Conventional bus resource optimal configuration method and system considering subway toughness improvement

Abstract

The invention provides a conventional bus resource optimal configuration method and system considering subway toughness improvement, and belongs to the technical field of urban rail transit emergency connection. According to the method, actual factors such as a rail transit and bus network structure, conventional bus transportation requirements, metro emergency connection requirements, limited bus transportation capacity and bus system extension cost are comprehensively considered, and conventional bus service planning and metro interruption emergency response are collaboratively optimized; according to the method, stable operation of conventional buses can be guaranteed, meanwhile, passengers detained in the metro can be evacuated to the maximum extent, the service quality of a rail transit and bus connection mode can be improved, and the public transport network toughness can also be enhanced to the great extent. Meanwhile, in the collaborative optimization process of the conventional bus service and the bus connection service, a Pareto optimal method is introduced in view of the complexity of a dual-objective planning problem, so that efficient solving of an actual scale case is realized, and the method is closer to an actual problem.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit emergency connection, and in particular to a conventional bus resource optimization configuration method and system taking into account the improvement of subway resilience. Background Art

[0002] As a core component of urban public transportation systems, subways are becoming increasingly important. However, with the continued expansion of the network and the aging of infrastructure, subway service disruptions are becoming frequent, resulting in not only delays and safety risks but also significant passenger delays. To mitigate the impact of subway service disruptions, using regular buses to provide temporary feeder services has become a common approach. However, in practice, regular bus resource allocation typically considers daily operational indicators (such as frequency and travel time) and rarely incorporates emergency subway needs. This leads to two major bottlenecks in the supply of feeder vehicles: (i) the mismatch between bus station layouts and disrupted subway stations, necessitating long-distance shunting; and (ii) a shortage of regular buses available for feeder services, hindering dispatch timelines. This results in significant passenger delays, making rapid evacuation difficult. Therefore, collaborative optimization of regular bus service planning and subway disruption emergency response plays a key role in improving the quality of bus feeder services and the resilience of public transportation networks.

[0003] Current bus configuration plans for connecting metro service disruptions often assume the presence of bus stations and sufficient buses near the disruption site. Few studies have considered the need for emergency metro connections in conventional bus configuration plans. However, the expansion of the metro network and the aging of its facilities are leading to a continuous increase in these disruptions. Therefore, developing a method for optimizing conventional bus station location and resource allocation that incorporates the need for bus connecting services to address metro disruptions during conventional bus planning, thereby ensuring regular operations while improving emergency response efficiency, is of great research value and practical significance. Summary of the Invention

[0004] The purpose of the present invention is to provide a method for optimizing the allocation of conventional bus resources, which comprehensively considers practical factors such as the "rail transit + bus" network structure, conventional bus transportation demand, subway emergency connection demand, limited bus transportation capacity and bus system expansion costs, and coordinates the optimization of conventional bus service planning and subway disruption emergency response based on a dual-objective programming model. Under the conditions of limited bus resources and expansion budget, the method ensures the smooth operation of conventional buses while facilitating the evacuation of stranded subway passengers as much as possible, so as to solve at least one technical problem existing in the above-mentioned background technology.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] In a first aspect, the present invention provides a conventional bus resource optimization configuration method considering subway resilience improvement, comprising:

[0007] Based on conventional bus dispatching principles and bus station layout, combined with idle bus dispatching time, route operation time, terminal station preparation time, and conventional bus average occupancy rate parameters, conventional bus resource allocation constraints are generated, including total idle bus dispatching time, service frequency limit, and symmetric dispatching.

[0008] Based on the subway network topology and the layout of turnaround stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal stations, the average passenger arrival rate, and bus capacity parameters, a feeder bus resource allocation constraint is generated, which includes a mapping between the number of unserved passengers at the feeder bus and bus dispatch.

[0009] Based on the location of candidate bus stations, vehicle dispatching requirements, the cost of new key stations and the cost of additional fleet, conventional bus station location constraints and expansion cost constraints are constructed;

[0010] Combining the allocation constraints of conventional bus resources, the allocation constraints of feeder bus resources, the location constraints of conventional bus stations, and the constraints of expansion costs, a dual-objective planning model for optimizing the allocation of conventional bus resources considering emergency feeder connections in subway events is constructed.

[0011] Solving the integer programming model yields optimized conventional bus resource allocation and emergency shuttle service planning. Conventional bus resource allocation includes depot location, fleet size, and vehicle-route resource allocation. Emergency shuttle service planning includes the mapping relationship between conventional bus depots, requisitioned shuttle buses, and subway stations.

[0012] As a further limitation of the first aspect of the present invention, based on conventional bus scheduling principles, bus station layout, combined with empty vehicle scheduling time, line operation time, terminal station preparation time and conventional bus average occupancy rate parameters, conventional bus resource allocation constraints including total empty vehicle scheduling time, service frequency limit and symmetric scheduling are generated, including: determining the total idle driving time of a two-way conventional bus route based on the idle driving time from the bus station to the terminal station of the conventional bus route and the dispatched vehicles to provide conventional bus services; and calculating the total idle driving time between the depot and the terminal station for the two-way conventional bus route in combination with the number of buses dispatched from the depot to the terminal station of the conventional bus route; the service capacity of the conventional bus route is measured by its departure frequency, which is positively correlated with the number of dispatched vehicles and negatively correlated with the travel time, and the departure frequency is calculated; the vehicle allocation strategy for the two terminal stations of the conventional bus route adopts the symmetric allocation principle to determine the symmetric scheduling constraint.

