Highway infrastructure network resilience evaluation method and device based on index system

Abstract

The application discloses a highway infrastructure network resilience evaluation method and device based on an index system and electronic equipment, and the method comprises the following steps: 1) determining a primary evaluation index, wherein the primary evaluation index comprises a prevention capability, a resistance capability, an absorption capability and a recovery capability; 2) determining a secondary evaluation index based on the primary evaluation index; 3) determining the score of the secondary evaluation index; and 4) determining the score of the corresponding index of the highway infrastructure network to be evaluated according to the indexes and scores of all levels, so as to evaluate the resilience of the highway infrastructure network. The application proposes a highway traffic infrastructure network resilience evaluation index system method facing the whole disaster process based on a multidimensional index system, and the index system method comprises a pre-disaster active prevention capability, a disaster resistance and absorption capability and a post-disaster recovery capability, and can provide a scientific basis for disaster prevention, disaster reduction and rapid recovery and the like.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of traffic information, and particularly relates to a highway infrastructure network resilience evaluation method based on an index system. BACKGROUND

[0002] Natural disasters such as earthquakes, heavy rain, typhoons and the like have a great adverse effect on highway infrastructure, and bring serious challenges to the normal and safe operation of highway infrastructure. Therefore, the disaster resistance resilience of highway infrastructure is particularly important. At present, the research on the disaster resistance resilience of highway infrastructure has become a hot topic.

[0003] Then, due to technical and economic reasons, most of the current researches are concentrated on small-scale highway infrastructure, such as a specific highway section or a specific type of highway infrastructure such as a tunnel. There are few studies on the resilience of large-scale highway infrastructure, such as the resilience of highway infrastructure at the provincial and municipal levels. The resilience of large-scale highway infrastructure involves the resilience of highway transportation infrastructure network, and is an important means and method for identifying weak links in the highway network, which can be used for disaster prevention, loss reduction and rapid recovery after disasters in a larger range.

[0004] Therefore, it is particularly necessary to carry out research on the resilience of large-scale highway infrastructure network. SUMMARY

[0005] In view of the characteristics of highway transportation infrastructure network, the present application carries out network resilience research from the aspects of disaster prevention preparation, resistance absorption during disaster and rapid recovery after disaster, and proposes a highway transportation infrastructure network resilience evaluation index system and evaluation model method, which provides a basis for scientific disaster prevention construction of highway infrastructure, so as to realize disaster prevention, resistance to disaster loss and rapid recovery after disaster.

[0006] According to an aspect of the present application, a highway infrastructure network resilience evaluation method based on an index system is provided, characterized in that it comprises:

[0007] 1) determining a primary evaluation index, wherein the primary evaluation index comprises a prevention capability, a resistance capability, an absorption capability and a recovery capability;

[0008] 2) On the basis of the primary evaluation index, determine the secondary evaluation index, the secondary evaluation index based on the prevention ability includes the infrastructure monitoring and early warning ability, the severe weather traffic safety early warning ability and the road network operation monitoring ability; the secondary evaluation index based on the resistance ability includes the flood control standard, the earthquake resistance grade, the highway technical grade, the MQI technical condition index; the secondary evaluation index based on the absorption ability includes the road surface width, the space reliability change, the time reliability change and the detour time increase; the secondary evaluation index based on the recovery ability includes the distance from the reserve center, the emergency rescue team, the emergency rescue equipment and tools;

[0009] 3) Determine the score of the secondary evaluation index, including the average score of each secondary evaluation index based on the prevention ability as the score; the flood control standard, the earthquake resistance grade and the highway technical grade of the secondary evaluation index based on the resistance ability are divided into four levels in turn, and are respectively assigned values of 25, 50, 75 and 100 from low to high, the value of the secondary evaluation index MQI technical condition index is normalized to [25, 100]; the value of the secondary evaluation index road surface width is normalized to [25, 100], the values of the secondary evaluation index space reliability change, time reliability change and detour time increase are normalized to [100, 25]; and the values of each secondary evaluation index based on the recovery ability are normalized to [25, 100]; and

[0010] 4) According to the above indexes and scores of each level, determine the score of the corresponding index of the road infrastructure network to be evaluated, so as to evaluate the resilience of the road infrastructure network.

[0011] According to the embodiment of the present application, wherein step 3) further comprises determining the weight of each level index, wherein the total weight coefficient of the prevention ability is 0.15; the total weight coefficient of the resistance ability is 0.25; the total weight coefficient of the absorption ability is 0.3; and the total weight coefficient of the recovery ability is 0.3.

[0012] According to the embodiment of the present application, wherein the weight coefficient of each of the secondary evaluation index based on the prevention ability is 0.05; the weight coefficient of the flood control standard and the earthquake resistance grade in the secondary evaluation index based on the resistance ability is 0.075, the weight coefficient of the technical grade and the MQI technical condition is 0.05; the weight coefficient of each of the secondary evaluation index based on the absorption ability is 0.075; and the weight coefficient of each of the secondary evaluation index based on the recovery ability is 0.1.

[0013] According to the embodiment of the present application, wherein step 4) comprises determining the road infrastructure resilience index (CSI), and the resilience index CSI is calculated according to the following formula:

[0014]

[0015] In the formula: CSI iis a value of a resilience index of the highway infrastructure i (e.g. bridges, tunnels and road sections, etc.); is a score of each evaluation index j of the highway infrastructure i; is a weight coefficient corresponding to the evaluation index j of the highway infrastructure i;

[0016] Then, the resilience of the highway infrastructure network is evaluated based on the resilience index CSI.

