Bus-subway network resilience restoration method, system, terminal and storage medium based on transfer coefficient

Abstract

The present invention relates to the field of urban transportation network optimization, and discloses a bus-subway network resilience repair method, system, terminal, and storage medium based on transfer coefficients. The method comprises: constructing a bus single-layer network and a subway single-layer network based on bus-related data and subway-related data, coupling the bus single-layer network and the subway single-layer network to obtain a bus-subway network; introducing a bus-subway network transfer coefficient, using the bus-subway network transfer coefficient to adjust the transfer edge weights of the bus-subway network to obtain a target network after the transfer edge weights are adjusted, and obtaining the topological characteristics of the target network; calculating the network resilience of the target network based on the topological characteristics, and if the network resilience is lower than a preset threshold, repairing the network resilience through a repair strategy. The present invention quantifies the impact of transfer distance on bus-subway network resilience, introduces transfer coefficients, and proposes repair strategies, providing assistance for the planning and optimization of urban transportation networks.

Description

Technical Field

[0001] The present invention relates to the field of urban transportation network optimization, and in particular to a bus-subway network resilience restoration method, system, terminal and computer-readable storage medium based on transfer coefficients. Background Art

[0002] The bus-subway network is a comprehensive transportation system consisting of buses and subways (rail transit) within a city's public transportation system. Through coordinated planning, interconnected transfers, and resource sharing, the two form a comprehensive, highly efficient, and multi-dimensional transportation network with extensive coverage.

[0003] As urban transportation systems become increasingly complex, the impact of coordinated bus and subway operations on network resilience is becoming increasingly significant. However, existing approaches to resilient bus-subway networks often rely on the static topological characteristics of a single transportation mode, lacking quantitative analysis of multimodal coupling mechanisms. For example, existing methods fail to fully consider the impact of transfer distances on passenger behavior and network performance, resulting in a disconnect between repair strategies and actual travel demand. Furthermore, the optimal repair strategies vary across cities due to the diverse structures of public transportation networks.

[0004] Therefore, the existing technology still needs to be improved and developed. Summary of the Invention

[0005] The main purpose of the present invention is to provide a bus-subway network resilience repair method, system, terminal and computer-readable storage medium based on transfer coefficients, aiming to solve the problem that the resilience repair of bus-subway networks in the existing technology is mostly based on the static topological characteristics of a single traffic mode, without fully considering the impact of transfer distance on passenger behavior and network performance, resulting in a disconnect between the repair strategy and actual travel demand.

[0006] To achieve the above-mentioned object, the present invention provides a bus-subway network resilience restoration method based on transfer coefficients, the bus-subway network resilience restoration method based on transfer coefficients comprising the following steps:

[0007] Acquiring bus-related data and subway-related data, constructing a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, and coupling the bus single-layer network and the subway single-layer network to obtain a bus-subway network;

[0008] Introducing a bus-subway network transfer coefficient, using the bus-subway network transfer coefficient to adjust the transfer edge weights of the bus-subway network, obtaining a target network after the transfer edge weight adjustment, and acquiring topological characteristics of the target network;

[0009] The network resilience of the target network is calculated according to the topological characteristics, and the network resilience is repaired through a repair strategy.

[0010] Optionally, the bus-subway network resilience restoration method based on transfer coefficients, wherein the steps of obtaining bus-related data and subway-related data, constructing a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, and coupling the bus single-layer network and the subway single-layer network to obtain a bus-subway network, specifically include:

[0011] Acquire bus-related data and subway-related data, and pre-process the bus-related data and subway-related data to obtain target bus-related data and target subway-related data;

[0012] Based on the target bus-related data and the target subway-related data, a network is constructed by using the spatial L method to obtain a bus single-layer network and a subway single-layer network;

[0013] The bus single-layer network and the subway single-layer network are coupled by a spatial P method to obtain a bus-subway network.

[0014] Optionally, the bus-subway network resilience restoration method based on transfer coefficient, wherein the bus-subway network transfer coefficient is introduced and the transfer edge weight of the bus-subway network is adjusted using the bus-subway network transfer coefficient, further includes:

[0015] Based on the subway nodes, a circular buffer zone of a preset distance is set as a transfer distance threshold. Within the transfer distance threshold, different transfer distances correspond to different bus-subway network transfer coefficients.

[0016] Optionally, the bus-subway network resilience restoration method based on transfer coefficient, wherein the bus-subway network transfer coefficient is introduced, and the transfer edge weight of the bus-subway network is adjusted using the bus-subway network transfer coefficient to obtain a target network after the transfer edge weight adjustment, specifically includes:

[0017] Obtain the transfer distance within the transfer distance threshold, and determine the bus-subway network transfer coefficient based on the transfer distance , using the bus-subway network transfer coefficient Adjust the transfer edge weights of the bus-subway network to obtain the target network after the transfer edge weights are adjusted :

[0018] ;

[0019] in, , represents the transfer edge weight of the bus-subway network, It is expressed as the transfer walking distance between bus and subway, Indicates the average walking speed.

