Subway network multi-stage multi-dimensional toughness evaluation method and system

Abstract

The invention relates to the technical field of traffic toughness evaluation, in particular to a metro network multi-stage multi-dimensional toughness evaluation method and system, and the method comprises the steps: S1, constructing a multi-stage toughness evaluation framework based on the dynamic performance of a directed metro network system before and after interference, the multi-stage toughness evaluation framework comprises an evaluation model of a preparation stage, an evaluation model of an absorption stage, an evaluation model of a recovery stage and an evaluation model of a promotion stage, and any evaluation model at least comprises an evaluation index; s2, calculating toughness evaluation values of the directed subway network system in different stages according to the at least one evaluation index; and S3, according to the toughness evaluation value, guiding an operator to optimize subway traffic resource allocation and formulate an emergency response strategy. According to the method, the dynamic performance of the subway network system in the whole interference period can be evaluated more comprehensively, and an operator is guided to optimize resource allocation and emergency response strategies.

Description

Technical Field

[0001] The present invention relates to the technical field of traffic resilience assessment, and in particular to a multi-stage and multi-dimensional resilience assessment method and system for a subway network. Background Art

[0002] As a core component of modern urban public transportation systems, subways have become an important tool for alleviating urban traffic congestion with their strong carrying capacity, fast operating speed and significant environmental advantages. However, the operation of subway systems is not flawless. They are susceptible to interference from a variety of factors, including human factors (such as holiday travel peaks and surges in passenger flow caused by major sports events), systemic problems (such as power outages and train delays) and natural disasters (such as floods and earthquakes). These interferences will not only cause inconvenience to passengers, but may also cause a wider range of traffic paralysis and even affect the normal operation of the entire city.

[0003] In order to meet these challenges, the research on the resilience of subway systems has gradually attracted the attention of academia and industry. Resilience is defined as the ability of a subway system to maintain or quickly resume normal operation in the face of various disturbances. Traditional resilience assessment methods mainly rely on topological characteristic indicators to evaluate the resilience of the system by analyzing the performance changes before and after the disturbance. However, these methods are usually limited to static assessment and it is difficult to fully describe the full cycle performance of the subway system from the initial state before the interruption to the absorption, recovery and even optimization and improvement after the disturbance occurs.

[0004] In the existing technology, most of the subway network resilience assessment models are for undirected networks or partially directed networks. The undirected network model represents the subway system through undirected nodes (platforms) and undirected arcs (tracks), but it cannot reflect the directional characteristics of the bidirectional running tracks and passenger flow in the subway system. Therefore, some studies have introduced partial directed network models. Although they have improved the shortcomings of the undirected model to a certain extent, it is still difficult to accurately evaluate the dynamic characteristics of the actual subway system, especially the system resilience when interference occurs on the one-way platform.

[0005] In addition, existing resilience assessment methods often focus on a specific stage after a disturbance occurs in the system, such as vulnerability assessment during the disturbance or partial recovery analysis after the disturbance, while ignoring the system performance in the pre-disturbance preparation stage and the ability to optimize and improve after the disturbance. This single-stage resilience assessment method cannot fully reflect the dynamic performance of the subway system throughout the entire cycle.

[0006] In terms of the selection of resilience assessment indicators, existing methods also have obvious shortcomings. Most assessment methods are still based on static topological indicators, such as network connectivity and topological efficiency, which are difficult to reflect the actual performance of the subway system under the dynamic supply and demand balance. Although some studies have begun to introduce functional indicators such as passenger flow distribution and passenger demand, they have not considered the structural and functional characteristics of the system at the same time, resulting in the evaluation results often ignoring the actual needs of passengers.

[0007] Therefore, constructing a comprehensive, multi-stage resilience assessment framework that takes into account both the structural and functional characteristics of the system has become a key issue that needs to be urgently addressed in the current technological field. Summary of the invention

[0008] In order to solve the above technical problems, the present invention provides a multi-stage and multi-dimensional resilience assessment method and system for a subway network, the method comprising the following steps: Step S1: Based on the dynamic performance of the directed subway network system before and after the disturbance, a multi-stage resilience assessment framework is constructed, wherein the multi-stage resilience assessment framework includes an assessment model for the preparation stage, an assessment model for the absorption stage, an assessment model for the recovery stage, and an assessment model for the enhancement stage, and any assessment model includes at least one evaluation indicator; Step S2: calculating the resilience evaluation value of the directional subway network system at different stages according to the at least one evaluation index; Step S3: guiding the operator to optimize subway traffic resource allocation and formulate emergency response strategies according to the resilience assessment value; Among them, the evaluation model in the preparation stage is used to evaluate the initial performance index value of the directional subway network system before the interference occurs, the evaluation model in the absorption stage is used to calculate the performance index value of the directional subway network system when it decreases after the interference occurs, the evaluation model in the recovery stage is used to calculate the performance index value of the directional subway network system in the stage of taking recovery measures, and the evaluation model in the improvement stage is used to calculate the performance index value of the directional subway network system after the interference is restored.