[0017] According to the embodiment of the present application, in step 3), the spatial reliability is determined by using the spatial connectivity reliability C, that is,

[0018] C = P(C st ≥ 1) (s, t ∈ N, s ≠ t)

[0019] In the formula, N is the number of network nodes, C st is the connectivity between node s and node t, and the independent path between nodes (i.e. two paths do not share any node except the start and end points) is referred to as the connectivity between nodes; P is the probability that there is at least one connected path between any two points in the highway infrastructure network before and after the sudden accident, and the calculation formula is as follows:

[0020]

[0021] NC st represents whether there is a connected path between node s and node t, and NC st is 1, otherwise 0, is used to represent whether there is a connected path between node s and node t after the occurrence of the accident a.

[0022] The change of the spatial reliability is the amount of decrease of the spatial reliability before and after the destruction of the single structure, that is,

[0023] In the formula, C -uv is the change of the spatial reliability, C_Rel is the initial spatial reliability (spatial connectivity reliability), and C_Rel -uv is the spatial reliability after deleting the edge uv;

[0024] The time reliability is determined by using the time connectivity reliability T, that is,

[0025]

[0026] In the formula, T st is the minimum transportation time between node s and node t, is the minimum transportation time between node s and node t after the accident a occurs, the minimum transportation time is obtained from the distance and the speed, P is the probability that the increased time of detour between any two points in the road infrastructure network before and after the sudden accident is not more than 10% of the original transportation time, and the calculation formula is as follows:

[0027]

[0028] NT st represents whether the increased time of detour between node s and node t exceeds 10% of the original transportation time, and is 1 when the increased time of detour does not exceed 10% of the original transportation time, and is 0 otherwise. st is used to represent whether the increased time of detour between node s and node t exceeds 10% of the original transportation time.

[0029] The change of time connectivity reliability is the decrease of time reliability before and after the destruction of the monomer structure, that is,

[0030]

[0031] In the formula, T -uv is the change of spatial reliability, T_Rel is the initial time reliability (time connectivity reliability), and is usually 1, T_Rel -uv is the spatial reliability after deleting the edge uv.

[0032] The increased time of detour is used to determine the detour capacity, that is,

[0033]

[0034] T_inc -u is the increased time of node traffic in the network after deleting the edge uv.

[0035] According to the embodiment of the present application, in step 3), the number of emergency rescue personnel per 100 kilometers and the number of emergency rescue equipment per 100 kilometers are used to represent the emergency rescue team and the emergency rescue equipment respectively.

[0036] According to the embodiment of the present application, in step 3), the spatial reliability, the time reliability and the increased time of detour are determined under the monomer structure destruction scenario.

[0037] According to another aspect of the present application, a highway infrastructure network resilience evaluation device based on an index system is provided, characterized by comprising:

[0038] A first evaluation index module is used to determine a first evaluation index, and the first evaluation index includes a prevention capability, a resistance capability, an absorption capability and a recovery capability.

[0039] ​The secondary evaluation index module is configured to determine secondary evaluation indexes based on the primary evaluation indexes.

[0040] The secondary evaluation index score determination module is configured to determine scores of the secondary evaluation indexes, including taking the average score of each secondary evaluation index based on the prevention capability as the score.

[0041] The highway infrastructure network resilience evaluation module is configured to determine scores of corresponding indexes of the highway infrastructure network to be evaluated according to the indexes and scores of the above levels, thereby evaluating the resilience of the highway infrastructure network.

[0042] According to the embodiment of the present application, the secondary evaluation index score determination module is further configured to determine the weights of the indexes of each level.

[0043] According to another aspect of the present application, an electronic device is provided, including a memory and one or more processors; the memory is configured to store one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors implement the method of the present application.

[0044] The present application proposes a highway transportation infrastructure network resilience evaluation index system method in the whole process of facing disasters based on a multi-dimensional index system, including pre-disaster active prevention capability, disaster resistance and absorption capability, and post-disaster recovery capability, which can provide a scientific basis for disaster prevention, disaster reduction, and rapid recovery. BRIEF DESCRIPTION OF DRAWINGS

[0045] Figure 1 The figure is a flowchart of the highway infrastructure network resilience evaluation method based on the index system according to the embodiment of the present application;

[0046] Figure 2 The figure is a structural diagram of the highway infrastructure network resilience evaluation device based on the index system according to the embodiment of the present application;

[0047] Figure 3 The figure is a structural diagram of the electronic device according to the embodiment of the present application;

[0048] Figure 4 The figure is a highway network technology grade map of the highway infrastructure network resilience evaluation method based on the index system according to the embodiment of the present application;

[0049] Figure 5 The figure is a highway network flood control standard map of the highway infrastructure network resilience evaluation method based on the index system according to the embodiment of the present application;

[0050] Figure 6 The figure is a highway network earthquake resistance grade map of the highway infrastructure network resilience evaluation method based on the index system according to the embodiment of the present application;

[0051] Figure 7 A highway network MQI index map for the index system based highway infrastructure network resilience evaluation method according to the embodiment of the present application;

[0052] Figure 8 A highway network pavement width map for the index system based highway infrastructure network resilience evaluation method according to the embodiment of the present application;

[0053] Figure 9a 、 9b and 9c is a highway network absorption capacity map for the index system based highway infrastructure network resilience evaluation method according to the embodiment of the present application, including a spatial reliability change, a time reliability change and a detour increase time distribution map;

[0054] Figure 10a 、 10b and 10c is a highway network recovery capacity map for the index system based highway infrastructure network resilience evaluation method according to the embodiment of the present application, including a distance from a rescue center, a number of people per 100 kilometers and a number of equipment per 100 kilometers distribution map; and

[0055] Figure 11 A highway network resilience index distribution map for the index system based highway infrastructure network resilience evaluation method according to the embodiment of the present application. DETAILED DESCRIPTION

[0056] The present application will be further described below in conjunction with the drawings and specific embodiments, but the embodiments or descriptions are not used to limit the protection scope of the present application.