[0013] As a further limitation of the first aspect of the present invention, a maximum departure frequency parameter of a conventional public bus route is set to reflect the future travel demand of the route, and a maximum departure frequency parameter value is predicted based on historical data of conventional public bus travel demand during peak hours to determine the service frequency constraint of the conventional public bus route.

[0014] As a further limitation of the first aspect of the present invention, based on the subway network topology and the layout of turning equipment stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate, and bus passenger capacity parameters, a connecting bus resource allocation constraint including a mapping relationship between the number of unserved passengers of the connecting bus and bus dispatch is generated; the constraint includes: calculating the total number of stranded passengers evacuated from the terminal station via the connecting bus line within a specified recovery time after an interruption event occurs at the station, determining the number of stranded passengers at the terminal station at the end of the specified recovery time, and determining the constraint on the number of unserved passengers of the connecting bus.

[0015] As a further limitation of the first aspect of the present invention, conventional bus fleets temporarily requisition vehicles according to a ratio parameter ω to provide feeder services. Therefore, the dispatch mapping relationship between feeder buses and conventional buses is as follows: in the event of a subway outage, the expected number of feeder buses to be allocated to a subway station at the conventional bus depot is determined, and the feeder bus allocation ratio constraint is determined based on the fleet size of the conventional bus depot.

[0016] As a further limitation of the first aspect of the present invention, conventional bus station location constraints and expansion cost constraints are constructed based on the candidate bus station locations, vehicle dispatch requirements, new key station costs, and new fleet costs; conventional bus station location constraints ensure that if the candidate bus station z i If not selected, the fleet size of the terminal must be 0; based on the quantitative relationship between the existing fleet size, the newly purchased fleet size and the total fleet size, in order to ensure that the total cost of purchasing new vehicles and expanding the terminal does not exceed the budget, the expansion cost constraint is determined.

[0017] In a second aspect, the present invention provides a conventional bus resource optimization configuration system that takes into account the improvement of subway resilience, including:

[0018] The first calculation module is used to generate conventional bus resource allocation constraints including total idle bus dispatch time, service frequency limit and symmetric dispatch based on conventional bus dispatch principles and bus station layout, combined with idle bus dispatch time, route operation time, terminal station preparation time and conventional bus average occupancy rate parameters;

[0019] The second calculation module is used to generate the feeder bus resource allocation constraints, which include the mapping relationship between the number of unserved passengers and bus dispatch, based on the subway network topology and the layout of the turning equipment stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate, and the bus passenger capacity parameters;

[0020] The third calculation module is used to construct the conventional bus station location constraints and expansion cost constraints by combining the candidate bus station locations, vehicle dispatch requirements, new key station costs and new fleet costs;

[0021] A construction module is used to combine the allocation constraints of conventional bus resources, the allocation constraints of connecting bus resources, the location constraints of conventional bus stations, and the constraints of expansion costs to construct a dual-objective planning model for optimizing the allocation of conventional bus resources considering emergency connections to subways;

[0022] A solution module is used to solve the integer programming model to obtain optimized conventional bus resource allocation and emergency shuttle service planning; conventional bus resource allocation includes depot site selection, fleet size and vehicle-route resource allocation; emergency shuttle service planning includes the mapping relationship between conventional bus stations, requisitioned shuttle buses and subway stations.

[0023] In a third aspect, the present invention provides a non-transitory computer-readable storage medium, which is used to store computer instructions. When the computer instructions are executed by a processor, the conventional bus resource optimization configuration method considering the improvement of subway resilience as described in the first aspect is implemented.

[0024] In a fourth aspect, the present invention provides a computer device comprising a memory and a processor, wherein the processor and the memory communicate with each other, the memory stores program instructions that can be executed by the processor, and the processor calls the program instructions to execute the conventional bus resource optimization configuration method considering the improvement of subway resilience as described in the first aspect.

[0025] In a fifth aspect, the present invention provides an electronic device comprising: a processor, a memory, and a computer program; wherein the processor is connected to the memory, and the computer program is stored in the memory. When the electronic device is running, the processor executes the computer program stored in the memory, so that the electronic device executes instructions for implementing the conventional bus resource optimization configuration method considering the improvement of subway resilience as described in the first aspect.

[0026] The beneficial effects of the present invention are as follows: by comprehensively considering actual factors such as the "rail transit + bus" network structure, conventional bus transportation demand, subway emergency connection demand, limited bus transportation capacity, and bus system expansion costs, and by collaboratively optimizing conventional bus service planning and subway interruption emergency response, it is possible to maximize the evacuation of stranded subway passengers while ensuring the smooth operation of conventional buses. This not only improves the service quality of the "rail transit + bus connection" mode, but also greatly enhances the resilience of the public transportation network. At the same time, in the collaborative optimization process of conventional bus services and bus connection services, the Pareto optimal method is introduced in view of the complexity of the dual-objective planning problem, achieving efficient solution of actual-scale cases, being closer to actual problems, and being able to provide the transportation industry with a practical and efficient subway emergency management method, thereby improving its actual application value.