[0009] In one embodiment of the present invention, the network topology diagram of the directed subway network system includes a plurality of directed nodes and a plurality of directed edges, wherein the directed nodes represent directed platforms, and the directed edges represent directed sections connecting the directed nodes.

[0010] In one embodiment of the present invention, the evaluation model in the preparation phase is used to evaluate the initial performance index value of the directional subway network system before the interference occurs, including: The premise is that all the directed nodes and the edges are fully connected before the interference occurs. i The number of nodes is recorded as the in-degree , directed nodes iThe number of nodes pointing to other nodes is recorded as degree , respectively and Normalize it and get the in-degree centrality and out-degree centrality ; Calculate the full load rate of each directed node , for the Perform normalization to obtain the normalized full load rate : , Based on the normalized full load factor , the in-degree centrality and the out-degree centrality , get the initial performance index value of the directional subway network system before the interference occurs : , in, k For a directed node i The train number, represents the maximum value of the full load rate of all directed nodes, Indicates the minimum value of the full load rate of all directed nodes.

[0011] In one embodiment of the present invention, the full load rate of each directed node is calculated. The method is as follows: The full load factor of each directed node is calculated based on the ratio of the number of remaining passengers on each train at each directed node to the rated capacity of the train. : , in, Indicates that at a directed node i Trains k The number of remaining passengers is determined by the directed nodes i The previous node of i -1) Number of passengers and at directed nodes i The number of passengers getting on and off the bus is determined by the , , Indicates that at a directed node i The number of passengers getting off the bus, Indicates that at a directed node i The number of passengers boarding the train, N represents the total number of nodes in the subway network; Indicates train k Rated capacity.

[0012] In one embodiment of the present invention, the evaluation model in the absorption phase is used to calculate the performance index value of the directional subway network system when it decreases after the interference occurs, including: Calculate the removal rate of directional platforms in a directional subway network system after a disturbance occurs : , , Calculate the failure rate of directional platforms in a directional subway network system after a disturbance : , , The efficiency difference of the subway network system before and after the interference will be V With initial efficiency The ratio of : , According to the removal rate , the failure rate and the fragility rate , and obtain the performance index value of the directional subway network system when it decreases after the interference occurs : , Among them, S represents the relative size of the largest connected subgraph, N represents the total number of directed platforms in the subway network, represents the number of directed platforms in the maximum connected subgraph after the directed subway network system is disturbed, represents the removal rate when S is 0.1; I represents the degree of interference to the directional subway network system; M represents the number of paths from an origin platform O to a destination platform D before the interference occurs; Indicates that before the interference occurs, there is a i and directional platforms j The number of passengers between represents the number of paths from an originating station O to a destination station D after interference occurs; Indicates that after the interference occurs, there is a station i and directional platforms j Number of passengers between represents the failure rate when I is 0.9; , represents the network efficiency before directional station interference, Indicates the network efficiency after directional station interference.

[0013] In one embodiment of the present invention, the network efficiency before the directional station interference : , in, Indicates that before the interference occurs, there is a i and directional platforms j The shortest path between Q Represents the total number of passengers before interference occurs at all directional stations in the network.

[0014] In one embodiment of the present invention, the network efficiency after the directional station interference is : , in, Indicates that after the interference occurs, there is a station i and directional platforms j The shortest path between It represents the total number of passengers after the interference occurs at all directional stations in the network.

[0015] In one embodiment of the present invention, the evaluation model in the recovery phase is used to calculate the performance index value of the directional subway network system in the recovery measure taking phase, including: After the disturbance occurs, for each train k And each directional station i , based on the train k Rated capacity and train k On the directional platform i The remaining number of passengers , calculate the train k On the directional platform i Available capacity of carriages; , K represents the total number of trains, , N represents the total number of stations; Will be on the directional platform i Waiting for the train k Number of passengers Recorded as the instantaneous demand, the available capacity of the carriage and the instantaneous demand are used to calculate the k Arrive at each directional platform i The instantaneous supply-demand ratio ; Since the total number of platforms is N and the total number of trains is K, there are (N×K) cases for all instantaneous supply-demand ratios, and thus a matrix of instantaneous supply-demand ratios with a dimension of N×K is constructed: : , Traverse the instantaneous supply-demand ratio matrix Each instantaneous supply-demand ratio , get the instantaneous supply-demand ratio The number less than or equal to 1 , the The ratio of the total quantity NK of all instantaneous supply and demand ratios As performance indicator values ​​for the recovery phase: .