[0020] Optionally, in the bus-subway network resilience restoration method based on transfer coefficient, the topological characteristics of the target network include: node degree, network efficiency, clustering coefficient, average path length, node betweenness and maximum connected subgraph rate.

[0021] Optionally, the bus-subway network resilience restoration method based on transfer coefficient, wherein the step of calculating the network resilience of the target network based on the topological characteristics, specifically includes:

[0022] Performing a reciprocal processing on the average path length to obtain a reciprocal average path length, and determining weights of the reciprocal average path length, the network efficiency, and the maximum connected subgraph rate by an entropy weight method;

[0023] The network resilience of the target network is calculated based on the reciprocal average path length, the network efficiency, the maximum connected subgraph rate, and the respective weights:

[0024] ;

[0025] in, represents the network resilience of the target network, 、 and represent the weights of the reciprocal average path length, the network efficiency and the maximum connected subgraph rate, respectively. 、 and represent the reciprocal average path length, the network efficiency and the maximum connected subgraph rate respectively, represents the number of repair edges, % represents the proportion of repaired edges to attacked edges. Indicates repair % of edge time The value of Indicates that the network is in normal state The value of Indicates repair % of edge time The value of Indicates that the network is in normal state The value of Indicates repair % of edge time The value of Indicates that the network is in normal state The value of .

[0026] Optionally, in the bus-subway network resilience repair method based on transfer coefficient, the repair strategies include: random repair strategy, edge betweenness repair strategy and node degree repair strategy;

[0027] The random repair strategy is: randomly selecting edges from the deleted edges for repair;

[0028] The edge betweenness repair strategy is as follows: obtaining the edge betweenness of all deleted edges, sorting the plurality of edge betweennesses in descending order to obtain a first set, and repairing the edges corresponding to the edge betweennesses in sequence starting from the first element of the first set;

[0029] The node degree repair strategy is: obtain the sum of the node degrees at both ends of all deleted edges, sort the multiple sum values ​​in descending order to obtain a second set, and start from the first element of the second set to repair the edges corresponding to the sum values ​​in turn.

[0030] In addition, to achieve the above-mentioned purpose, the present invention further provides a bus-subway network resilience restoration system based on transfer coefficients, wherein the bus-subway network resilience restoration system based on transfer coefficients includes:

[0031] a coupling network construction module, configured to obtain bus-related data and subway-related data, construct a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, and couple the bus single-layer network and the subway single-layer network to obtain a bus-subway network;

[0032] A transfer edge weight adjustment module is used to introduce a bus-subway network transfer coefficient, use the bus-subway network transfer coefficient to adjust the transfer edge weight of the bus-subway network, obtain a target network after the transfer edge weight adjustment, and obtain the topological characteristics of the target network;

[0033] The resilience calculation and repair module is used to calculate the network resilience of the target network according to the topological characteristics and repair the network resilience through a repair strategy.

[0034] In addition, to achieve the above-mentioned purpose, the present invention also provides a terminal, wherein the terminal includes: a memory, a processor, and a bus-subway network resilience repair program based on transfer coefficients stored in the memory and runnable on the processor, wherein the bus-subway network resilience repair program based on transfer coefficients, when executed by the processor, implements the steps of the bus-subway network resilience repair method based on transfer coefficients as described above.

[0035] In addition, to achieve the above-mentioned purpose, the present invention also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a bus-subway network resilience repair program based on transfer coefficients, and when the bus-subway network resilience repair program based on transfer coefficients is executed by a processor, the steps of the bus-subway network resilience repair method based on transfer coefficients as described above are implemented.

[0036] In the present invention, bus-related data and subway-related data are obtained, and a bus single-layer network and a subway single-layer network are constructed based on the bus-related data and the subway-related data. The bus single-layer network and the subway single-layer network are coupled to obtain the bus-subway network. At the same time, the bus-subway network transfer coefficient is introduced, and the transfer edge weight of the bus-subway network is adjusted using the bus-subway network transfer coefficient to obtain the target network after the transfer edge weight adjustment, and the topological characteristics of the target network are obtained; the network resilience of the target network is calculated based on the topological characteristics, and the network resilience is repaired through a repair strategy. Based on the multi-layer network of public transportation, the present invention couples the bus and subway networks, quantifies the impact of transfer distance on network resilience, and introduces a transfer coefficient to better fit actual travel behavior. On this basis, a variety of repair strategies are proposed, and the topological characteristics and resilience repair effects of the network under different urban structures are analyzed, providing a theoretical basis and practical guidance for the planning and optimization of urban transportation networks. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a flow chart of a preferred embodiment of the bus-subway network resilience restoration method based on transfer coefficients of the present invention;