[0057] Figure 1 A flowchart of the index system based highway infrastructure network resilience evaluation method according to the embodiment of the present application is shown in the figure, and the index system based highway infrastructure network resilience evaluation method according to the embodiment of the present application can include the following steps:

[0058] Firstly, the primary evaluation index is determined. According to the time sequence of disaster occurrence, the disaster event can be divided into three stages, i.e. before disaster, during disaster and after disaster. Correspondingly, the primary index of highway infrastructure network resilience evaluation can include prevention ability, resistance ability, absorption ability and recovery ability. Prevention ability refers to the ability of highway network system to actively protect, safely warn and independently react to different dangerous sources under abnormal state, so as to reduce harm. Resistance ability refers to the anti-destroying ability (anti-disaster ability) of traffic system to the disturbance of ongoing sudden events, that is, the technical level and fortification standard is high, so that the essential damage of traffic infrastructure is minimized, thereby the influence degree of network is minimized. Absorption ability refers to the high redundancy of traffic system to the disturbance of ongoing sudden events, and the alternative route can provide alternative scheme, so that the influence degree of traffic network is minimized. Recovery ability reflects the ability of highway traffic network to recover to normal transportation under certain resource support, and the faster the recovery speed is, the shorter the traffic transportation function failure time is. The four primary indexes can comprehensively and scientifically reflect the resilience of highway traffic network from multiple dimensions.

[0059] Then, on the basis of the primary evaluation index, the secondary evaluation index is determined, and then the score of each index can be determined.

[0060] For the primary evaluation index of prevention ability, the secondary index can include infrastructure monitoring and early warning ability (which can be evaluated according to long and large slope monitoring and early warning, tunnel and bridge health monitoring, etc.), severe weather traffic safety warning ability (which can be evaluated according to rainstorm flood, low temperature freezing rain and snow, typhoon, earthquake, geological disaster, etc.), road network operation monitoring ability (video monitoring, flow monitoring equipment, etc.).

[0061] In order to facilitate quantitative calculation, expert scoring method is used to obtain the average score of experts as the index value of monitoring and early warning ability, as shown in Table 1 below. For the classification of monitoring and early warning ability, the monitoring and early warning platform, system and implementation of the administrative region where the highway infrastructure network is located are mainly considered, and expert scoring method is used for grading and scoring. For example, for the severe weather traffic safety warning ability, the joint monitoring and early warning mechanism and monitoring and early warning information sharing platform are established by the Ministry of Transport and land, meteorological and water conservancy departments. China Meteorological Administration and the Ministry of Transport jointly issue national main highway weather forecast every day, and make early warning and prediction for weather disaster warning faced by traffic. For example, for earthquake and geological disaster warning, the national or regional earthquake and geological disaster monitoring and early warning platform can be used. The specific operation process of expert scoring method includes:

[0062] Selecting experts: the selected experts should be familiar with the relevant field, have high authority and representativeness, and the number should be 5-10;

[0063] Determination index: three secondary indexes are determined to represent the prevention ability;

[0064] Consultation: provide background information to experts and provide expert scoring sheets to solicit expert opinions in an anonymous manner;

[0065] Analysis results: analyze and summarize expert opinions, summarize scores, and obtain final scores.

[0066] Table 1: Expert Scoring Sheet

[0067]

[0068] For the primary evaluation index of resistance, the invention selects technical grade, flood control standard, seismic grade, and road excellent rate level to reflect the resistance of highway transportation infrastructure to natural disasters. More specifically, the secondary indexes can include flood control standard, seismic grade, highway technical level, and MQI technical condition index. Among them, the secondary evaluation indexes of flood control standard, seismic grade, and highway technical level are divided into four levels from low to high, respectively, and are assigned values of 25, 50, 75, and 100 points.

[0069] More specifically, the flood control standard can be divided into four levels according to the flood control period, i.e., ≤25 years, (25-50] years, (50-100] years, >100 years, respectively, and assigned values of 25, 50, 75, and 100 points. The seismic grade is assigned values of 25, 50, 75, and 100 points according to: ≤0.05g or 6 degrees or less; 0.10g, 0.15g or 7 degrees; 0.20g, 0.30g or 8 degrees; and ≥0.40g or 9 degrees and above. The highway technical grade is assigned values of 25, 50, 75, and 100 points according to: three / four, two, one, and expressway.

[0070] The "Highway Technical Condition Evaluation Standard (JTG 5210-2018)" provides that highway technical condition evaluation should use highway technical condition index MQI and corresponding sub-indexes - roadbed technical condition index SCI, pavement technical condition index PQI, bridge and tunnel structure technical condition index BCI, and along-line facility technical condition index TCI. This study selects the highway technical condition index as the index of resistance. The highway technical condition index (MQI) is used to comprehensively evaluate the technical condition of highway roadbed, pavement, bridge and tunnel structure, and along-line facility. Highway technical condition can be divided into five levels: excellent, good, medium, poor, and bad, with five levels of excellent (≥90), good (≥80, <90), medium (≥70, <80), poor (≥60, <80), and bad (<60). In this invention, the specific value of MQI can be normalized to [25, 100], and the normalization method is well known in the art, such as the Min-Max normalization method, which will not be described here.

[0071] The resistance evaluation index system is specifically shown in Table 2:

[0072] Table 2: Resistance evaluation index system

[0073]

[0074] For the first evaluation index absorption capacity, the present application selects indexes from the monomer structure to represent the absorption capacity of the road network, selects the road surface width to represent the absorption capacity of the monomer structure, and selects the spatial reliability, time reliability and detour time increase of the road network after an accident to represent the absorption capacity of the road network after the infrastructure is damaged. That is, the present application selects the road surface width, spatial reliability change, time reliability change and detour capacity change as the second evaluation indexes.