[0027] Additional advantages of the present invention will be more clearly given in the following description or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0029] Figure 1 This is a flow chart of a conventional bus resource optimization configuration method considering subway resilience improvement according to an embodiment of the present invention.

[0030] Figure 2 This is a spatial mapping relationship diagram of the bus station, shuttle bus and subway shuttle station described in an embodiment of the present invention. DETAILED DESCRIPTION

[0031] The embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention and are not to be construed as limiting the present invention.

[0032] Those skilled in the art will understand 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 invention belongs.

[0033] It should also be understood that terms, such as those defined in commonly used dictionaries, should be understood to have a meaning consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless as defined herein.

[0034] Those skilled in the art will appreciate that, unless otherwise stated, the singular forms "a," "an," "said," and "the" used herein may also include plural forms. It should be further understood that the term "comprising" used in the specification of the present invention refers to the presence of the stated features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, and / or groups thereof.

[0035] In the description of this specification, reference to the terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Those skilled in the art may combine and integrate different embodiments or examples described in this specification, as well as features of different embodiments or examples, unless otherwise contradictory.

[0036] To facilitate understanding of the present invention, the present invention is further explained below with reference to specific embodiments in conjunction with the accompanying drawings. However, the specific embodiments do not constitute a limitation on the embodiments of the present invention.

[0037] Those skilled in the art should understand that the drawings are merely schematic diagrams of embodiments, and the components in the drawings are not necessarily necessary for implementing the present invention.

[0038] The present invention provides a conventional bus resource optimization configuration method considering the improvement of subway resilience. The method considers the emergency connection demand of subway emergencies in the conventional bus station site selection and resource allocation planning stage. According to the conventional bus scheduling principle and bus station layout, combined with the empty car scheduling time, line operation time, terminal station preparation time and conventional bus average occupancy rate parameters, the conventional bus resource allocation constraints including the total empty car scheduling time, service frequency limit and symmetric scheduling are generated; based on the subway network topology and the turning equipment station layout, combined with the station emergency probability, the number of stranded passengers at the terminal station, the average passenger arrival rate and the bus passenger capacity parameters, the conventional bus resource allocation constraints including the number of unserved passengers at the connecting bus are generated. The paper proposes a dual-objective planning model for optimizing conventional bus resource allocation considering emergency shuttle services for subway emergencies, and solves the problem of optimizing conventional bus resource allocation (including depot location, fleet size, and vehicle-route resource allocation) and emergency shuttle service planning (including the mapping relationship between conventional bus depots, requisitioned shuttle buses, and subway stations). The present invention comprehensively considers practical factors such as the "rail transit + bus" network structure, conventional bus transportation demand, subway emergency connection demand, limited bus transportation capacity and bus system expansion costs, and collaboratively optimizes conventional bus service planning and subway disruption emergency response, minimizing the total idle time and number of unserved passengers of conventional buses, and minimizing the inconvenience of stranded subway passengers. It significantly improves the operational efficiency and response capability of the bus system in response to subway disruptions, alleviating the impact of subway disruptions and optimizing bus resource utilization efficiency while ensuring the smooth operation of conventional buses.

[0039] Example 1

[0040] In this embodiment 1, a conventional bus resource optimization configuration system considering the improvement of subway resilience is first provided, including: a first calculation module for generating conventional bus resource allocation constraints including total empty bus scheduling time, service frequency limit and symmetric scheduling based on conventional bus scheduling principles and bus station layout, combined with empty bus scheduling time, line operation time, terminal station preparation time and conventional bus average occupancy rate parameters; a second calculation module for generating connecting bus resource allocation constraints including a mapping relationship between the number of unserved connecting bus passengers and bus dispatch based on the subway network topology and turning equipment station layout, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate and bus passenger capacity parameters; a third calculation module for generating a connecting bus resource allocation constraint including a mapping relationship between the number of unserved connecting bus passengers and bus dispatch based on the subway network topology and turning equipment station layout, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate and bus passenger capacity parameters; and a third calculation module for generating a connecting bus resource allocation constraint including a mapping relationship between the number of unserved connecting bus passengers and bus dispatch based on the subway network topology and turning equipment station layout, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate and bus passenger capacity parameters. It is used to construct the conventional bus station site selection constraints and expansion cost constraints by combining the candidate bus station locations, vehicle scheduling requirements, new key station costs and additional fleet costs; the construction module is used to combine the conventional bus resource allocation constraints, the connecting bus resource allocation constraints, the conventional bus station site selection constraints and the expansion cost constraints to construct a dual-objective programming model for optimizing the conventional bus resource allocation considering emergency connection to subway emergencies; the solution module is used to solve the integer programming model to obtain the optimized conventional bus resource allocation and emergency connection service plan; the conventional bus resource allocation includes the site selection of the depot, the fleet size and the vehicle-line resource allocation; the emergency connection service plan includes the mapping relationship between conventional bus stations, requisitioned connecting buses and subway stations.