[0038] Figure 2 This is a schematic diagram of the principle structure of the bus-subway network resilience restoration method based on transfer coefficients of the present invention;

[0039] Figure 3 Schematic diagram of three network construction methods in the bus-subway network resilience restoration method based on transfer coefficients of the present invention;

[0040] Figure 4 It is the plan layout diagram of the bus-subway network in City A in the bus-subway network resilience restoration method based on transfer coefficients of the present invention;

[0041] Figure 5 It is the plan layout diagram of the bus-subway network in City B in the bus-subway network resilience restoration method based on transfer coefficients of the present invention;

[0042] Figure 6 This is a structural diagram of a preferred embodiment of the bus-subway network resilience restoration system based on transfer coefficients of the present invention;

[0043] Figure 7FIG. 4 is a structural diagram of a preferred embodiment of the terminal of the present invention. DETAILED DESCRIPTION

[0044] This application provides a bus-subway network resiliency restoration method, system, terminal, and storage medium based on transfer coefficients. To clarify the purpose, technical solutions, and effects of this application, the application is further described below with reference to the accompanying drawings and examples. It should be understood that the specific examples described herein are intended only to explain this application and are not intended to limit it.

[0045] It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs. It should also be understood that terms such as those defined in common dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless specifically defined as herein.

[0046] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features specified as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between the various embodiments can be combined with each other, but this must be based on the fact that ordinary technicians in this field can implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0047] The bus-subway network resilience restoration method based on transfer coefficient described in the preferred embodiment of the present invention is as follows: Figure 1 and Figure 2 As shown, the bus-subway network resilience restoration method based on transfer coefficient includes the following steps:

[0048] Step S10: Obtain bus-related data and subway-related data, construct a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, and couple the bus single-layer network and the subway single-layer network to obtain a bus-subway network.

[0049] Specifically, bus-related data and subway-related data are acquired, and the bus-related data and subway-related data are preprocessed to obtain target bus-related data and target subway-related data.

[0050] It can be understood that bus-related data and subway-related data are obtained, and the related data include route information and stop information, etc., and then the bus-related data and the subway-related data are preprocessed, such as data cleaning, data standardization and normalization processing, to obtain target bus-related data and target subway-related data.

[0051] Furthermore, a network is constructed based on the target bus-related data and the target subway-related data using the spatial L method to obtain a bus single-layer network and a subway single-layer network. The bus single-layer network and the subway single-layer network are coupled using the spatial P method to obtain a bus-subway network.

[0052] like Figure 3 As shown, it can be understood that Space L (space L method), Space P (space P method), and Space R (space R method) are three common mapping methods used to construct transportation network topology models in complex networks, which are mainly used in the structural modeling and analysis of transportation systems (such as subways, highways, etc.).

[0053] Among them, Space L treats stations as nodes. If two stations are geographically adjacent and have the same bus passing through, there is an edge between the nodes. Route 1 passes through stations A, B, and C in sequence, and Route 2 passes through stations D, E, and F in sequence. Space P treats stations as nodes. If there is a direct bus service between the stations, there is an edge between the nodes. Stations A, B, and C all belong to Route 1, and Stations D, E, and F all belong to Route 2. Space R treats bus routes as nodes. If different routes have common stops, there are edges representing the common stops. It is the dual network of Space L, and both Route 1 and Route 2 pass through point B.

[0054] In this embodiment, the Space L method is used when constructing the single-layer networks of buses and subways to truly reflect the station locations and network topology. When establishing the bus-subway transfer network, the Space P method is used to couple the single-layer bus network and the single-layer subway network to better reflect the transfer situation. It should be noted that the network construction in this application only considers the transfer connection between buses and subways, and does not consider line transfers in the single-layer bus or subway networks.

[0055] Step S20: introducing a bus-subway network transfer coefficient, using the bus-subway network transfer coefficient to adjust the transfer edge weight of the bus-subway network, obtaining a target network after the transfer edge weight adjustment, and obtaining the topological characteristics of the target network.

[0056] The introduction of the bus-subway network transfer coefficient and the use of the bus-subway network transfer coefficient to adjust the transfer edge weight of the bus-subway network also include:

[0057] Based on the subway nodes, a circular buffer zone of a preset distance is set as a transfer distance threshold. Within the transfer distance threshold, different transfer distances correspond to different bus-subway network transfer coefficients.

