upstream turnaround station (Right now ) Representation scene Next, select Go to the downstream turnaround station (Right now ) Representation scene Next, select Go to an off-site distribution point (Right now ) of which, .

[0040] Indicates the time when the connecting vehicle arrives at the interruption point. , , Respectively represent the time to complete the evacuation of all passengers on the three lines, and the slope , , Representing scenes The number of passengers that can be evacuated by shuttle buses on the next three routes per unit time. If the number of shuttle buses is insufficient, the government will dispatch another vehicle to evacuate the passengers. The waiting time of the passengers in this process is ; That is, the waiting time of passengers in the transportation process is ; ; ; ; .

[0041] It can be seen that the scene Passenger delay costs under for .

[0042] The vehicle evacuation cost and passenger waiting cost are constrained for the three routes respectively, namely: ; ; .

[0043] Slope It represents the number of passengers evacuated per unit time. Another way to express it is .

[0044] Combining the vehicle transportation cost and the passenger waiting cost, it is found that the two can form an EOQ equilibrium. To perform EOQ equilibrium, Substituting into the inequality, we can get the following results for the scenarios: Number of connecting vehicles on the next three routes The constraints are: ; ; .

[0045] In summary, a scene Evacuation cost of all vehicles on the route and passenger delay costs for: ; ; .

[0046] Once a disaster occurs, decision makers must quickly and decisively develop and implement location and route plans. However, in the absence of accurate demand information, it is obviously impractical to directly apply deterministic demand models. Although decision makers can try to develop response strategies by estimating demand values, the actual demand often deviates from the estimated value. Therefore, instead of relying on a single demand estimate, a set of demand scenarios covering multiple possibilities is constructed, each with its own specific probability of occurrence. This approach can more comprehensively consider uncertainty and provide decision makers with more flexible and robust decision support. For rail transit lines under different random scenarios, the variable , representing a scene Lower parking spot The number of shuttle vehicles dispatched. Substituting into the vehicle transportation cost in a scenario, we can get and passenger waiting costs .

[0047] Assumptions Representation scene The probability of occurrence, given an expected value To solve the probability of random interruption in all scenarios. Note that in multiple interruption scenarios, the waiting cost of passengers waiting for the connecting vehicle to arrive at the interruption point is small and is chosen to be ignored in this problem. In all possible cases, the expected total vehicle transportation cost is and passenger waiting costs for: ; ; .

[0048] In summary, in the docking station site selection stage, the objective function is to minimize the total site selection cost of the docking station and maximize the network coverage level; in the vehicle evacuation stage, the objective function is to minimize the vehicle evacuation cost and the passenger waiting cost; finally, the overall analysis of the probability of risk occurrence in a random scenario is used to obtain the expected cost. In summary, the total objective function for minimizing the total cost of the entire docking site selection and evacuation is: ; The constraints are: exist Set parking point constraints at: ; Only in Set up parking spots and interruption stations To accept the shuttle service restrictions: ; The constraint that every breakpoint is served by at least one parking point: ; The maximum vehicle reserve capacity limit of the emergency docking parking point is The area occupied by vehicles does not exceed the parking spot Constraints on vehicle reserve capacity: ;in, represents the vehicle size of a single shuttle vehicle, Indicates parking spot The maximum vehicle capacity.

[0049] Minimum number of parking point pick-up vehicles to evacuate passengers: ;in, Indicates a break point Average coefficient of evacuated passengers.

[0050] The number of vehicles dispatched from the parking point to the interruption point is equal to the preset number of vehicles at the parking point: .

[0051] When the number of vehicles sent from the parking point to the interruption point is insufficient, the government will dispatch vehicles to the interruption point for support. The number of vehicles on both sides must meet the interruption point. To different turning points The constraints on the number of connecting vehicles required are: .

[0052] The number of shuttle vehicles must meet the constraints required by passengers: ; The constraints for balancing the number of passengers going to different turning points and the total number of passengers are: ; The constraint for the load capacity limit of the turning point is: ;in, Indicates the carrying capacity of different turnaround stations.

[0053] Constraints on decision variables: ; Constraints on continuous integer variables: ;in, Represents a positive integer.