[0041] In this embodiment, the above-mentioned system is used to implement a conventional bus resource optimization configuration method that takes into account the improvement of subway resilience, including: based on conventional bus scheduling principles and bus station layout, combined with empty car scheduling time, line operation time, terminal station preparation time and conventional bus average seating rate parameters, generating conventional bus resource allocation constraints including total empty car scheduling time, service frequency limit and symmetric scheduling; based on the subway network topology and turning equipment station layout, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate and bus passenger capacity parameters, generating connecting bus resource allocation constraints including the mapping relationship between the number of unserved connecting buses and bus dispatch; combining the waiting time and waiting time. The location of bus depots, vehicle dispatch requirements, costs of new key depots, and costs of additional fleets are selected to construct conventional bus depot site selection constraints and expansion cost constraints. A dual-objective programming model for optimizing conventional bus resource allocation, considering emergency shuttle services for subway emergencies, is constructed by combining conventional bus resource allocation constraints, shuttle bus resource allocation constraints, conventional bus depot site selection constraints, and expansion cost constraints. The integer programming model is solved to obtain optimized conventional bus resource allocation and emergency shuttle service planning. Conventional bus resource allocation includes depot site selection, fleet size, and vehicle-route resource allocation. The emergency shuttle service planning includes the mapping relationship between conventional bus depots, requisitioned shuttle buses, and subway stations.

[0042] Based on conventional bus dispatching principles and bus depot layout, combined with idle bus dispatching time, route operation time, terminal station preparation time, and average conventional bus occupancy rate parameters, conventional bus resource allocation constraints are generated, including total idle bus dispatching time, service frequency limits, and symmetric dispatching. These constraints include: determining the total idle time of bidirectional conventional bus routes based on the idle time of buses dispatched from the bus depot to the terminal stations of conventional bus routes and the number of buses dispatched from the depot to the terminal stations of conventional bus routes; calculating the total idle time between the depot and the terminal stations for bidirectional conventional bus routes based on the number of buses dispatched from the depot to the terminal stations of conventional bus routes; measuring the service capacity of conventional bus routes by their departure frequency, which is positively correlated with the number of dispatched vehicles and negatively correlated with travel time; and determining the departure frequency based on the symmetric dispatching principle for the vehicle allocation strategy at the two terminal stations of conventional bus routes. A maximum departure frequency parameter for conventional bus routes is set to reflect future travel demand on the routes. The maximum departure frequency parameter value is predicted based on historical data on conventional bus travel demand during peak hours to determine the service frequency constraints for conventional bus routes.

[0043] Specifically, and They represent the terminal stations from bus station i∈I to regular bus line j∈J and The idle time of vehicles dispatched to provide regular bus service, so the total idle time of two-way regular bus route j∈J is Therefore, for a two-way conventional bus route j∈J, the total idle time between its depot and terminal station can be expressed as:

[0044]

[0045] in, and are decision variables, representing the terminal station from the bus station i∈I to the regular bus line j∈J The number of buses dispatched, when When it means that the parking lot i should not be Dispatch vehicle.

[0046] The service capacity of a regular bus route j∈J can be measured by its departure frequency, which is positively correlated with the number of dispatched vehicles and negatively correlated with travel time. For a two-way route j∈J, its departure frequency can be expressed as:

[0047]

[0048] Among them, line j∈J has two terminal stations and The vehicle allocation strategy adopts the symmetric allocation principle, so the symmetric scheduling constraint is expressed as:

[0049]

[0050] Set the maximum departure frequency parameter of regular bus route j∈J To reflect the future travel demand of the line. Based on the historical data of regular bus travel demand during peak hours, Parameter value prediction ensures that the conventional resource allocation scheme effectively meets the overall travel demand during the bus planning cycle. Therefore, the service frequency constraint of the conventional public route j∈J is expressed as:

[0051]

[0052] Based on the subway network topology and the layout of turning equipment stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate, and bus capacity parameters, a feeder bus resource allocation constraint is generated, which includes a mapping relationship between the number of unserved passengers at the feeder bus and bus dispatch. This includes: calculating the total number of stranded passengers who can be evacuated from the terminal station via the feeder bus line within the specified recovery time after an interruption event occurs at the station, determining the number of stranded passengers at the terminal station at the end of the specified recovery time, and determining the constraint on the number of unserved passengers at the feeder bus.

[0053] Specifically, at the station After an interruption occurs, you need to use the connecting bus route within the specified recovery time T From the endpoint The total number of stranded passengers evacuated was (where k = 1 or 2), then the endpoint station Number of stranded passengers at the end of time T (k=1 or 2) can be expressed as:

[0054]

[0055]

[0056] in, and are decision variables, representing the subway stations In case of operation interruption, transfer from the parking lot to the connecting bus line End Station The number of buses, when When it indicates that the parking lot i should not send Dispatch vehicle. and Respectively represent the slave endpoint Departure and initial transfer to the terminal station respectively and Specifically, Represents direct transfer from parking lot i∈I to the terminal station The total time that buses provide connecting services; It means that the transfer from the parking lot i∈I to the terminal station Then, drive along the connecting line j to the terminal station the total time the services were provided;

[0057] Therefore, the constraint on the number of people not served by the connecting bus can be expressed as:

[0058]

[0059] The regular bus fleet temporarily requisitions vehicles to provide feeder services according to the proportion parameter ω. Therefore, the dispatch mapping relationship between feeder buses and regular buses is as follows: in the event of a subway outage, the expected number of feeder buses that need to be allocated to the subway station at the regular bus depot is determined, and the feeder bus allocation ratio constraint is determined based on the fleet size of the regular bus depot.