[0016] In one embodiment of the present invention, the evaluation model in the promotion phase is used to calculate the performance index value of the directional subway network system after the interference recovery, including: After the disturbance is restored, for each train k And each directional station i , based on the train k Rated capacity and train k On the directional platform i The remaining number of passengers , calculate the train k On the directional platform i Available capacity of carriages; , K represents the total number of trains, , N represents the total number of stations; Will be on the directional platform i Waiting for the train k Number of passengers Recorded as the instantaneous demand, the available capacity of the carriage and the instantaneous demand are used to calculate the k Arrive at each directional platform i The instantaneous supply-demand ratio ; Since the total number of platforms is N and the total number of trains is K, there are (N×K) cases for all instantaneous supply-demand ratios, and thus a matrix of instantaneous supply-demand ratios with a dimension of N×K is constructed: : , Based on the instantaneous supply-demand ratio matrix , calculate the instantaneous supply-demand ratio after the disturbance is restored The average , and calculate the instantaneous supply-demand ratio during the recovery phase The average ,Will Record it as the number of the platform with passenger flow backlog, according to and , and obtain the performance index value of the directional subway network system after interference recovery : .

[0017] Based on the same inventive concept, the present invention also provides a multi-stage and multi-dimensional resilience assessment system for a subway network, which is used to implement the steps of the multi-stage and multi-dimensional resilience assessment method for a subway network. The multi-stage and multi-dimensional resilience assessment system for a subway network includes the following modules: A multi-stage resilience assessment framework construction module is used to construct a multi-stage resilience assessment framework based on the dynamic performance of the directed subway network system before and after the disturbance occurs, wherein the multi-stage resilience assessment framework includes an assessment model for the preparation stage, an assessment model for the absorption stage, an assessment model for the recovery stage, and an assessment model for the enhancement stage, and any assessment model includes at least one evaluation indicator; A resilience evaluation value calculation module, used to calculate the resilience evaluation value of the directional subway network system at different stages according to the at least one evaluation index; An operation optimization module, used to guide the operator to optimize the allocation of subway traffic resources and formulate emergency response strategies according to the resilience assessment value; Among them, the evaluation model in the preparation stage is used to evaluate the initial performance index value of the directional subway network system before the interference occurs, the evaluation model in the absorption stage is used to calculate the performance index value of the directional subway network system when it decreases after the interference occurs, the evaluation model in the recovery stage is used to calculate the performance index value of the directional subway network system in the stage of taking recovery measures, and the evaluation model in the improvement stage is used to calculate the performance index value of the directional subway network system after the interference is restored.

[0018] The above technical solution of the present invention has the following advantages compared with the prior art: (1) Enhanced applicability of resilience assessment models. Based on a fully directed subway network model, the present invention can effectively analyze the performance changes of a one-way platform before and after being disturbed by external interference, thereby more accurately reflecting the operating characteristics of the actual subway system and solving the shortcomings of traditional models in characterizing the characteristics of the actual system.

[0019] (2) A full-cycle resilience assessment is achieved. The phased resilience assessment framework proposed in this paper divides the resilience of the subway system into the preparation phase, absorption phase, recovery phase, and improvement phase, which fully covers the dynamic change process of the system from before the disturbance to after the disturbance. This method overcomes the limitation of traditional assessment methods that only focus on a single stage, and can more comprehensively evaluate the dynamic performance of the system throughout the entire disturbance cycle.

[0020] (3) Comprehensively consider the system structure and functional characteristics. The present invention combines the system's structural characteristics (such as network connectivity and node degree) and functional characteristics (such as passenger flow distribution and supply-demand ratio) to formulate resilience assessment indicators. The introduction of such multi-dimensional indicators makes the assessment results closer to the actual operation scenario and can provide operators with a scientific basis for resource allocation optimization and emergency response strategies. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to make the content of the present invention more clearly understood, the present invention is further described in detail below according to specific embodiments of the present invention in conjunction with the accompanying drawings, wherein: Figure 1 It is a schematic flow chart of a multi-stage and multi-dimensional resilience assessment method for a subway network provided in an embodiment of the present invention; Figure 2 It is a schematic diagram of a multi-stage resilience assessment framework workflow provided in an embodiment of the present invention; Figure 3 In the absorption phase, we simulate the interference of stations in the subway network by randomly attacking the platform, and the average relative size of the largest connected subgraph in the network; Figure 4 The results are as follows: when the proportion of directional station failures changes, the degree of network interference changes when the directional station failures are simulated by randomly removing stations. Figure 5 are the simulation results of the vulnerability rate of the subway network, where (a) represents the simulation result of the vulnerability rate of the up platform, and (b) represents the simulation result of the vulnerability rate of the down platform; Figure 6 It is a schematic diagram of the structure of a multi-stage and multi-dimensional resilience assessment system for a subway network provided in an embodiment of the present invention; Explanation of the reference numerals in the specification: 100, multi-stage resilience assessment framework construction module; 200, resilience assessment value calculation module; 300, operation optimization module. DETAILED DESCRIPTION

[0022] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments so that those skilled in the art can better understand the present invention and implement it, but the embodiments are not intended to limit the present invention.