[0054] The model constructed in this embodiment is a precise integer linear programming model. This type of model has a wide range of application value in the field of optimization decision-making due to its rigorous structure and high efficiency in solving. In order to solve this complex model, there are two main ways: one is to use the commercial solver CPLEX, and the other is to use Python combined with Numpy, PULP and Pandas libraries for solving.

[0055] As the industry's leading commercial solver, CPLEX is well-known for its powerful solving engine, high stability and wide applicability. It can quickly and accurately handle large-scale linear programming, integer programming and other complex problems, and provide precise optimal solutions or high-quality approximate solutions. CPLEX's algorithm has been carefully designed and optimized to cope with various constraints and objective functions, ensuring the efficiency of the solution process and the reliability of the results.

[0056] However, in order to make full use of Python's programming flexibility and data processing capabilities, this embodiment uses Python to call Numpy, PULP and Pandas libraries for solution. Numpy is a basic library for scientific computing in Python, which provides efficient multidimensional array objects, making data processing and matrix operations extremely simple. PULP is a modeling library for linear programming problems, which provides a concise API to define problems, add constraints and solve, making the construction and solution process of integer linear programming models more intuitive and easy to understand. Pandas is a powerful data processing and analysis library, which provides rich data structures and functions, making data cleaning, conversion and analysis easy.

[0057] By combining the solving ability of CPLEX with the data processing and modeling flexibility of Python and its libraries, the integer linear programming model established in this embodiment can be solved comprehensively and effectively. This not only provides scientific decision-making support for the parking point selection and vehicle evacuation problems of emergency shuttle buses, but also demonstrates the complementarity and synergy between different solution methods.

[0058] Case Analysis This embodiment adopts Figure 4 The actual road network test model with 49 nodes is shown in the figure, and the optimization results of the 49-node road network are analyzed in detail. Sensitivity analysis is carried out on some key parameters in the model to clarify the impact of these parameters on the optimization plan and put forward corresponding management suggestions.

[0059] The urban rail transit in a certain region is selected as the case analysis background. Assume that the fixed cost per unit shuttle vehicle per unit time is The operating time cost of a shuttle vehicle is RMB 50,000 per vehicle. 1,000 yuan per vehicle, and the average waiting cost per passenger 100 yuan per person, the maximum number of people per vehicle For 50 people, the volume occupied by a vehicle is 60 / , the average coefficient of passengers waiting to be evacuated at the station is 0.05. The fixed cost of parking point selection and the cost of connecting vehicle purchase are and The maximum vehicle capacity of the docking station is The number of nodes in each road network is shown in Table 1, and the node distribution of each road network is shown in Table 1. Figure 4 shown.

[0060] Table 1 Number of nodes in the experimental road network

[0061] This example uses a 47-node road network as an example to deeply analyze the specific implementation effect of the optimization solution. Figure 4 It can be seen that the parking points in the road network are distributed fairly evenly, while the interrupted lines are mainly concentrated in Line 1, Line 2, Line 3, Line 4 and Line 7, which have dense passenger flow. When selecting the turnaround station, priority is given to key transfer stations with large passenger flow or line intersections.

[0062] This embodiment comprehensively reviews the accidents caused by natural disasters (such as floods) and problems of the subway system itself (such as derailment or train collision) in the history of urban rail transit, and combines rich historical data to carefully construct a variety of disaster scenario models. This embodiment designs 10 representative scenarios, each of which represents different passenger flow demands and line damage conditions. These scenarios cover complex situations from single station interruptions to almost simultaneous interruptions of multiple stations, as shown in Table 2. In view of the uncertainty of passenger behavior after a disaster, this embodiment widely collects and organizes passenger behavior selection data in different disaster scenarios. When setting the number of station interruptions, passengers are reasonably allocated to upstream and downstream turnaround stations and evacuation points outside the station according to a certain ratio, which is set to 4:4:2. It is worth noting that although these probabilities assigned to the scenarios are intended to match the historical characteristics of subway line interruptions in the area, they should be regarded as simplified example values ​​to assist in illustrating the problem. Table 3 gives the total costs and other key experimental results under 10 scenarios. Tables 4, 5, 6, 7, 8, 9, 10, 11, 12 and 13 give the specific evacuation processes of the 10 scenarios.