[0075] More specifically, the road surface width can be obtained according to specific design parameters to obtain a specific numerical value, and then the numerical value is normalized to [25, 100].

[0076] The detour capacity is closely related to the spatial reliability and time reliability. When a sudden event occurs, part of the road segments in the network will be blocked, and under the condition of not considering the congestion caused by excessive road bearing, part of the "node pairs (Origin-Destination, OD)" in the network will be unable to reach (the number of ODs unable to pass), part of the ODs will need to detour (the number of ODs that can detour), the detour ODs will increase the travel time (the travel time increase of the detour ODs), and the time and spatial accessibility between the OD node pairs will decrease.

[0077] The independent path between nodes (two paths do not share any node except the starting point and the ending point) is called the connectivity between nodes. The spatial reliability C is calculated according to the following formula,

[0078] C=P(C st ≥1)(s,t∈N,s≠t)

[0079] In the formula, N is the number of network nodes, C st is the connectivity between node s and node t; P is the probability that there is at least one connected path between any two points in the highway infrastructure network before and after the sudden accident, and the calculation formula is as follows:

[0080]

[0081] NC st represents whether there is a connected path between node s and node t, and NC st is 1, and otherwise is 0, represents whether there is a connected path between node s and node t after the occurrence of the accident a.

[0082] The change of spatial reliability is the decrease of spatial reliability before and after the destruction of the single structure, that is

[0083]

[0084] In the formula, C -uv is the change of spatial reliability, C_Rel is the initial spatial reliability, and C_Rel -uv is the spatial reliability after deleting the edge ij.

[0085] The time reliability is determined by using the time connectivity reliability / reliability T, that is

[0086]

[0087] In the formula, T st is the minimum transportation time between node s and node t, is the minimum transportation time between node s and node t after the occurrence of the accident a, the minimum transportation time can be obtained by distance and speed, and P is the probability that the increased time of detour between any two points in the highway infrastructure network before and after the sudden accident is not more than 10% of the original transportation time, and the calculation formula is as follows:

[0088]

[0089] NT st indicates whether the increased time of detour between node s and node t exceeds 10% of the original transportation time, if not, NT st is 1, otherwise it is 0, is to indicate whether the increased time of detour between node s and node t exceeds 10% of the original transportation time after the occurrence of the accident a.

[0090] The change of time connectivity reliability is the decrease of time reliability before and after the destruction of the single structure, that is

[0091]

[0092] In the formula, T -uv is the change of spatial reliability, T_Rel is the initial time reliability, usually 1, and T_Rel -u is the spatial reliability after deleting the edge uv.

[0093] The detour capacity is determined by using the increased time of detour, that is

[0094]

[0095] T_inc -uv is the increased time of node traffic after deleting the edge uv.

[0096] After obtaining the spatial connectivity reliability change, the time connectivity reliability change, and the detour increase time, normalize them to [100, 25].

[0097] The absorption capacity evaluation index system is specifically shown in Table 3 below:

[0098] Table 3: Absorption capacity evaluation index system

[0099]

[0100] For the first-level evaluation index of recovery capacity, the present application selects the distance from the reserve center, the emergency rescue team, and the emergency rescue equipment as the second-level evaluation indexes.

[0101] The recovery capacity is closely related to the dispatching and command system, the material reserve, and the maintenance and repair system, and directly determines the recovery time, so the present application selects the distance from the emergency rescue center, the number of teams and equipment in the region as the recovery capacity indexes. These indexes can be obtained by statistics, and then normalized, i.e., normalized to [25, 100].

[0102] The recovery capacity evaluation index system is specifically shown in Table 4 below:

[0103] Table 4: Recovery capacity evaluation index system

[0104]

[0105] Different weights can be given to the indexes at different levels for the resilience evaluation. According to the influence before, during, and after the disaster, the present application can give corresponding weights. Taking the total weight as 1 for example, the weight of the pre-disaster prevention capacity can be 0.2, the weight of the disaster resistance capacity can be 0.25, the weight of the disaster absorption capacity can be 0.25, and the weight of the post-disaster recovery capacity can be 0.3. The weights of the specific indexes are shown in Table 5:

[0106] After determining the scores of the indexes and the weights, the scores of the corresponding indexes of the highway infrastructure network to be evaluated can be determined, and thus the resilience of the highway infrastructure network can be evaluated.

[0107] Table 5: Weights of indexes

[0108]

[0109] More specifically, the index system method can be used to determine the highway infrastructure resilience index (CSI), and the resilience index CSI is calculated according to the following formula:

[0110]

[0111] In the formula, CSIi is a resilience index value of the highway infrastructure i; is a highway infrastructure i evaluation index j score; is a weight coefficient corresponding to the highway infrastructure i evaluation index j.