[0060] Specifically, the regular bus fleet temporarily requisitions vehicles to provide feeder services according to the ratio parameter ω. Therefore, the dispatch mapping relationship between feeder buses and regular buses can be expressed as follows.

[0061] In case of subway disruption, regular bus stations Must be a subway station The expected number of allocated feeder buses is:

[0062]

[0063] Also, regular bus stops The fleet size is expressed as:

[0064]

[0065] Therefore, the feeder bus allocation ratio constraint can be expressed as:

[0066]

[0067] Combined with the location of candidate bus stations, vehicle dispatching requirements, new key station costs and new fleet costs, conventional bus station location constraints and expansion cost constraints are constructed; conventional bus station location constraints ensure that if the candidate bus station z i If not selected, the fleet size of the terminal must be 0; based on the quantitative relationship between the existing fleet size, the newly purchased fleet size and the total fleet size, in order to ensure that the total cost of purchasing new vehicles and expanding the terminal does not exceed the budget, the expansion cost constraint is determined.

[0068] Specifically, the location constraints and expansion cost constraints of conventional bus stations are constructed based on the locations of candidate bus stations, vehicle dispatching requirements, the cost of new key stations, and the cost of additional fleet.

[0069] Conventional bus station location constraints ensure that if the candidate bus station z i If it is not selected, the fleet size of the station must be 0, so the constraint can be expressed as:

[0070]

[0071] Among them, z i is a decision variable, indicating whether the candidate bus station location is selected, z i =1, then the candidate bus station location is selected, otherwise z i =0; M is a sufficiently large positive number;

[0072] Existing fleet size N, newly purchased fleet size X and total fleet size The quantitative relationship between them is:

[0073]

[0074] X≥0;

[0075] Therefore, in order to ensure that the total cost of purchasing new vehicles and expanding the terminal does not exceed the budget, the expansion cost constraint is expressed as:

[0076]

[0077] Among them, c bus represents the purchase cost of an additional bus, c fix represents the construction cost of a new bus station, and B is the budget ceiling.

[0078] Finally, the objective function of the model is determined as:

[0079]

[0080] Subject to:

[0081]

[0082]

[0083] The objective function Z1 aims to minimize the following weighted terms: (i) the total idle time of regular bus services and (ii) the number of passengers not served by regular buses, where the parameters is the service time of regular bus route j∈J, α jis the average occupancy rate of regular bus route j∈J, and λ is the bus passenger capacity. The coefficients θ1 and θ2 are used to unify the dimensions of different objectives. The objective function Z2 aims to minimize the expected number of unserved passengers of the bus feeder service in response to sudden subway service interruptions, where p s For the station The probability of a major service interruption.

[0084] Example 2

[0085] like Figure 1 As shown, in this embodiment, taking a city's subway transportation as an example, a conventional bus resource optimization configuration method considering subway resilience improvement is provided, including the following process steps:

[0086] Step S110: Generate conventional bus resource allocation constraints including total idle bus dispatch time, service frequency limit, and symmetric dispatch based on conventional bus dispatch principles, bus station layout, and combined with idle bus dispatch time, route operation time, terminal station preparation time, and conventional bus average occupancy rate parameters;

[0087] Step S120: Based on the subway network topology and the layout of the turning equipment stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate, and the bus passenger capacity parameters, a feeder bus resource allocation constraint is generated, which includes a mapping relationship between the number of unserved passengers of the feeder bus and the bus dispatch.

[0088] Step S130: Based on the candidate bus station locations, vehicle dispatch requirements, new bus station costs, and new fleet costs, conventional bus station location constraints and expansion cost constraints are constructed;

[0089] Step S140: Combining the conventional bus resource allocation constraints, the connecting bus resource allocation constraints, the conventional bus station location constraints, and the expansion cost constraints, a dual-objective planning model for optimizing the conventional bus resource allocation considering the subway emergency connection is constructed;

[0090] Step S150: Solve the integer programming model to obtain the optimized conventional bus resource configuration (including depot location, fleet size and vehicle-route resource allocation) and emergency shuttle service planning (including the mapping relationship between conventional bus stations, requisitioned shuttle buses and subway stations).

[0091] The steps are specifically implemented as follows:

[0092] S1. In this embodiment, based on the given city's subway network topology, such as subway station and transfer characteristics, operating routes, and bus station information, conventional bus scheduling principles and bus station layout are used to generate conventional bus resource allocation constraints, including total idle bus scheduling time, service frequency limits, and symmetric scheduling, in combination with parameters such as route operation time, terminal station preparation time, and average conventional bus occupancy rate. These constraints include:

[0093] S11: and From the bus station To the terminal station of regular bus line j∈J and The idle time of vehicles dispatched to provide regular bus service, so the total idle time of two-way regular bus route j∈J is Therefore, for a two-way conventional bus route j∈J, the total idle time between its depot and terminal station can be expressed as:

[0094]

[0095] in, and Are decision variables, representing the To the terminal station of regular bus line j∈J The number of buses dispatched, when When it means that the parking lot i should not be Dispatch vehicle.