[0058] It's understandable that the bus-subway network transfer coefficient is a penalty factor for the bus-subway transfer distance. Unlike existing transfer impedance models, which only consider linear relationships, this application establishes the transfer coefficient through a gradient penalty mechanism. Generally speaking, the longer the transfer distance and the lower the willingness to transfer, the greater the transfer coefficient.

[0059] For example, the bus-subway transfer distance threshold in this application is 1000 meters. Then the bus-subway network transfer coefficient is set as follows: when the transfer distance is within 200 meters, the transfer distance is short, and most people are willing to transfer within this distance, and the transfer willingness is high. When the transfer distance is between 200m and 500m, the transfer distance is moderate. Some people are willing to transfer within this distance, and the transfer willingness is moderate. When the transfer distance is between 500m and 1000m, the transfer distance is far, and most people are unwilling to transfer within this distance, so the transfer willingness is low. The transfer coefficient is intended to reflect passengers' willingness to transfer distances, thereby affecting transfer edge rights, and thus changing travel choices and network traffic, thus affecting the overall performance of the network.

[0060] It can be seen that this application observes the impact of transfers on network resilience, which has guiding significance for future public transportation network planning. At the same time, it can give full play to the respective advantages of buses and subways and improve travel experience and comfort.

[0061] Furthermore, the introduction of the bus-subway network transfer coefficient and the use of the bus-subway network transfer coefficient to adjust the transfer edge weight of the bus-subway network to obtain the target network after the transfer edge weight adjustment specifically include:

[0062] Obtain the transfer distance within the transfer distance threshold, and determine the bus-subway network transfer coefficient based on the transfer distance , using the bus-subway network transfer coefficient Adjust the transfer edge weights of the bus-subway network to obtain the target network after the transfer edge weights are adjusted :

[0063] ;

[0064] in, , represents the transfer edge weight of the bus-subway network, It is expressed as the transfer walking distance between bus and subway, Indicates the average walking speed.

[0065] It's understandable that this application primarily aims to build a time-based network, so the network connection edge weights are set based on the time required for travel. The transfer coefficient will change the edge weight (time) of bus-subway network transfers. The purpose of the transfer coefficient is to determine the coefficient size based on the bus-subway transfer distance, primarily to simulate the actual travel transfer intention, and bus-subway transfers will affect the overall network resilience.

[0066] Furthermore, the topological characteristics of the target network are obtained, and the topological characteristics of the target network include: node degree, network efficiency, clustering coefficient, average path length, node betweenness and maximum connected subgraph rate.

[0067] In this example, the topological characteristics of the bus-subway network are used to describe and quantify the system's structural connectivity and operational efficiency, providing a basis for optimizing network planning and improving the passenger travel experience. Node degree measures the closeness of connections between each station and the diversity of transfers; average path length reflects the shortest travel time (including travel and transfer times) between any two nodes in the network; the clustering coefficient reveals the density of connections within a node's neighborhood; network efficiency globally assesses the convenience of connecting most stations; node betweenness identifies key nodes that bridge multiple shortest paths; and the maximum connected subgraph ratio is a key indicator of network connectivity, defined as the ratio of the number of nodes in the largest connected subgraph to the total number of nodes in the entire network.

[0068] Step S30: Calculate the network resilience of the target network according to the topological characteristics, and repair the network resilience using a repair strategy.

[0069] The average path length is reciprocally processed to obtain a reciprocal average path length, and the weights of the reciprocal average path length, the network efficiency, and the maximum connected subgraph rate are determined by an entropy weight method.

[0070] As you can understand, network resilience analysis relies primarily on three metrics: network efficiency, average path length, and maximum connected subgraph ratio, reflecting the network's global connectivity, travel time cost, and node accessibility, respectively. To facilitate observation of changes in average path length during the restoration process, this application has reciprocated the average path length; network efficiency and maximum connected subgraph ratio remain as-is. The entropy weighting method is used to determine the weights of these three metrics within the resilience index, making the overall assessment more objective.

[0071] Furthermore, the network resilience of the target network is calculated based on the reciprocal average path length, the network efficiency, the maximum connected subgraph rate, and the respective weights:

[0072] ;

[0073] in, represents the network resilience of the target network, 、 and represent the weights of the reciprocal average path length, the network efficiency and the maximum connected subgraph rate, respectively. 、 and represent the reciprocal average path length, the network efficiency and the maximum connected subgraph rate respectively, represents the number of repair edges, % represents the proportion of repaired edges to attacked edges. Indicates repair % of edge time The value of Indicates that the network is in normal state The value of Indicates repair % of edge time The value of Indicates that the network is in normal state The value of Indicates repair % of edge time The value of Indicates that the network is in normal state The value of .