[0112] Figure 2 is a schematic diagram of an index system-based highway infrastructure network resilience evaluation device according to an embodiment of the present application. As shown in Figure 2 , the device comprises: a primary evaluation index module 210 for determining a primary evaluation index, the primary evaluation index comprising a prevention capability, a resistance capability, an absorption capability, and a recovery capability; a secondary evaluation index module 220 for determining a secondary evaluation index on the basis of the primary evaluation index, the secondary evaluation index based on the prevention capability comprising an infrastructure monitoring and early warning capability, a severe weather traffic safety early warning capability, and a road network operation monitoring capability; the secondary evaluation index based on the resistance capability comprising a flood control standard, an earthquake resistance grade, a highway technology grade, and an MQI technical condition index; the secondary evaluation index based on the absorption capability comprising a road surface width, a spatial reliability change, a time reliability change, and an increased detour time; the secondary evaluation index based on the recovery capability comprising a distance from a reserve center, an emergency rescue team, and emergency rescue equipment; a secondary evaluation index score determination module 230 for determining a score of the secondary evaluation index, comprising: taking an expert score average of each secondary evaluation index based on the prevention capability as the score; sequentially dividing the secondary evaluation index flood control standard, the earthquake resistance grade, and the highway technology grade into four levels, and assigning values of 25, 50, 75, and 100 from low to high, respectively; normalizing the value of the secondary evaluation index MQI technical condition index to [25, 100]; normalizing the value of the secondary evaluation index road surface width to [25, 100], normalizing the values of the secondary evaluation index spatial reliability change, the time reliability change, and the increased detour time to [100, 25]; and normalizing the values of each secondary evaluation index based on the recovery capability to [25, 100]; and a highway infrastructure network resilience evaluation module 240 for determining a score of a corresponding index of a highway infrastructure network to be evaluated according to the above indexes and scores, thereby evaluating the resilience of the highway infrastructure network.

[0113] Figure 3 is a structural schematic diagram of an electronic device provided by an embodiment of the present application, as shown in Figure 3 , the electronic device comprises a processor 310, a memory 320, an input device 330, and an output device 340; the number of processors 310 in the electronic device can be one or more, Figure 3 , taking one processor 310 as an example; the processor 310, the memory 320, the input device 330, and the output device 340 in the electronic device can be connected through a bus or other means, Figure 3The bus connection is taken as an example.

[0114] The memory 320, as a computer readable storage medium, can be used to store software programs, computer executable programs and modules, such as program instructions / modules corresponding to the building electrical energy efficiency evaluation method in the embodiments of the present application (for example, the first-level evaluation index module 210, the second-level evaluation index module 220, the second-level evaluation index score determination module 230 and the highway infrastructure network resilience evaluation module 240). The processor 310 executes the software programs, instructions and modules stored in the memory 320, thereby performing various functional applications and data processing of the electronic device, that is, implementing the above-mentioned highway infrastructure network resilience evaluation method.

[0115] The memory 320 can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system and application programs required by at least one function; the data storage area can store data created according to the use of the terminal and the like. In addition, the memory 320 can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state memory device. In some examples, the memory 320 can further include a memory remotely arranged with respect to the processor 310, which can be connected to the electronic device through a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network and a combination thereof. The input device 330 can be used to receive input digital or character information, and generate key signal input related to user settings and function control of the electronic device. The output device 340 can include a display device such as a display screen.

[0116] Next, taking the highway network in a certain province as an example, the network resilience of the network is evaluated by using the method of the present application.

[0117] The province currently has multiple early warning detection platform systems, including a meteorological monitoring and early warning platform, an earthquake monitoring and early warning platform, a geological disaster monitoring and early warning platform and a single bridge health monitoring system. For the pre-disaster prevention capability, the above-mentioned early warning detection systems in the province are evaluated and scored, as follows:

[0118] 1. Infrastructure monitoring and early warning capabilities: In 2013, the province began to build a single bridge health monitoring system, and in 2019, it completed the development of a provincial highway long-span bridge health monitoring platform, becoming the first in the country. The platform dynamically monitors the structural health of long-span bridges in the province, improving the level of long-span bridge maintenance decision-making, monitoring and early warning, and disaster emergency management. As of now, the construction of single bridge systems for 15 highway long-span bridges has been completed, and each single bridge monitoring system is stable and has high-quality data that accurately reflects the true operation and response of the bridge. The provincial platform and each single bridge are connected through the high-speed internal network to ensure data security and real-time remote transmission.

[0119] 2. Severe weather traffic safety warning capabilities:

[0120] Weather monitoring and early warning capabilities: In 2021, China's 24-hour rainstorm forecast TS score reached 0.224, with a rainstorm warning accuracy rate of 90%. The warning time for severe convective weather was advanced to 40 minutes, and the error in 24-hour typhoon path prediction was continuously reduced. The provincial highway group has provincial and municipal road network management centers that operate 24-hour shifts. They are responsible for information sharing with meteorological departments, closely monitor traffic-specific weather forecasts from the provincial meteorological station, and make early judgments about road segments and points that are susceptible to severe weather. They also optimize related emergency response measures and plans, conduct targeted patrols in coordination with relevant maintenance and road service departments, and take measures such as monitoring road surface temperature, checking for hidden dangers, cleaning up water, repairing slope landslides, and preventive salting.

[0121] Earthquake monitoring and early warning capabilities: The provincial earthquake bureau has built a real-time transmission earthquake monitoring and early warning network consisting of multiple seismic stations, strong motion stations, and intensity meter stations. Currently, the average inter-station distance of the monitoring and early warning network in the province has been reduced to 20 km, and in some local areas, it has reached 10 km. After the integration of seismographs, strong motion instruments, and intensity meters, the minimum earthquake magnitude for earthquake warning in 95% of the province's area is approximately ML3.2. The monitoring capabilities of the three types of sensors in the northwest region are relatively weak. Compared to single seismic or strong seismic networks, the first report time for post-earthquake earthquake warning has been significantly reduced. Except for some areas in the northwest corner of the province, the first report time for early warning is within 2.8 seconds, and the first report time in 95% of the area is estimated to be 2.8 seconds.