[0023] Embodiment 1

[0024] The present invention provides a multi-stage and multi-dimensional resilience assessment method for a subway network. The method constructs a multi-stage resilience assessment framework, comprehensively considers the structural characteristics and functional characteristics of the system, and comprehensively assesses the dynamic performance of the subway system before and after interference. Figure 1 and Figure 2 As shown, the method comprises the following steps: Step S1: Based on the dynamic performance of the directed subway network system before and after the disturbance, a multi-stage resilience assessment framework is constructed, wherein the multi-stage resilience assessment framework includes an assessment model for the preparation stage, an assessment model for the absorption stage, an assessment model for the recovery stage, and an assessment model for the enhancement stage, and any assessment model includes at least one evaluation indicator; Step S2: calculating the resilience evaluation value of the directional subway network system at different stages according to the at least one evaluation index; Step S3: guiding the operator to optimize subway traffic resource allocation and formulate emergency response strategies according to the resilience assessment value; Among them, the evaluation model in the preparation stage is used to evaluate the initial performance index value of the directional subway network system before the interference occurs, the evaluation model in the absorption stage is used to calculate the performance index value of the directional subway network system when it decreases after the interference occurs, the evaluation model in the recovery stage is used to calculate the performance index value of the directional subway network system in the stage of taking recovery measures, and the evaluation model in the improvement stage is used to calculate the performance index value of the directional subway network system after the interference is restored.

[0025] Based on the above multi-stage resilience assessment framework, specific technical features and assessment indicators are introduced in each stage to ensure the accuracy and comprehensiveness of the assessment results. The details are as follows: Furthermore, the network topology diagram of the directed subway network system includes a plurality of directed nodes and a plurality of directed edges, wherein the directed nodes represent directed platforms, and the directed edges represent directed road sections connecting the directed nodes.

[0026] In the preparation stage, the evaluation model of the preparation stage is used to evaluate the initial performance index value of the directional subway network system before the interference occurs, including: The premise is that all the directed nodes and the edges are fully connected before the interference occurs. i The number of nodes is recorded as the in-degree , directed nodes i The number of nodes pointing to other nodes is recorded as degree If the node j Point to Node i ,but ;otherwise Similarly, if the node i Point to Node j ,but ;otherwise . and The expression is as follows: , , In order to obtain a unified measure, the total number of nodes in the subway network is used N Respectively and Normalize it to get the in-degree centrality between 0 and 1 and out-degree centrality : , .

[0027] However, only considering the impact of topology on system performance is limited and one-sided. Since the full load factor directly reflects the travel comfort of passengers, the full load factor of each directed node is calculated based on the ratio of the number of remaining passengers in each train of each directed node to the rated capacity of the train. : , Regarding the Perform normalization to obtain the normalized full load rate : , Based on the normalized full load factor , the in-degree centrality and the out-degree centrality , get the initial performance index value of the directional subway network system before the interference occurs : , in, k For a directed node i The train number, Indicates that at a directed node i Trains k The number of remaining passengers is determined by the directed nodes i The previous node of i -1) Number of passengers and at directed nodes i The number of passengers getting on and off the bus is determined by the , Indicates that at a directed node i The number of passengers getting off the bus, Indicates that at a directed node i The number of passengers on the train; N represents the total number of nodes in the subway network, Indicates train k Rated capacity; represents the maximum value of the full load rate of all directed nodes, Indicates the minimum value of the full load rate of all directed nodes.

[0028] In the absorption stage, the evaluation model of the absorption stage is used to calculate the performance index value of the directional subway network system when it decreases after the interference occurs, including: Removal rate of directional platforms after disturbance using directional subway network system As one of the indicators of the absorption capacity of a directed subway network system, it indicates the connectivity of the network under different degrees of interference. As the platform removal rate increases, the network connectivity decreases and the relative size of the maximum connectivity subgraph becomes smaller. By simulating different directed platform removals, the performance of the system under interference can be evaluated. For example, when S = 0.1, the subway network is almost paralyzed, and the removal rate at this time f 1 is one of the indicators of the absorption stage, recorded as f r : , .

[0029] The interference of directional platforms affects both the network topology and passenger flow distribution. The failure rate of directional platforms in a directional subway network system after interference is another measure of absorption capacity, which is used to measure the degree of network failure. As the interference level increases (i.e., the failure rate of directed stations increases), the number of paths connecting the originating station (O) to the destination station (D) in the network will decrease, and the directed stations will i and j The number of passengers between flights will also decrease.

[0030] When the directional subway network system is disturbed I When it reaches 90%, the subway network is close to collapse. f 2 is one of the indicators of the absorption stage, recorded as f c : , .