[0096] S12: The service capacity of a regular bus route j∈J can be measured by its departure frequency, which is positively correlated with the number of dispatched vehicles and negatively correlated with travel time. For a two-way route j∈J, its departure frequency can be expressed as:

[0097]

[0098] Among them, line j∈J has two terminal stations and The vehicle allocation strategy adopts the symmetric allocation principle, so the symmetric scheduling constraint is expressed as:

[0099]

[0100] S13: Set the maximum departure frequency parameter of regular bus route j∈J To reflect the future travel demand of the line. Based on the historical data of regular bus travel demand during peak hours, Parameter value predictions are made to ensure that the conventional resource allocation scheme effectively meets the overall travel demand during the bus planning cycle.

[0101] Therefore, the service frequency constraint of conventional public line j∈J is expressed as:

[0102]

[0103] S2. Based on the subway network topology and the layout of turnaround stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal stations, the average passenger arrival rate, and bus capacity parameters, generate a feeder bus resource allocation constraint that includes a mapping between the number of unserved passengers at the feeder bus and bus dispatch. The specific implementation process is as follows:

[0104] S21: At the station After an interruption occurs, you need to use the connecting bus route within the specified recovery time T From the endpoint The total number of stranded passengers evacuated was (where k = 1 or 2), then the endpoint station Number of stranded passengers at the end of time T (k=1 or 2) can be expressed as:

[0105]

[0106] in, and are decision variables, representing the subway stations In case of operation interruption, transfer from the parking lot to the connecting bus line End Station The number of buses, when When it indicates that the parking lot i should not send Dispatch vehicle. and Respectively represent the slave endpoint Departure and initial transfer to the terminal station respectively and Specifically, Representatives from the parking lot Directly transfer to the terminal station The total time that buses provide connecting services; From the parking lot Transfer to terminal station Then, drive along the connecting line j to the terminal station the total time the services were provided;

[0107] Therefore, the constraint on the number of people not served by the connecting bus can be expressed as:

[0108]

[0109] S22: The regular bus fleet temporarily requisitions vehicles according to the proportion parameter ω to provide feeder services. Therefore, the dispatch mapping relationship between feeder buses and regular buses can be expressed as follows.

[0110] In case of subway disruption, regular bus stations Must be a subway station The expected number of allocated feeder buses is:

[0111]

[0112] Also, because the regular bus station The fleet size is expressed as:

[0113]

[0114] Therefore, the feeder bus allocation ratio constraint can be expressed as:

[0115]

[0116] S3. Based on the location of candidate bus stations, vehicle dispatching requirements, the cost of new key stations and the cost of new fleet, the conventional bus station location constraints and expansion cost constraints are constructed. The specific implementation process is as follows;

[0117] The conventional bus station location constraints are expressed as:

[0118]

[0119] Among them, z i is a decision variable, indicating whether the candidate bus station location is selected, z i =1, then the candidate bus station location is selected, otherwise z i =0; M is a sufficiently large positive number;

[0120] Existing fleet size N, newly purchased fleet size X and total fleet size The quantitative relationship between them is:

[0121]

[0122] X≥0;

[0123] Therefore, the expansion cost constraint is expressed as:

[0124]

[0125] Among them, c bus represents the purchase cost of an additional bus, c fix represents the construction cost of a new bus station, and B is the budget ceiling.

[0126] Based on the constraint set and objective function, a dual-objective planning model for the optimal allocation of conventional bus resources considering the improvement of subway resilience is established.

[0127] The spatial mapping relationship between the city’s bus stations, shuttle buses, and subway shuttle stations is obtained as follows: Figure 2 As shown in the figure, the connection strategy allocates bus resources to areas with a high concentration of transfer stations (such as stations 2, 3, 4, 5, 9, 10, and 13), which cover the entire city center. This allocation pattern follows the logical principle of allocating public transportation resources to high-demand areas, confirming that the bus connection configuration designed by this method meets real-world needs.

[0128] To verify the innovation and necessity of the proposed method for optimizing the allocation of conventional bus resources with consideration of subway resilience improvement, three sets of benchmark scenarios were designed based on the Nanchang subway network: (1) optimizing conventional bus services first and then optimizing shuttle services; (2) optimizing shuttle services first and then optimizing conventional bus services; and (3) integrating the two in a coordinated optimization approach. The comparison results of the three sets of scenarios are shown in Table 1. The results show that the coordinated optimization method of conventional bus services and emergency shuttle services is significantly necessary, as it can achieve a balance between maintaining the stability of conventional operations (scenario 3 reduces idle time by nearly 45% compared to scenario 2) and improving the emergency response capability of subway disruptions (scenario 3 improves passenger evacuation efficiency by approximately 30% compared to scenario 1).