[0122] Geological disaster monitoring and early warning capability: The province's "geological disaster special monitoring and early warning platform" covers the whole province, and automatically, continuously, real-time and dynamically monitors and warns 24 hours a day. During the three rounds of heavy rainfall from May to June 2022, the platform team issued 125 warning messages, involving 68 geological disaster hidden points. After on-site verification, 53 landslides and collapses occurred. In 2023, the province installed 6035 sets of ubiquitous monitoring and early warning equipment at 840 landslide, collapse, debris flow and high slope geological disaster hidden points in 17 counties (cities, districts), building a "civil defense + technical defense" barrier for geological disaster hidden points.

[0123] 3. Road network operation monitoring capability: Expressway construction has a highway intelligent road network management platform, including comprehensive road network big data center, comprehensive road network operation monitoring application, comprehensive road network emergency disposal application, comprehensive road network public service application, comprehensive road network situation visualization application, and comprehensive road network management demonstration road. Among them, the comprehensive road network operation monitoring application includes road network operation monitoring and early warning, road network operation information service, road network operation statistical analysis and geographic information platform; the comprehensive road network emergency disposal application includes risk hidden danger management, emergency resource management, emergency training and drilling, emergency auxiliary decision-making, emergency plan management, emergency command and dispatch, emergency information service and emergency analysis and evaluation; the comprehensive road network management demonstration road includes unmanned aerial vehicle application, intelligent vehicle terminal application and comprehensive law enforcement application, etc. Ordinary highway has built a "unified dispatch, hierarchical responsibility" road network operation management system. Video monitoring facilities and automatic observation stations collect road network operation dynamics, and master real-time information such as highway operation, traffic flow, highway weather, road conditions and blockage. The mobile emergency command system is built to realize the docking of emergency command vehicles, unmanned aerial vehicles and the province's video consultation system, and to improve the province's road network operation monitoring and emergency command capability. The province promotes the traffic emergency APP for timely collection and release of disaster prevention information, as well as emergency force scheduling and disposal.

[0124] Through expert scoring method, the province's highway disaster prevention capability is scored, and the results are shown in Table 6.

[0125] Table 6 Highway disaster prevention capability

[0126]

[0127] Regarding the resistance capacity, the technical grade, flood control standard, seismic grade and road excellent rate level are selected to reflect the resistance capacity of highway transportation infrastructure to natural disasters.

[0128] Appendix Figure 4 is the technical grade of the province's trunk highway network. In the province's trunk highway network, nearly 85% of the roads are grade two and above.

[0129] The protection standard refers to the safety of the protected object or the normal operation of the facility when a flood or earthquake less than or equal to the standard occurs. The higher the protection level, the lower the possibility of damage to the transportation infrastructure. The "Technical Standards for Highway Engineering" JTG B01-2014 clearly stipulates the flood control and earthquake resistance standards for highway engineering, which are cited in this paper.

[0130] Figures 5-6 is the flood control level and earthquake resistance level of the provincial trunk highway network. 85% of the highway flood control level is more than 50 years, and more than 40% of the highway flood control level is 100 years. The spatial distribution of earthquake resistance level and the distribution of road sections affected by earthquake disasters are similar. The road sections with high earthquake resistance level are mainly distributed in the highways passing through the earthquake belt and mainly in the southeast coastal areas.

[0131] In this study, the highway technical condition index is selected as the resistance index. The highway technical condition index (MQI) is used to evaluate the technical condition of highway subgrade, pavement, bridge and tunnel structures, and along-line facilities. The highway technical condition is divided into five levels: excellent, good, medium, poor, and bad, with five levels of excellent (≥90), good (≥80, <90), medium (≥70, <80), poor (≥60, <80), and bad (<60).

[0132] In 2022, the highway technical condition index MQI index score of the province was 96.53. The technical condition index MQI index score of ordinary highways and provincial highways was 91.05, of which the provincial highway score was 91.37 and 90.45. Based on the highway and ordinary national and provincial highway technical condition table, through spatial analysis and statistical analysis, the county-level administrative unit highway and ordinary national and provincial highway technical condition is calculated, as shown in Figure 7 The same region highway score is generally higher than that of ordinary provincial highway. Then the above score is normalized to [25, 100].

[0133] Regarding the absorption capacity, the index of monomer structure is selected to represent the absorption capacity of the network, the structure attribute of pavement width is selected to represent the absorption capacity of monomer structure, and the spatial reliability change, time reliability change and detour time increase of the network after the accident are selected to represent the absorption capacity of the network after the infrastructure is damaged.

[0134] Figure 8 is the pavement width of the provincial highway network. The minimum pavement width of the provincial highway network is 4m, and the maximum is 52m. 34% of the road network has a pavement width less than 10m, 21% between 10m and 20m, 33% between 20m and 25m, and 10% between 25m and 35m. The following uses monomer structure damage scenario to evaluate:

[0135] Assume that there is a network, remove part of the nodes in the network and the edges connecting these nodes, this process is called percolation. Based on the percolation process, we assume that each time a road segment is destroyed, Figure 9a 、 9b and 9c are the effects of each single-sided structure destruction on network space reliability and the increased transportation time of bypass nodes. From the figure, we can see that the destruction of the edge at the end of the highway network has a greater impact on space reliability. From the figure, we can see that when some edges are removed, nearly 5% of the node pairs cannot be connected, while the time reliability change result is almost completely opposite to the space reliability result, and the result of the increased time of bypass is close to the center. The destruction of the edge of the bridge node has a greater impact on the time reliability. From the figure, we can see that when some edges are removed, the running time between more than 10% of the node pairs will exceed 1.1 times the usual time, and the transportation time of bypass nodes can reach 2 hours at most.