[0074] It's understandable that in this article, network resilience metrics are measured based on the line integral of the recovery process. The repair process involves repairing edges one by one (repairing edges refers to the number of failed edges repaired; for example, repairing 5% of edges means repairing 5% of the total number of failed edges) until all edges are repaired and the network returns to normal.

[0075] The above network resilience calculation formula can intuitively reflect the robustness of the network and the impact of network functions on residents' travel. Determining the weights of the average path length, average network efficiency, and maximum connected subgraph rate during network attacks through the entropy weight method makes the network resilience indicator more objective.

[0076] Furthermore, the network resilience is repaired through a repair strategy, which includes: a random repair strategy, an edge betweenness repair strategy, and a node degree repair strategy.

[0077] Among them, the random repair strategy is: randomly select edges from the deleted edges for repair; the edge betweenness repair strategy is: obtain the edge betweenness of all deleted edges, sort multiple edge betweennesses in descending order, obtain a first set, and start from the first element of the first set to repair the edges corresponding to the edge betweenness in turn; the node degree repair strategy is: obtain the sum of the node degrees at both ends of all deleted edges, sort multiple sums in descending order to obtain a second set, and start from the first element of the second set to repair the edges corresponding to the sum in turn.

[0078] This example focuses on edge betweenness attacks, targeting a bus-subway network (the target network) based on node betweenness. By removing edges with high betweenness centrality, the network's connectivity and efficiency are disrupted. Edges with high betweenness centrality appear on many shortest paths and are considered important in the network. Deleting these edges can minimize the impact on the network's overall performance. Edge betweenness attacks can simulate line outages and observe their impact on the network. Due to the large number of connected edges in the network, the maximum attack size is to delete 60% of the edges, simulating a large-scale network outage.

[0079] The network's resilience is then restored through a repair strategy. It's understandable that network resilience repair doesn't consider timing issues; it only considers the proportion of repaired edges, gradually restoring the network to a normal state. By constructing a three-dimensional assessment system that integrates the maximum connected subgraph rate, network efficiency, and average path length, the system reveals the functional degradation mechanisms and recovery potential of the network under attack. The maximum connected subgraph rate represents the topological structure's ability to maintain connectivity, network efficiency reflects the service effectiveness of the transportation system, and average path length quantifies the incremental time and space costs for travelers. These three metrics enable a multidimensional assessment of network resilience from the perspectives of topological connectivity, transportation efficiency, and time cost.

[0080] The following uses City A and City B as examples to discuss the proposal in detail:

[0081] Use Gephi (a JVM-based complex network analysis software) Fruchterman Reingold (force-directed layout algorithm) layout mode to construct the bus-subway network diagram, such as Figure 4 and Figure 5 As shown, they are the bus-subway network plan layout of City A and the bus-subway network plan layout of City B respectively.

[0082] The final bus-subway network for City A features 364 subway connections, 30,273 bus connections, and 6,596 bus-subway connections. City B's bus-subway network has 220 subway connections, 10,154 bus connections, and 8,238 bus-subway connections. City A's bus-subway network is more evenly distributed than City B's, while the density of stations in City B's bus-subway network is concentrated in certain areas, a result of the topographical conditions of both cities.

[0083] The bus-subway networks of City A and City B both exhibit small-world network characteristics, but City B's network exhibits greater connectivity and transmission capacity, resulting in higher overall efficiency. Including transfer coefficients reduces the average path length between the two locations, improving network efficiency, demonstrating that encouraging short-distance transfers can optimize network performance. Due to its smaller urban area, concentrated central area, and dense bus routes, City B's bus-subway network has a much higher average efficiency than City A's, making it more resilient to cyberattacks.

[0084] In the bus-subway networks of City A and City B, the inclusion of transfer coefficients reduced network resilience. Different urban network structures resulted in different repair strategies, with node degree repair being the most effective in City A's bus-subway network and edge betweenness repair being the most effective in City B's. The resilience indicators for both city networks were similar and high, indicating good resilience. Further analysis revealed that City B's network recovered faster but was less stable than City A's. While the network efficiency and average path length curves showed similar trends, the inverse average path length curve experienced a more pronounced collapse at the beginning, indicating a significant influence of the transfer coefficient on the repair process. The maximum connected subgraph rate repair curve was less affected by the transfer coefficient, but the network without the transfer coefficient had a lower initial value after the attack and then experienced a sharp increase during recovery. As the attack scale increased, the performance of the network with the transfer coefficient degraded more rapidly, while the network without the transfer coefficient recovered better. Therefore, improving the convenience of long-distance transfers and rationally arranging station locations are key to improving network efficiency and stability.