[0031] The efficiency difference of the subway network system before and after the interference will be V With initial efficiency The ratio of : .

[0032] According to the removal rate , the failure rate and the fragility rate , and obtain the performance index value of the directional subway network system when it decreases after the interference occurs : , Among them, S represents the relative size of the largest connected subgraph of the directed subway network system after the interference occurs. N represents the total number of directed platforms in the subway network, represents the number of directed platforms in the maximum connected subgraph after the directed subway network system is disturbed, represents the removal rate when S is 0.1; I represents the degree of interference to the directional subway network system; M represents the number of paths from an origin platform O to a destination platform D before the interference occurs; Indicates that before the interference occurs, there is a i and directional platforms j The number of passengers between represents the number of paths from an originating station O to a destination station D after interference occurs; Indicates that after the interference occurs, there is a station i and directional platforms j Number of passengers between represents the failure rate when I is 0.9; , represents the network efficiency before directional station interference, Indicates the network efficiency after directional station interference.

[0033] Furthermore, the network efficiency before the directional station interference : , in, Indicates that before the interference occurs, there is a i and directional platforms j The shortest path between Q Represents the total number of passengers at all directional stops in the network.

[0034] Furthermore, the network efficiency after the directional station interference : , in, Indicates that after the interference occurs, there is a station i and directional platforms j The shortest path between It represents the total number of passengers after the interference occurs at all directional stations in the network.

[0035] During the recovery phase, the evaluation model of the recovery phase is used to calculate the performance index values ​​of the directional subway network system during the recovery measure phase, including: After the disturbance occurs, for each train k And each directional station i , based on the train k Rated capacity and train k On the directional platform i The remaining number of passengers , calculate the traink On the directional platform i Available capacity of carriages; , K represents the total number of trains, , N represents the total number of stations; Will be on the directional platform i Waiting for the train k Number of passengers Recorded as the instantaneous demand, the available capacity of the carriage and the instantaneous demand are used to calculate the k Arrive at each directional platform i The instantaneous supply-demand ratio ; Since the total number of platforms is N and the total number of trains is K, there are (N×K) cases for all instantaneous supply-demand ratios, and thus a matrix of instantaneous supply-demand ratios with a dimension of N×K is constructed: : , Traverse the instantaneous supply-demand ratio matrix Each instantaneous supply-demand ratio , get the instantaneous supply-demand ratio The number less than or equal to 1 , the The ratio of the total quantity NK of all instantaneous supply and demand ratios As performance indicator values ​​for the recovery phase: .

[0036] In the promotion phase, the evaluation model of the promotion phase is used to calculate the performance index value of the directional subway network system after the interference is restored, including: After the disturbance is restored, for each train k And each directional station i , based on the train k Rated capacity and train k On the directional platform i The remaining number of passengers , calculate the train k On the directional platform i Available capacity of carriages; , K represents the total number of trains, , N represents the total number of stations; Will be on the directional platform i Waiting for the train k Number of passengers Recorded as the instantaneous demand, the available capacity of the carriage and the instantaneous demand are used to calculate the k Arrive at each directional platform i The instantaneous supply-demand ratio ; Since the total number of platforms is N and the total number of trains is K, there are (N×K) cases for all instantaneous supply-demand ratios, and thus a matrix of instantaneous supply-demand ratios with a dimension of N×K is constructed: : , Based on the instantaneous supply-demand ratio matrix , calculate the instantaneous supply-demand ratio after the disturbance is restored The average , and calculate the instantaneous supply-demand ratio during the recovery phase The average ,Will Record it as the number of the platform with passenger flow backlog, according to and , and obtain the performance index value of the directional subway network system after interference recovery : .

[0037] In order to further verify the effectiveness of the method described in the present invention, the method is applied to the fully directed Shenzhen Metro network. As of October 2013, the Shenzhen Metro network includes 5 lines and 131 stations, with a total of 252 directed platforms. Using the above resilience assessment method, the system performance of the preparation stage, absorption stage, recovery stage, and improvement stage is evaluated and analyzed respectively.

[0038] (1) Preparation In the preparation stage, according to the analysis in Table 1, Metro Line 4 has the highest resilience value of 0.214, which is about five times the minimum resilience value. In addition, Shenzhen North Station has a full load rate of 7.468 and the highest resilience value of 1.016, which is the largest value among all stations. Most of the stations with resilience values ​​higher than the average are transfer stations, which shows that key nodes in the network, especially transfer stations, have a significant impact on the overall resilience value of the subway system.