[0136] Regarding the recovery capability, the distance from the expressway emergency rescue center, the number of expressway emergency rescue teams and equipment in the area where the expressway is located are selected as the recovery indicators. According to statistical data, the number of emergency rescue personnel per 100 kilometers of expressway in City A is 82, which is the largest, followed by City B and City C, with 43 and 37 respectively. In addition, the number of emergency rescue equipment per 100 kilometers of expressway in City A is more than 17 sets, followed by City C, D and F, with 9 sets per 100 kilometers. For ordinary national and provincial trunk roads, the distance from the national reserve and emergency rescue center is selected, and the number of emergency rescue teams and equipment in the area where the ordinary national and provincial trunk roads are located is selected as the recovery indicators. According to statistical data, the number of emergency rescue personnel per 100 kilometers of ordinary road in City E is 46, which is the largest, followed by City F and D, with 37 and 33 respectively. In addition, the number of emergency rescue equipment per 100 kilometers of expressway in City A is more than 29 sets, followed by City E and B, with 26 and 23 sets respectively. The evaluation results are shown in Figures Figure 10a 、 10b and 10c.

[0137] Resilience evaluation results:

[0138] The weighted evaluation results of the trunk highway network resilience are shown in Figure 11 . The darker the color, the stronger the traffic resilience. From the figure, we can see that the high resilience highways in the province are mainly distributed in the eastern and southeastern coastal areas. Under the condition of basically the same other conditions, these lines have high seismic grade (strong resistance); the number of lanes is large and the road width is relatively sufficient, the impact of single structure destruction on road network reliability is small (high absorption capacity); the emergency equipment team is relatively sufficient (high recovery capability). At present, the resilience of highways in the western and central regions of the province is relatively weak, especially in terms of route redundancy and emergency capability construction, which needs to be further improved.

[0139] The principles and implementations of the present application are described in the specific examples, and the above examples are only used to help understand the device of the present application and its core idea; meanwhile, for those skilled in the art, according to the idea of the present application, the specific implementation and application range will be changed, and the above description should not be understood as a limitation of the present application.

Claims

1. A method for evaluating the resilience of highway infrastructure networks based on an indicator system, characterized in that, include: 1) Determine the primary evaluation indicators, which include prevention capability, resistance capability, absorption capability, and recovery capability; 2) Based on the primary evaluation indicators, secondary evaluation indicators are determined. The secondary evaluation indicators based on prevention capabilities include infrastructure monitoring and early warning capabilities, severe weather traffic safety early warning capabilities, and road network operation monitoring capabilities; the secondary evaluation indicators based on resilience capabilities include flood control standards, seismic resistance levels, highway technical grades, and MQI technical condition index. Secondary evaluation indicators based on absorption capacity include road width, changes in spatial reliability, changes in temporal reliability, and increased detour time; secondary evaluation indicators based on resilience include distance from the reserve center, emergency rescue teams, and emergency road clearing equipment and machinery. 3) Determine the scores for the secondary evaluation indicators, including using the average expert scores for each secondary evaluation indicator based on prevention capability as the score; dividing the secondary evaluation indicators based on resistance capability—flood control standard, seismic resistance level, and highway technical level—into four levels, assigning scores of 25, 50, 75, and 100 respectively from low to high; normalizing the value of the secondary evaluation indicator MQI technical condition index to [25, 100]; normalizing the value of the secondary evaluation indicator pavement width to [25, 100]; normalizing the values ​​of the secondary evaluation indicators spatial reliability change, temporal reliability change, and detour time increase to [100, 25]; and normalizing the values ​​of each secondary evaluation indicator based on resilience capability to [25, 100]. as well as 4) Determine the score of the highway infrastructure network to be evaluated based on the indicators and scores at each level, thereby evaluating the resilience of the highway infrastructure network. In step 3), spatial reliability is determined using spatial connectivity reliability C, that is: C=P(C st ≥1)(s,t∈N,s≠t) In the formula, N is the number of network nodes, and C st Let be the connectivity between node s and node t. The independent paths between nodes are called the connectivity between nodes. P is the probability that there is at least one connected path between any two points in the highway infrastructure network before and after a sudden accident. Its calculation formula is as follows: Among them, NC st Indicates whether a connected path exists between node s and node t. If it exists, NC st It is 1 if it is not 1, and 0 otherwise. This indicates whether a connected path exists between node s and node t after incident a occurs; The change in spatial reliability is the decrease in spatial reliability before and after the failure of a single structural unit, that is... In the formula, C -uv For changes in space reliability, C_Rel is the initial space reliability / reliability. -uv It refers to the spatial reliability / reliability after deleting the UV links; The time reliability is determined using the time connectivity reliability T, that is... In the formula T st It is the minimum transportation time between node s and node t. It is the minimum transportation time between node s and node t after accident a occurs. The minimum transportation time is obtained from distance and speed. P is the probability that the detour time between any two points in the highway infrastructure network before and after the sudden accident will not exceed 10% of the original transportation time. Its calculation formula is as follows; Among them, NT st This indicates whether the additional travel time for nodes s and t exceeds 10% of the original transport time. If it does not exceed 10%, then NT... st If it is 1, then it is NT. st =0, This indicates whether the additional time for nodes s and t to detour after accident a exceeds 10% of the original transportation time; The change in temporal connectivity reliability is the decrease in temporal reliability before and after the failure of a single structural unit. That is to say In the formula, T -uv For changes in spatial reliability, T_Rel is the initial temporal reliability / reliability, which is 1. -uv It refers to the spatial reliability / reliability after deleting the UV links; The detour capacity is determined by the time added by the detour. T_inc -uv Add time for node passage in the network after removing the UV of the connected edges.

2. The method for evaluating the resilience of highway infrastructure networks based on an index system according to claim 1, characterized in that: Step 3) also includes determining the weights of each level of indicators, where the total weight coefficient for prevention capability is 0.15; the total weight coefficient for resistance capability is 0.25; and the total weight coefficient for absorption capability is 0.