[0085] The beneficial effects of the present invention are as follows:

[0086] (1) By introducing the transfer coefficient, this paper innovatively quantifies the mechanism of the effect of transfer distance on the resilience of multimodal transportation networks, providing a new perspective for the resilience assessment of multimodal transportation networks;

[0087] (2) Construct a resilience evaluation index that integrates the average network efficiency, average path length, and maximum connected subgraph rate to more comprehensively and objectively evaluate network resilience;

[0088] (3) Three strategies, namely random repair, edge betweenness repair and node degree repair, are proposed to provide diverse options for network repair under different urban structures.

[0089] Further, if Figure 6 As shown, based on the above-mentioned bus-subway network resilience restoration method based on transfer coefficient, the present invention also provides a bus-subway network resilience restoration system based on transfer coefficient, wherein the bus-subway network resilience restoration system based on transfer coefficient includes:

[0090] A coupling network construction module 51 is configured to obtain bus-related data and subway-related data, construct a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, and couple the bus single-layer network and the subway single-layer network to obtain a bus-subway network;

[0091] The transfer edge weight adjustment module 52 is configured to introduce a bus-subway network transfer coefficient, adjust the transfer edge weights of the bus-subway network using the bus-subway network transfer coefficient, obtain a target network after the transfer edge weight adjustment, and acquire topological characteristics of the target network;

[0092] The resilience calculation and repair module 53 is configured to calculate the network resilience of the target network according to the topological characteristics, and repair the network resilience using a repair strategy.

[0093] Further, if Figure 7 As shown, based on the above-mentioned bus-subway network resilience restoration method and system based on transfer coefficient, the present invention also provides a terminal, which includes a processor 10, a memory 20 and a display 30. Figure 7 Only some of the components of the terminal are shown, but it should be understood that implementation of all of the shown components is not required, and more or fewer components may be implemented instead.

[0094] In some embodiments, the memory 20 may be an internal storage unit of the terminal, such as a hard disk or memory of the terminal. In other embodiments, the memory 20 may also be an external storage device of the terminal, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the terminal. Furthermore, the memory 20 may also include both an internal storage unit of the terminal and an external storage device. The memory 20 is used to store application software and various types of data installed on the terminal, such as the program code of the installation terminal. The memory 20 may also be used to temporarily store data that has been output or is to be output. In one embodiment, a bus-subway network resilience repair program 40 based on transfer coefficients is stored on the memory 20, and the bus-subway network resilience repair program 40 based on transfer coefficients can be executed by the processor 10, thereby realizing the bus-subway network resilience repair method based on transfer coefficients in the present application.

[0095] In some embodiments, the processor 10 may be a central processing unit (CPU), a microprocessor, or other data processing chip, configured to execute program codes or process data stored in the memory 20, such as executing the bus-subway network resilience restoration method based on transfer coefficients.

[0096] In some embodiments, the display 30 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. The display 30 is used to display information on the terminal and to display a visual user interface. The components of the terminal communicate with each other via a system bus.

[0097] In one embodiment, when the processor 10 executes the bus-subway network resilience restoration program 40 based on transfer coefficients in the memory 20, the following steps are implemented:

[0098] Acquiring bus-related data and subway-related data, constructing a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, and coupling the bus single-layer network and the subway single-layer network to obtain a bus-subway network;

[0099] Introducing a bus-subway network transfer coefficient, using the bus-subway network transfer coefficient to adjust the transfer edge weights of the bus-subway network, obtaining a target network after the transfer edge weight adjustment, and acquiring topological characteristics of the target network;

[0100] The network resilience of the target network is calculated according to the topological characteristics, and the network resilience is repaired through a repair strategy.

[0101] The acquiring of bus-related data and subway-related data, constructing a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, and coupling the bus single-layer network and the subway single-layer network to obtain a bus-subway network specifically includes:

[0102] Acquire bus-related data and subway-related data, and pre-process the bus-related data and subway-related data to obtain target bus-related data and target subway-related data;

[0103] Based on the target bus-related data and the target subway-related data, a network is constructed by using the spatial L method to obtain a bus single-layer network and a subway single-layer network;

[0104] The bus single-layer network and the subway single-layer network are coupled by a spatial P method to obtain a bus-subway network.

[0105] The introduction of the bus-subway network transfer coefficient and the use of the bus-subway network transfer coefficient to adjust the transfer edge weight of the bus-subway network also include:

[0106] Based on the subway nodes, a circular buffer zone of a preset distance is set as a transfer distance threshold. Within the transfer distance threshold, different transfer distances correspond to different bus-subway network transfer coefficients.