[0129] Table 1

[0130]

[0131] Example 3

[0132] This embodiment 3 provides a non-transitory computer-readable storage medium for storing computer instructions. When the computer instructions are executed by a processor, the conventional bus resource optimization configuration method considering subway resilience improvement as described above is implemented. The method includes:

[0133] Based on conventional bus dispatching principles and bus station layout, combined with idle bus dispatching time, route operation time, terminal station preparation time, and conventional bus average occupancy rate parameters, conventional bus resource allocation constraints are generated, including total idle bus dispatching time, service frequency limit, and symmetric dispatching.

[0134] Based on the subway network topology and the layout of turnaround stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal stations, the average passenger arrival rate, and bus capacity parameters, a feeder bus resource allocation constraint is generated, which includes a mapping between the number of unserved passengers at the feeder bus and bus dispatch.

[0135] Based on the location of candidate bus stations, vehicle dispatching requirements, the cost of new key stations and the cost of additional fleet, conventional bus station location constraints and expansion cost constraints are constructed;

[0136] Combining the allocation constraints of conventional bus resources, the allocation constraints of feeder bus resources, the location constraints of conventional bus stations, and the constraints of expansion costs, a dual-objective planning model for optimizing the allocation of conventional bus resources considering emergency feeder connections in subway events is constructed.

[0137] Solving the integer programming model yields optimized conventional bus resource allocation and emergency shuttle service planning. Conventional bus resource allocation includes depot location, fleet size, and vehicle-route resource allocation. Emergency shuttle service planning includes the mapping relationship between conventional bus depots, requisitioned shuttle buses, and subway stations.

[0138] Example 4

[0139] This embodiment 4 provides a computer device including a memory and a processor, wherein the processor and the memory communicate with each other, the memory stores program instructions executable by the processor, and the processor invokes the program instructions to execute the conventional bus resource optimization configuration method considering subway resilience improvement as described above, the method comprising:

[0140] Based on conventional bus dispatching principles and bus station layout, combined with idle bus dispatching time, route operation time, terminal station preparation time, and conventional bus average occupancy rate parameters, conventional bus resource allocation constraints are generated, including total idle bus dispatching time, service frequency limit, and symmetric dispatching.

[0141] Based on the subway network topology and the layout of turnaround stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal stations, the average passenger arrival rate, and bus capacity parameters, a feeder bus resource allocation constraint is generated, which includes a mapping between the number of unserved passengers at the feeder bus and bus dispatch.

[0142] Based on the location of candidate bus stations, vehicle dispatching requirements, the cost of new key stations and the cost of additional fleet, conventional bus station location constraints and expansion cost constraints are constructed;

[0143] Combining the allocation constraints of conventional bus resources, the allocation constraints of feeder bus resources, the location constraints of conventional bus stations, and the constraints of expansion costs, a dual-objective planning model for optimizing the allocation of conventional bus resources considering emergency feeder connections in subway events is constructed.

[0144] Solving the integer programming model yields optimized conventional bus resource allocation and emergency shuttle service planning. Conventional bus resource allocation includes depot location, fleet size, and vehicle-route resource allocation. Emergency shuttle service planning includes the mapping relationship between conventional bus depots, requisitioned shuttle buses, and subway stations.

[0145] Example 5

[0146] This embodiment 5 provides an electronic device, including: a processor, a memory, and a computer program; wherein the processor is connected to the memory, and the computer program is stored in the memory. When the electronic device is running, the processor executes the computer program stored in the memory to cause the electronic device to execute instructions for implementing the conventional public transportation resource optimization configuration method considering subway resilience improvement as described above, the method including:

[0147] Based on conventional bus dispatching principles and bus station layout, combined with idle bus dispatching time, route operation time, terminal station preparation time, and conventional bus average occupancy rate parameters, conventional bus resource allocation constraints are generated, including total idle bus dispatching time, service frequency limit, and symmetric dispatching.

[0148] Based on the subway network topology and the layout of turnaround stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal stations, the average passenger arrival rate, and bus capacity parameters, a feeder bus resource allocation constraint is generated, which includes a mapping between the number of unserved passengers at the feeder bus and bus dispatch.

[0149] Based on the location of candidate bus stations, vehicle dispatching requirements, the cost of new key stations and the cost of additional fleet, conventional bus station location constraints and expansion cost constraints are constructed;

[0150] Combining the allocation constraints of conventional bus resources, the allocation constraints of feeder bus resources, the location constraints of conventional bus stations, and the constraints of expansion costs, a dual-objective planning model for optimizing the allocation of conventional bus resources considering emergency feeder connections in subway events is constructed.

[0151] Solving the integer programming model yields optimized conventional bus resource allocation and emergency shuttle service planning. Conventional bus resource allocation includes depot location, fleet size, and vehicle-route resource allocation. Emergency shuttle service planning includes the mapping relationship between conventional bus depots, requisitioned shuttle buses, and subway stations.

[0152] It will be understood by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0153] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0154] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0155] These computer program instructions can also be loaded onto a computer or other programmable data processing device, and a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide the functions for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0156] Although the above describes the specific embodiments of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solutions disclosed in the present invention without the need for creative work should be included in the scope of protection of the present invention.