[0063] Table 2 Scenario definitions and occurrence probabilities

[0064] Table 3 Calculation results of experimental road network

[0065] Table 4 Solutions for scenario 1

[0066] Table 5 Solutions under scenario 2

[0067] Table 6 Solutions under scenario 3

[0068] Table 7 Solutions under scenario 4

[0069] Table 8 Solutions for scenario 5

[0070] Table 9 Solutions for scenario 6

[0071] Table 10 Solutions for scenario 7

[0072] Table 11 Solutions for scenario 8

[0073] Table 12 Solutions for scenario 9

[0074] Table 13 Solutions for scenario 10

[0075] Through in-depth analysis of Tables 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12 and 13, it can be clearly observed that in the entire connecting evacuation network covering 10 different scenarios, the 1st, 3rd, 11th, 12th and 13th parking points are finally selected. In most cases, the vehicles stored at the parking points can be fully utilized in the connecting evacuation network. These vehicles are dispatched to the required interruption points according to the actual distance and evacuation needs, and are flexibly dispatched between the parking points and the interruption points to ensure the smooth progress of the evacuation work. Some interruption points have a small number of passengers to be evacuated, so the selected parking points can meet the corresponding needs; some interruption points have a large number of passengers to be evacuated, so when the vehicles at the selected parking points cannot meet the evacuation needs, the government will respond quickly and send corresponding vehicles for rescue. Although this measure can ensure the continuous progress of the evacuation work, it will also bring additional evacuation costs and site selection costs. Therefore, when planning the interconnection evacuation network, it is necessary to fully consider the number and location of parking points, as well as vehicle reserves and scheduling strategies to reduce costs and improve evacuation efficiency.

[0076] Figure 4 The scope of the interruption of the interruption points is intuitively displayed. In this experiment, the selected test scenarios mostly involve the situation where two interruption points are interrupted at the same time, and also include the scenario where one interruption point is interrupted alone. Overall, the coverage of these interruption points is quite uniform, which can comprehensively and effectively simulate and evaluate the impact of different interruption situations on the rail transit system. Figure 5 The figure clearly shows the coverage of the five parking points selected for this experiment. It can be seen intuitively from the figure that the layout of the 1st, 3rd, 11th, 12th and 13th parking points almost covers the entire rail transit network. This shows that among the 16 alternative points, these five parking points are the best choices after careful screening and optimization. The location of these five parking points not only fully meets the connection and evacuation needs of the rail transit network, ensuring efficient and rapid evacuation of personnel in an emergency, but also takes into account cost-effectiveness. Among all possible site selection options, this combination has the lowest cost and is the most cost-effective and economical option among all alternative options.

[0077] In addition, the choice of passengers in the interruption point is also an important factor affecting vehicle allocation. Different passengers will make different choices according to their own needs and destinations, so corresponding shuttle vehicles need to be dispatched. This requires that when allocating vehicles, the needs and distribution of passengers should be fully considered to ensure that the vehicles can reach the designated evacuation points accurately and in a timely manner. It can also be seen from the table that although the number of people allocated to the off-station evacuation points is relatively small, since two or three interruption points may share one evacuation point, these evacuation points are far apart. Therefore, the number of vehicles required is relatively large. When planning the evacuation network, the location and coverage of the evacuation points should be fully considered to ensure the comprehensiveness and effectiveness of the evacuation work. Of course, the reality is often much more complicated than what is shown in the table. Therefore, when making specific cost calculations and vehicle allocation, more practical factors need to be considered. These factors may include road conditions, traffic congestion, weather conditions, etc. Only by comprehensively considering these factors can a more reasonable and effective evacuation plan and allocation strategy be formulated.

[0078] This example conducts an in-depth analysis of the site selection and evacuation strategy of urban rail transit when it encounters interruptions. Based on the goal of minimizing the total cost, a scenario-based mixed integer stochastic optimization model is constructed, which takes into account the site selection cost of parking points, the purchase cost of connecting vehicles, the vehicle evacuation cost generated during the vehicle evacuation process, the passenger waiting cost, and the government's vehicle allocation cost under different disaster scenarios. In order to solve the optimization model, the Python programming language is used and the PULP library is called; it aims to provide managers with powerful auxiliary decision support when formulating emergency material supply plans.