[0107] The introduction of the bus-subway network transfer coefficient and the use of the bus-subway network transfer coefficient to adjust the transfer edge weight of the bus-subway network to obtain the target network after the transfer edge weight adjustment specifically include:

[0108] Obtain the transfer distance within the transfer distance threshold, and determine the bus-subway network transfer coefficient based on the transfer distance , using the bus-subway network transfer coefficient Adjust the transfer edge weights of the bus-subway network to obtain the target network after the transfer edge weights are adjusted :

[0109] ;

[0110] in, , represents the transfer edge weight of the bus-subway network, It is expressed as the transfer walking distance between bus and subway, Indicates the average walking speed.

[0111] The topological characteristics of the target network include: node degree, network efficiency, clustering coefficient, average path length, node betweenness and maximum connected subgraph rate.

[0112] The calculating of the network resilience of the target network according to the topological characteristics specifically includes:

[0113] Performing a reciprocal processing on the average path length to obtain a reciprocal average path length, and determining respective weights of the reciprocal average path length, the network efficiency, and the maximum connected subgraph rate by an entropy weight method;

[0114] The network resilience of the target network is calculated based on the reciprocal average path length, the network efficiency, the maximum connected subgraph rate, and the respective weights:

[0115] ;

[0116] in, represents the network resilience of the target network, 、 and represent the weights of the reciprocal average path length, the network efficiency and the maximum connected subgraph rate, respectively. 、 and represent the reciprocal average path length, the network efficiency and the maximum connected subgraph rate respectively, represents the number of repair edges, % represents the proportion of repaired edges to attacked edges. Indicates repair % of edge time The value of Indicates that the network is in normal state The value of Indicates repair % of edge time The value of Indicates that the network is in normal state The value of Indicates repair % of edge time The value of Indicates that the network is in normal state value.

[0117] The repair strategies include random repair strategy, edge betweenness repair strategy and node degree repair strategy;

[0118] The random repair strategy is: randomly selecting edges from the deleted edges for repair;

[0119] The edge betweenness repair strategy is as follows: obtaining the edge betweenness of all deleted edges, sorting the plurality of edge betweennesses in descending order to obtain a first set, and repairing the edges corresponding to the edge betweennesses in sequence starting from the first element of the first set;

[0120] The node degree repair strategy is: obtain the sum of the node degrees at both ends of all deleted edges, sort the multiple sum values ​​in descending order to obtain a second set, and start from the first element of the second set to repair the edges corresponding to the sum values ​​in turn.

[0121] The present invention also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a bus-subway network resilience repair program based on transfer coefficients, and when the bus-subway network resilience repair program based on transfer coefficients is executed by a processor, the steps of the bus-subway network resilience repair method based on transfer coefficients as described above are implemented.

[0122] In summary, the present invention proposes a bus-subway network resilience repair method, system, terminal and storage medium based on transfer coefficients. The method includes: obtaining bus-related data and subway-related data, constructing a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, coupling the bus single-layer network and the subway single-layer network to obtain a bus-subway network; introducing a bus-subway network transfer coefficient, using the bus-subway network transfer coefficient to adjust the transfer edge weight of the bus-subway network to obtain a target network after the transfer edge weight adjustment, and obtaining the topological characteristics of the target network; calculating the network resilience of the target network based on the topological characteristics, and repairing the network resilience through a repair strategy. Based on a multi-layer public transportation network, the present invention couples the bus and subway networks, quantifies the impact of transfer distance on network resilience, and introduces a transfer coefficient to better fit actual travel behavior. On this basis, a variety of repair strategies are proposed, and the topological characteristics and resilience repair effects of the network under different urban structures are analyzed, providing a theoretical basis and practical guidance for the planning and optimization of urban transportation networks.

[0123] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or terminal comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or terminal. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or terminal comprising the element.

[0124] Of course, those skilled in the art will understand that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided by the present invention can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0125] It should be understood that the application of the present invention is not limited to the above examples. For those skilled in the art, improvements or changes can be made based on the above description. All these improvements and changes should fall within the scope of protection of the claims attached to the present invention.