3. The overall weighting coefficient for recovery capability is 0.

3.

3. The method for evaluating the resilience of highway infrastructure networks based on an index system according to claim 2, characterized in that: The weighting coefficient for each of the secondary evaluation indicators based on prevention capability is 0.05; the weighting coefficients for flood control standard and seismic resistance level are 0.075, and the weighting coefficients for technical level and MQI technical status are 0.05, respectively, for the secondary evaluation indicators based on resistance capability; the weighting coefficient for each of the secondary evaluation indicators based on absorption capability is 0.

075. The weighting coefficient for each of the secondary evaluation indicators based on resilience is 0.

1.

4. The method for evaluating the resilience of highway infrastructure networks based on an index system according to claim 2, characterized in that: Step 4) involves determining the Highway Infrastructure Resilience Index (CSI), which is calculated using the following formula: Where: CSI i It is the resilience index value of highway infrastructure i; These are the scores for each evaluation indicator (j) of highway infrastructure (i). It is the weight coefficient corresponding to the evaluation index j of highway infrastructure i; Then, the resilience of the highway infrastructure network is evaluated based on the Resilience Index (CSI).

5. The method for evaluating the resilience of highway infrastructure networks based on an index system according to claim 1, characterized in that: In step 3), the number of emergency rescue personnel per 100 kilometers and the number of emergency rescue equipment per 100 kilometers are used to represent the emergency rescue teams and emergency road clearing equipment, respectively.

6. The method for evaluating the resilience of highway infrastructure networks based on an index system according to claim 1, characterized in that: In step 3), under the scenario of single-structure failure, the changes in spatial reliability, temporal reliability, and the increase in detour time are determined.

7. A highway infrastructure network resilience evaluation device based on an index system, characterized in that: include: The primary evaluation indicator module is used to determine the primary evaluation indicators, which include prevention capability, resistance capability, absorption capability, and recovery capability. The secondary evaluation indicator module is used to determine secondary evaluation indicators based on the primary evaluation indicators. Secondary evaluation indicators based on prevention capabilities include infrastructure monitoring and early warning capabilities, severe weather traffic safety early warning capabilities, and road network operation monitoring capabilities. Secondary evaluation indicators based on resilience capabilities include flood control standards, seismic resistance levels, highway technical grades, and the MQI technical condition index. Secondary evaluation indicators based on absorption capabilities include road width, changes in spatial reliability, changes in temporal reliability, and increased detour time. Secondary evaluation indicators based on recovery capabilities include distance from the reserve center, emergency rescue teams, and emergency road clearing equipment and machinery. The module for determining the scores of secondary evaluation indicators is used to determine the scores of secondary evaluation indicators. This includes using the average expert scores for each secondary evaluation indicator based on prevention capabilities as the score; classifying the secondary evaluation indicators of flood control standards, seismic resistance levels, and highway technical levels into four levels, assigning scores of 25, 50, 75, and 100 respectively from low to high; normalizing the value of the secondary evaluation indicator MQI technical condition index to [25, 100]; normalizing the value of the secondary evaluation indicator pavement width to [25, 100]; normalizing the values ​​of the secondary evaluation indicators of spatial reliability change, temporal reliability change, and detour time increase to [100, 25]; and normalizing the values ​​of each secondary evaluation indicator based on resilience capabilities to [25, 100]. as well as The highway infrastructure network resilience evaluation module is used to determine the score of the highway infrastructure network to be evaluated based on the indicators and scores at each level, thereby evaluating the resilience of the highway infrastructure network. In the module for determining the scores of secondary evaluation indicators, spatial reliability is determined using spatial connectivity reliability C, that is: C=P(C st ≥1)(s,t∈N,s≠t) In the formula, N is the number of network nodes, and C st Let be the connectivity between node s and node t. The independent paths between nodes are called the connectivity between nodes. P is the probability that there is at least one connected path between any two points in the highway infrastructure network before and after a sudden accident. Its calculation formula is as follows: Among them, NC st Indicates whether a connected path exists between node s and node t. If it exists, NC st It is 1 if it is not 1, and 0 otherwise. This indicates whether a connected path exists between node s and node t after incident a occurs; The change in spatial reliability is the decrease in spatial reliability before and after the failure of a single structural unit, that is... In the formula, C -uv For changes in space reliability, C_Rel is the initial space reliability / reliability. -uv It refers to the spatial reliability / reliability after deleting the UV links; The time reliability is determined using the time connectivity reliability T, that is... In the formula T st It is the minimum transportation time between node s and node t. It is the minimum transportation time between node s and node t after accident a occurs. The minimum transportation time is obtained from distance and speed. P is the probability that the detour time between any two points in the highway infrastructure network before and after the sudden accident will not exceed 10% of the original transportation time. Its calculation formula is as follows; Among them, NT st This indicates whether the additional travel time for nodes s and t exceeds 10% of the original transport time. If it does not exceed 10%, then NT... st If it is 1, then it is NT. st =0, This indicates whether the additional time for nodes s and t to detour after accident a exceeds 10% of the original transportation time; The change in temporal connectivity reliability is the decrease in temporal reliability before and after the failure of a single structural unit. That is to say In the formula, T -uv For changes in spatial reliability, T_Rel is the initial temporal reliability / reliability, which is 1. -uv It refers to the spatial reliability / reliability after deleting the UV links; The detour capacity is determined by the time added by the detour. T_inc -uv Add time for node passage in the network after removing the UV of the connected edges.

8. The apparatus according to claim 7, characterized in that: The module for determining the scores of secondary evaluation indicators is also used to determine the weights of indicators at each level.

9. An electronic device, characterized in that, include: Memory and one or more processors; The memory is used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1-6.

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