[0079] To verify the effectiveness of the model, this embodiment selected a regional rail transit network containing 49 nodes for experimental comparison. The experimental results show that the layout of the 1st, 3rd, 11th, 12th and 13th parking points almost covers the entire rail transit network, which not only fully meets the connection and evacuation needs of the rail transit network, but is also the most cost-effective and economical choice among all the solutions.

[0080] Embodiment 2 Embodiment 2 of the present invention introduces a shuttle bus scheduling optimization system for urban rail transit interruption.

[0081] like Figure 7 A shuttle bus scheduling optimization system for urban rail transit interruption is shown, comprising: An acquisition module, which is configured to acquire interrupted urban rail transit stations; A site selection module is configured to determine the shuttle bus parking point with the goal of minimizing the total site selection cost of the shuttle bus parking point by considering the passenger flow of the interruption station; The optimization module is configured to determine the route of the shuttle bus based on the determined shuttle bus parking point, taking into account the turnaround stations upstream and downstream of the urban rail transit interruption station, with the goal of minimizing the sum of the shuttle bus transportation cost and the passenger delay cost, and complete the optimization of the shuttle bus.

[0082] The detailed steps are the same as those of the shuttle bus scheduling optimization method for urban rail transit interruption provided in Example 1, and will not be repeated here.

[0083] Embodiment 3 Embodiment 3 of the present invention provides a computer-readable storage medium.

[0084] A computer-readable storage medium stores a program thereon, which, when executed by a processor, implements the steps of a method for optimizing shuttle bus scheduling for urban rail transit interruptions as described in Embodiment 1 of the present invention.

[0085] The detailed steps are the same as those of the shuttle bus scheduling optimization method for urban rail transit interruption provided in Example 1, and will not be repeated here.

[0086] Embodiment 4 A fourth embodiment of the present invention provides an electronic device.

[0087] An electronic device comprises a memory, a processor and a program stored in the memory and running on the processor, wherein when the processor executes the program, the steps in a method for optimizing shuttle bus scheduling for urban rail transit interruptions as described in Embodiment 1 of the present invention are implemented.

[0088] The detailed steps are the same as those of the shuttle bus scheduling optimization method for urban rail transit interruption provided in Example 1, and will not be repeated here.

[0089] Embodiment 5 Embodiment 5 of the present invention provides a computer program product.

[0090] A computer program product includes software codes, wherein the program in the software codes executes the steps in a method for optimizing shuttle bus scheduling for urban rail transit interruptions as described in Embodiment 1 of the present invention.

[0091] The detailed steps are the same as those of the shuttle bus scheduling optimization method for urban rail transit interruption provided in Example 1, and will not be repeated here.

[0092] It should be understood by those skilled in the art that the embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take 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. The solutions in the embodiments of the present invention may be implemented in various computer languages, for example, object-oriented programming language Java and interpreted scripting language JavaScript, etc.

[0093] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks 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 produce 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.

[0094] 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.

[0095] 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 in the computer or other programmable device. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0096] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0097] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

[0098] The above description is only a preferred embodiment of the present embodiment and is not intended to limit the present embodiment. For those skilled in the art, the present embodiment may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present embodiment shall be included in the protection scope of the present embodiment.

Claims

1. A shuttle bus scheduling optimization method for urban rail transit interruption, characterized in that: include: Get the interrupted stations of urban rail transit; Considering the passenger flow at the interruption station, the shuttle bus parking point is determined with the goal of minimizing the total location cost of the shuttle bus parking point; According to the determined shuttle bus parking points, the turnaround stations upstream and downstream of the urban rail transit interruption stations are taken into consideration. With the goal of minimizing the sum of the shuttle bus transportation cost and the passenger delay cost, the shuttle bus route is determined and the shuttle bus optimization is completed.