[0039] Table 1 Evaluation results of the preparation phase

[0040] (2) Absorption stage In the absorption phase, a random attack platform is used to simulate the interference to the platform in the subway network. The number of initial network nodes is set to N =252, the number of remaining nodes after each attack N' Obtained through simulation calculation. In order to effectively reduce the deviation of the simulation results, 10 repeated experiments were carried out under the same experimental conditions. Subsequently, the average relative size of the largest connected subgraph in the network was calculated, and the final result was as follows Figure 3When the proportion of removed nodes is less than 10%, the overall performance of the network remains above 70%. When the proportion of removed nodes reaches 40%, the relative size of the largest connected subgraph drops below 0.1, at which point the network is judged to be in a collapsed state.

[0041] In the Shenzhen Metro network, the initial number of paths from an origin platform (O) to a destination platform (D) is 63,252, and the passenger flow on weekdays reaches 4,752,462 people. As the number of directional platforms being disturbed increases, the number of connected OD pairs gradually decreases, and the passenger flow is also affected. Figure 4 As shown in FIG. 1 , the present invention uses the same method of randomly removing stations to calculate the network failure level. The results show that when the proportion of interfering stations is between 15% and 20%, the network failure rate shows a sharp upward trend. When the directional station failure rate reaches 75%, the network interference level reaches 90%, and the network is considered to have collapsed.

[0042] then, Figure 5 (a) and (b) show the simulation results of the vulnerability rate in the uplink and downlink directions of the Shenzhen Metro network, respectively. The results show that there are obvious differences between the uplink and downlink results. Compared with ordinary stations, key stations, especially transfer stations, have a more significant impact on network performance.

[0043] (3) Recovery phase In the recovery phase, the present invention simulates the interference of each line to enhance practical application. These scenarios are based on historical accidents of Shenzhen Metro and the corresponding recovery measures. Compared with ordinary platforms, interference has a greater impact on platforms with high passenger flow. Therefore, based on a fully directed network, the present invention simulates the interference of the platform with the largest passenger flow throughout the day, that is, the passenger flow doubles. When interference occurs, an additional train is added to drive directly to the interfered platform without stopping at an intermediate station. Table 2 lists in detail the instantaneous supply-demand ratio results of each line under the above interference scenarios.

[0044] Table 2 Instantaneous supply-demand ratio during the evaluation phase

[0045] The average instantaneous supply-demand ratio for each Shenzhen Metro line is 0.171. The results show that although the supply-demand ratio values ​​of some key platforms, especially transfer platforms, are less than or equal to 1, these platforms account for less than 20% of the total number of stations on the entire line. This shows that the Shenzhen Metro network is able to respond quickly to disruptions and effectively resume normal operations.

[0046] (4) Improvement stage In the upgrading stage, the instantaneous supply-demand ratio when the system returns to normal operation is calculated again. Taking the evaluation results in Table 3 as an example, the proportion of the average supply-demand ratio of Line 4 in the upward direction being 1 or below is 0.208.

[0047] Table 3 Average instantaneous supply-demand ratio during the ramp-up phase (Note: Represents the number of supply-demand ratios of 1 or less in each period of the day)

[0048] In summary, the present invention applies the proposed resilience assessment method to the actual Shenzhen subway system and evaluates the resilience of the fully directed Shenzhen subway network; the proposed resilience assessment method evaluates the performance of the Shenzhen subway system in stages, covering each state and process before and after the network is disturbed; the proposed resilience assessment method provides multi-dimensional evaluation indicators, while taking into account the performance of both the structure and function of the system.

[0049] Embodiment 2

[0050] Based on the same inventive concept as that of the first embodiment, the present invention also provides a multi-stage and multi-dimensional resilience assessment system for a subway network, which is used to implement the steps of the multi-stage and multi-dimensional resilience assessment method for a subway network described in the first embodiment. Figure 6 As shown, the multi-stage and multi-dimensional resilience assessment system for the subway network includes the following modules: A multi-stage resilience assessment framework construction module 100 is used to construct a multi-stage resilience assessment framework based on the dynamic performance of the directional subway network system before and after the interference occurs, wherein the multi-stage resilience assessment framework includes an assessment model for the preparation stage, an assessment model for the absorption stage, an assessment model for the recovery stage, and an assessment model for the improvement stage, and any assessment model includes at least one evaluation indicator; A resilience evaluation value calculation module 200, configured to calculate resilience evaluation values ​​of the directional subway network system at different stages according to the at least one evaluation index; An operation optimization module 300 is used to guide the operator to optimize the allocation of subway traffic resources and formulate emergency response strategies according to the resilience evaluation value; Among them, the evaluation model in the preparation stage is used to evaluate the initial performance index value of the directional subway network system before the interference occurs, the evaluation model in the absorption stage is used to calculate the performance index value of the directional subway network system when it decreases after the interference occurs, the evaluation model in the recovery stage is used to calculate the performance index value of the directional subway network system in the stage of taking recovery measures, and the evaluation model in the improvement stage is used to calculate the performance index value of the directional subway network system after the interference is restored.