Claims

1. A bus-subway network resilience restoration method based on transfer coefficient, characterized in that: The bus-subway network resilience restoration method based on transfer coefficients includes: Acquiring bus-related data and subway-related data, constructing a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, and coupling the bus single-layer network and the subway single-layer network to obtain a bus-subway network; Based on the subway nodes, a circular buffer zone of a preset distance is set as the transfer distance threshold. Within the transfer distance threshold, different transfer distances correspond to different bus-subway network transfer coefficients. Introducing a bus-subway network transfer coefficient, using the bus-subway network transfer coefficient to adjust the transfer edge weights of the bus-subway network, obtaining a target network after the transfer edge weight adjustment, and acquiring topological characteristics of the target network; The introducing of the bus-subway network transfer coefficient and adjusting the transfer edge weight of the bus-subway network using the bus-subway network transfer coefficient to obtain the target network after the transfer edge weight adjustment specifically includes: Obtain the transfer distance within the transfer distance threshold, and determine the bus-subway network transfer coefficient based on the transfer distance , using the bus-subway network transfer coefficient Adjust the transfer edge weights of the bus-subway network to obtain the target network after the transfer edge weights are adjusted : ； in, , represents the transfer edge weight of the bus-subway network, It is expressed as the transfer walking distance between bus and subway, represents the average walking speed; The topological characteristics of the target network include: node degree, network efficiency, clustering coefficient, average path length, node betweenness and maximum connected subgraph rate; Calculating the network resilience of the target network based on the topological characteristics, and repairing the network resilience using a repair strategy; Calculating the network resilience of the target network according to the topological characteristics specifically includes: Performing a reciprocal processing on the average path length to obtain a reciprocal average path length, and determining respective weights of the reciprocal average path length, the network efficiency, and the maximum connected subgraph rate by an entropy weight method; The network resilience of the target network is calculated based on the reciprocal average path length, the network efficiency, the maximum connected subgraph rate, and the respective weights: ； in, represents the network resilience of the target network, 、 and represent the weights of the reciprocal average path length, the network efficiency and the maximum connected subgraph rate, respectively. represents the number of repair edges, Indicates repair % of edge time The value of represents the reciprocal average path length, % represents the proportion of repaired edges to attacked edges. Indicates that the network is in normal state The value of Indicates repair % of edge time The value of represents the network efficiency, Indicates that the network is in normal state The value of Indicates repair % of edge time The value of represents the maximum connected subgraph rate, Indicates that the network is in normal state value.

2. The bus-subway network resilience restoration method based on transfer coefficient according to claim 1 is characterized in that: The acquiring of bus-related data and subway-related data, constructing a bus single-layer network and a subway single-layer network according to the bus-related data and the subway-related data, and coupling the bus single-layer network and the subway single-layer network to obtain a bus-subway network specifically includes: Acquire bus-related data and subway-related data, and pre-process the bus-related data and subway-related data to obtain target bus-related data and target subway-related data; Based on the target bus-related data and the target subway-related data, a network is constructed by using the spatial L method to obtain a bus single-layer network and a subway single-layer network; The bus single-layer network and the subway single-layer network are coupled by a spatial P method to obtain a bus-subway network.

3. The bus-subway network resilience restoration method based on transfer coefficient according to claim 1 is characterized in that: The repair strategies include: random repair strategy, edge betweenness repair strategy and node degree repair strategy; The random repair strategy is: randomly selecting edges from the deleted edges for repair; The edge betweenness repair strategy is as follows: obtaining the edge betweenness of all deleted edges, sorting the plurality of edge betweennesses in descending order to obtain a first set, and repairing the edges corresponding to the edge betweennesses in sequence starting from the first element of the first set; The node degree repair strategy is: obtain the sum of the node degrees at both ends of all deleted edges, sort the multiple sum values ​​in descending order to obtain a second set, and start from the first element of the second set to repair the edges corresponding to the sum values ​​in turn.

4. A bus-subway network resilience repair system based on transfer coefficient, characterized in that: The bus-subway network resilience repair system based on transfer coefficient is applied to the bus-subway network resilience repair method based on transfer coefficient according to any one of claims 1 to 3, and the bus-subway network resilience repair system based on transfer coefficient includes: a coupling network construction module, configured to obtain bus-related data and subway-related data, construct a bus single-layer network and a subway single-layer network based on the bus-related data and the subway-related data, and couple the bus single-layer network and the subway single-layer network to obtain a bus-subway network; A transfer edge weight adjustment module is used to introduce a bus-subway network transfer coefficient, use the bus-subway network transfer coefficient to adjust the transfer edge weight of the bus-subway network, obtain a target network after the transfer edge weight adjustment, and obtain the topological characteristics of the target network; The resilience calculation and repair module is used to calculate the network resilience of the target network according to the topological characteristics and repair the network resilience through a repair strategy.

5. A terminal, characterized in that: The terminal includes: a memory, a processor, and a bus-subway network resilience repair program based on transfer coefficients stored in the memory and executable on the processor. When the bus-subway network resilience repair program based on transfer coefficients is executed by the processor, the steps of the bus-subway network resilience repair method based on transfer coefficients as described in any one of claims 1 to 3 are implemented.

6. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a bus-subway network resilience repair program based on transfer coefficients. When the bus-subway network resilience repair program based on transfer coefficients is executed by a processor, the steps of the bus-subway network resilience repair method based on transfer coefficients as described in any one of claims 1 to 3 are implemented.

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