2. A shuttle bus scheduling optimization method for urban rail transit interruption as described in claim 1, characterized in that: The total site selection cost of the shuttle bus parking point includes the site selection and construction cost of the parking point and shuttle vehicle purchase costs ;Right now ; ;in, Indicates parking point. Indicates a parking point collection; Indicates parking spot Is there a shuttle bus? Parking point Shuttle buses are set up at Parking point There is no shuttle bus at the location; Indicates parking spot Fixed costs of site selection, represents the purchase cost of the vehicle, For parking spot The number of spare vehicles.

3. A shuttle bus scheduling optimization method for urban rail transit interruption as described in claim 1, characterized in that: The shuttle transportation cost At least it includes the transportation cost of the shuttle bus to evacuate passengers and the dispatch cost before the shuttle bus arrives at the interruption site; that is, ;in, Representation scene Expected value; Representation scene The probability of occurrence, Represents a collection of scenes; Indicates the interruption site; Indicates the number of passengers that the shuttle bus can carry; , , Representing scenes The number of passengers that can be evacuated by the shuttle bus per unit time on the following three routes; , , Representing scenes Shuttle buses on the next three routes will depart from the interruption station To the turnaround point Time required for a round trip; From the parking spot Dispatched to outage site The number of vehicles; Indicates that the shuttle bus is leaving from the parking spot To the interruption site travel time; represents the fixed cost of connecting buses per vehicle per unit time, Represents the operating time cost of the unit vehicle shuttle.

4. A shuttle bus scheduling optimization method for urban rail transit interruption as described in claim 3, characterized in that: Delay costs for passengers for ;in, represents the average waiting cost per passenger; Representation scene Next, select Go to the upstream turnaround station Number of people, Representation scene Next, select Go to the downstream turnaround station Number of people, Representation scene Next, select Go to an off-site distribution point Number of people; represents the number of passengers stranded at the interruption station, and ; Indicates shuttle bus parking spot Is it an interruption site? Provide services when When the shuttle bus stops For interruption site Provide services when When the shuttle bus stops Not an interruption site Provide services; represents the unit cost of the government deployed vehicles; It indicates the number of shuttle buses that the government deploys to the interruption station when there are not enough shuttle buses at the parking point.

5. A shuttle bus scheduling optimization method for urban rail transit interruption as described in claim 4, characterized in that: In the process of determining the shuttle bus route, the shuttle bus transportation cost and the passenger delay cost constitute the EOQ equilibrium, that is, under the vehicle transportation cost and the passenger delay cost, the number of shuttle buses is determined so that the sum of the vehicle transportation cost and the passenger delay cost is minimized; through the scenario Number of passengers evacuated by shuttle bus within the next unit time Get the scene Lower interruption site To different turnaround points Number of shuttle vehicles The constraints are: ； ； in, ; Indicates transport to the return station and passenger flow at evacuation points outside the station; Indicates that the shuttle bus is leaving the interruption station To the turnaround point The time for a round trip; j Indicates a reentry site; From the parking spot Dispatched to outage site The number of vehicles.

6. A shuttle bus scheduling optimization method for urban rail transit interruption as described in claim 5, characterized in that: The scenario Number of passengers evacuated by shuttle bus within the next unit time Need to meet .

7. A shuttle bus dispatch optimization system for urban rail transit interruption, characterized in that: include: An acquisition module, which is configured to acquire interrupted urban rail transit stations; A site selection module is configured to determine the shuttle bus parking point with the goal of minimizing the total site selection cost of the shuttle bus parking point by considering the passenger flow of the interruption station; The optimization module is configured to determine the route of the shuttle bus based on the determined shuttle bus parking point, taking into account the turnaround stations upstream and downstream of the urban rail transit interruption station, with the goal of minimizing the sum of the shuttle bus transportation cost and the passenger delay cost, and complete the optimization of the shuttle bus.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of a method for optimizing shuttle bus scheduling for urban rail transit interruptions as described in any one of claims 1 to 6 are implemented.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the steps of a method for optimizing shuttle bus scheduling for urban rail transit interruptions as described in any one of claims 1-6 are implemented.

10. A computer program product comprising software code, characterized in that The program in the software code executes the steps of a method for optimizing shuttle bus scheduling for urban rail transit interruptions as described in any one of claims 1-6.

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