[0051] The present embodiment proposes a subway network multi-stage and multi-dimensional resilience assessment system, which is used to implement the aforementioned subway network multi-stage and multi-dimensional resilience assessment method. Therefore, the specific implementation methods of the system can be seen in the embodiment part of the aforementioned subway network multi-stage and multi-dimensional resilience assessment method. For example, the multi-stage resilience assessment framework construction module 100, the resilience assessment value calculation module 200 and the operation optimization module 300 are respectively used to implement the steps S1, S2 and S3 in the subway network multi-stage and multi-dimensional resilience assessment method in the first embodiment. Therefore, its specific implementation methods can refer to the description of the corresponding embodiments of each part. In order to avoid redundancy, they will not be repeated here.

[0052] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0053] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0054] 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.

[0055] 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 1A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0056] Obviously, the above embodiments are merely examples for clear explanation and are not intended to limit the implementation methods. For those skilled in the art, other different forms of changes or actions can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes derived from this are still within the protection scope of the invention.

Claims

1. A multi-stage and multi-dimensional resilience assessment method for a subway network, characterized in that: The following steps are involved: Step S1: Based on the dynamic performance of the directed subway network system before and after the disturbance, a multi-stage resilience assessment framework is constructed, wherein the multi-stage resilience assessment framework includes an assessment model for the preparation stage, an assessment model for the absorption stage, an assessment model for the recovery stage, and an assessment model for the enhancement stage, and any assessment model includes at least one evaluation indicator; Step S2: calculating the resilience evaluation value of the directional subway network system at different stages according to the at least one evaluation index; Step S3: guiding the operator to optimize subway traffic resource allocation and formulate emergency response strategies according to the resilience assessment value; Among them, the evaluation model in the preparation stage is used to evaluate the initial performance index value of the directional subway network system before the interference occurs, the evaluation model in the absorption stage is used to calculate the performance index value of the directional subway network system when it decreases after the interference occurs, the evaluation model in the recovery stage is used to calculate the performance index value of the directional subway network system in the stage of taking recovery measures, and the evaluation model in the improvement stage is used to calculate the performance index value of the directional subway network system after the interference is restored.

2. The multi-stage and multi-dimensional resilience assessment method for subway networks according to claim 1 is characterized in that: The network topology diagram of the directed subway network system includes a plurality of directed nodes and a plurality of directed edges, wherein the directed nodes represent directed platforms, and the directed edges represent directed sections connecting the directed nodes.

3. The multi-stage and multi-dimensional resilience assessment method for subway networks according to claim 2 is characterized in that: The evaluation model in the preparation phase is used to evaluate the initial performance index values ​​of the directional subway network system before the interference occurs, including: The premise is that all the directed nodes and the edges are fully connected before the interference occurs. i The number of nodes is recorded as the in-degree , directed nodes i The number of nodes pointing to other nodes is recorded as degree , respectively and Normalize it and get the in-degree centrality and out-degree centrality ; Calculate the full load rate of each directed node , for the Perform normalization to obtain the normalized full load rate : ， Based on the normalized full load factor , the in-degree centrality and the out-degree centrality , get the initial performance index value of the directional subway network system before the interference occurs : ， in, k For a directed node i The train number, represents the maximum value of the full load rate of all directed nodes, Indicates the minimum value of the full load rate of all directed nodes.

4. The multi-stage and multi-dimensional resilience assessment method for a subway network according to claim 3 is characterized in that: Calculate the full load rate of each directed node The method is as follows: The full load factor of each directed node is calculated based on the ratio of the number of remaining passengers on each train at each directed node to the rated capacity of the train. : ， in, Indicates that at a directed node i Trains k The number of remaining passengers is determined by the directed nodes i The previous node of i -1) Number of passengers and at directed nodes i The number of passengers getting on and off the bus is determined by the , , Indicates that at a directed node i The number of passengers getting off the bus, Indicates that at a directed node i The number of passengers boarding the train, N represents the total number of nodes in the subway network; Indicates train k Rated capacity.

5. The multi-stage and multi-dimensional resilience assessment method for subway networks according to claim 1 is characterized in that: The evaluation model in the absorption phase is used to calculate the performance index value of the directional subway network system when it decreases after the interference occurs, including: Calculate the removal rate of directional platforms in a directional subway network system after a disturbance occurs : ， ， Calculate the failure rate of directional platforms in a directional subway network system after a disturbance : ， ， The efficiency difference of the subway network system before and after the interference will be V With initial efficiency The ratio of : ， According to the removal rate , the failure rate and the fragility rate , and obtain the performance index value of the directional subway network system when it decreases after the interference occurs : ， Among them, S represents the relative size of the largest connected subgraph, N represents the total number of directed platforms in the subway network, represents the number of directed platforms in the maximum connected subgraph after the directed subway network system is disturbed, represents the removal rate when S is 0.1; I represents the degree of interference to the directional subway network system; M represents the number of paths from an origin platform O to a destination platform D before the interference occurs; Indicates that before the interference occurs, there is a i and directional platforms j The number of passengers between represents the number of paths from an originating station O to a destination station D after interference occurs; Indicates that after the interference occurs, there is a station i and directional platforms j Number of passengers between represents the failure rate when I is 0.9; , represents the network efficiency before directional station interference, Indicates the network efficiency after directional station interference.

6. The multi-stage and multi-dimensional resilience assessment method for a subway network according to claim 5 is characterized in that: The network efficiency before directional station interference : ， in, Indicates that before the interference occurs, there is a i and directional platforms j The shortest path between Q Represents the total number of passengers before interference occurs at all directional stations in the network.

7. The multi-stage and multi-dimensional resilience assessment method for a subway network according to claim 5 is characterized in that: The network efficiency after the directional station interference : ， in, Indicates that after the interference occurs, there is a station i and directional platforms j The shortest path between It represents the total number of passengers after the interference occurs at all directional stations in the network.

8. The multi-stage and multi-dimensional resilience assessment method for a subway network according to claim 1 is characterized in that: The evaluation model of the recovery phase is used to calculate the performance index values ​​of the directional subway network system in the recovery measure phase, including: After the disturbance occurs, for each train k And each directional station i , based on the train k Rated capacity and train k On the directional platform i The remaining number of passengers , calculate the train k On the directional platform i Available capacity of carriages; , K represents the total number of trains, , N represents the total number of stations; Will be on the directional platform i Waiting for the train k Number of passengers Recorded as the instantaneous demand, the available capacity of the carriage and the instantaneous demand are used to calculate the k Arrive at each directional platform i The instantaneous supply-demand ratio ; Since the total number of platforms is N and the total number of trains is K, there are (N×K) cases for all instantaneous supply-demand ratios, and thus a matrix of instantaneous supply-demand ratios with a dimension of N×K is constructed: : ， Traverse the instantaneous supply-demand ratio matrix Each instantaneous supply-demand ratio , get the instantaneous supply-demand ratio The number less than or equal to 1 , the The ratio of the total quantity NK of all instantaneous supply and demand ratios As performance indicator values ​​for the recovery phase: 。 9. The multi-stage and multi-dimensional resilience assessment method for a subway network according to claim 1, characterized in that: The evaluation model in the improvement phase is used to calculate the performance index values ​​of the directional subway network system after the interference recovery, including: After the disturbance is restored, for each train k And each directional station i , based on the train k Rated capacity and train k On the directional platform i The remaining number of passengers , calculate the train k On the directional platform i Available capacity of carriages; , K represents the total number of trains, , N represents the total number of stations; Will be on the directional platform i Waiting for the train k Number of passengers Recorded as the instantaneous demand, the available capacity of the carriage and the instantaneous demand are used to calculate the k Arrive at each directional platform i The instantaneous supply-demand ratio ; Since the total number of platforms is N and the total number of trains is K, there are (N×K) cases for all instantaneous supply-demand ratios, and thus a matrix of instantaneous supply-demand ratios with a dimension of N×K is constructed: : ， Based on the instantaneous supply-demand ratio matrix , calculate the instantaneous supply-demand ratio after the disturbance is restored The average , and calculate the instantaneous supply-demand ratio during the recovery phase The average ,Will Record it as the number of the platform with passenger flow backlog, according to and , and obtain the performance index value of the directional subway network system after interference recovery : 。 10. A multi-stage and multi-dimensional resilience assessment system for a subway network, characterized in that: The steps for implementing the multi-stage and multi-dimensional resilience assessment method for a subway network as claimed in any one of claims 1 to 9, wherein the multi-stage and multi-dimensional resilience assessment system for a subway network comprises the following modules: A multi-stage resilience assessment framework construction module is used to construct a multi-stage resilience assessment framework based on the dynamic performance of the directed subway network system before and after the disturbance occurs, wherein the multi-stage resilience assessment framework includes an assessment model for the preparation stage, an assessment model for the absorption stage, an assessment model for the recovery stage, and an assessment model for the enhancement stage, and any assessment model includes at least one evaluation indicator; A resilience evaluation value calculation module, used to calculate the resilience evaluation value of the directional subway network system at different stages according to the at least one evaluation index; An operation optimization module, used to guide the operator to optimize the allocation of subway traffic resources and formulate emergency response strategies according to the resilience assessment value; Among them, the evaluation model in the preparation stage is used to evaluate the initial performance index value of the directional subway network system before the interference occurs, the evaluation model in the absorption stage is used to calculate the performance index value of the directional subway network system when it decreases after the interference occurs, the evaluation model in the recovery stage is used to calculate the performance index value of the directional subway network system in the stage of taking recovery measures, and the evaluation model in the improvement stage is used to calculate the performance index value of the directional subway network system after the interference is restored.

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