Claims

1. A conventional bus resource optimization configuration method considering subway resilience improvement, characterized in that: include: Based on conventional bus dispatching principles and bus station layout, combined with idle bus dispatching time, route operation time, terminal station preparation time, and conventional bus average occupancy rate parameters, conventional bus resource allocation constraints are generated, including total idle bus dispatching time, service frequency limit, and symmetric dispatching. Based on the subway network topology and the layout of turnaround stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal stations, the average passenger arrival rate, and bus capacity parameters, a feeder bus resource allocation constraint is generated, which includes a mapping between the number of unserved passengers at the feeder bus and bus dispatch. Based on the location of candidate bus stations, vehicle dispatching requirements, the cost of new key stations and the cost of new fleet, conventional bus station location constraints and expansion cost constraints are constructed; Combining the allocation constraints of conventional bus resources, the allocation constraints of feeder bus resources, the location constraints of conventional bus stations, and the constraints of expansion costs, a dual-objective planning model for optimizing the allocation of conventional bus resources considering emergency feeder connections in subway events is constructed. Solving the integer programming model to obtain an optimized conventional bus resource allocation and emergency shuttle service plan; Conventional bus resource allocation includes depot site selection, fleet size and vehicle-route resource allocation; emergency shuttle service planning includes the mapping relationship between conventional bus stations, requisitioned shuttle buses and subway stations.

2. The conventional public transportation resource optimization configuration method considering subway resilience improvement according to claim 1 is characterized in that: According to the conventional bus dispatching principles and bus station layout, combined with the empty vehicle dispatching time, route operation time, terminal station preparation time and the average occupancy rate parameters of conventional buses, conventional bus resource allocation constraints including the total empty vehicle dispatching time, service frequency limit and symmetric dispatching are generated, including: determining the total idle driving time of the two-way conventional bus route based on the idle driving time from the bus station to the terminal station of the conventional bus route and the dispatched vehicles to provide conventional bus services; and calculating the total idle driving time between the depot and the terminal station for the two-way conventional bus route based on the number of buses dispatched from the depot to the terminal station of the conventional bus route; the service capacity of the conventional bus route is measured by its departure frequency, which is positively correlated with the number of dispatched vehicles and negatively correlated with the travel time, and the departure frequency is calculated; the vehicle allocation strategy for the two terminal stations of the conventional bus route adopts the symmetric allocation principle, and the symmetric dispatching constraints are determined.

3. The conventional public transportation resource optimization configuration method considering subway resilience improvement according to claim 2 is characterized in that: The maximum departure frequency parameters of regular bus routes are set to reflect the future travel demand of the routes. The maximum departure frequency parameter values ​​are predicted based on the historical data of regular bus travel demand during peak hours to determine the service frequency constraints of regular public routes.

4. The conventional public transportation resource optimization configuration method considering subway resilience improvement according to claim 1 is characterized in that: Based on the subway network topology and the layout of turning equipment stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate, and bus capacity parameters, a feeder bus resource allocation constraint is generated, which includes a mapping relationship between the number of unserved passengers at the feeder bus and bus dispatch. This includes: calculating the total number of stranded passengers who can be evacuated from the terminal station via the feeder bus line within the specified recovery time after an interruption event occurs at the station, determining the number of stranded passengers at the terminal station at the end of the specified recovery time, and determining the constraint on the number of unserved passengers at the feeder bus.

5. The conventional public transportation resource optimization configuration method considering subway resilience improvement according to claim 4 is characterized in that: The regular bus fleet temporarily requisitions vehicles to provide feeder services according to the proportion parameter ω. Therefore, the dispatch mapping relationship between feeder buses and regular buses is as follows: in the event of a subway outage, the expected number of feeder buses that need to be allocated to the subway station at the regular bus depot is determined, and the feeder bus allocation ratio constraint is determined based on the fleet size of the regular bus depot.

6. The conventional public transportation resource optimization configuration method considering subway resilience improvement according to claim 1 is characterized in that: Combined with the location of candidate bus stations, vehicle dispatching requirements, new key station costs and new fleet costs, conventional bus station location constraints and expansion cost constraints are constructed; conventional bus station location constraints ensure that if the candidate bus station z i If not selected, the fleet size of the terminal must be 0; based on the quantitative relationship between the existing fleet size, the newly purchased fleet size and the total fleet size, in order to ensure that the total cost of purchasing new vehicles and expanding the terminal does not exceed the budget, the expansion cost constraint is determined.

7. A conventional bus resource optimization configuration system considering subway resilience improvement, characterized by: include: The first calculation module is used to generate conventional bus resource allocation constraints including total idle bus dispatch time, service frequency limit and symmetric dispatch based on conventional bus dispatch principles and bus station layout, combined with idle bus dispatch time, route operation time, terminal station preparation time and conventional bus average occupancy rate parameters; The second calculation module is used to generate the feeder bus resource allocation constraints, which include the mapping relationship between the number of unserved passengers and bus dispatch, based on the subway network topology and the layout of the turning equipment stations, combined with the probability of station emergencies, the number of stranded passengers at the terminal station, the average passenger arrival rate, and the bus passenger capacity parameters; The third calculation module is used to construct the conventional bus station location constraints and expansion cost constraints by combining the candidate bus station locations, vehicle dispatch requirements, new key station costs and new fleet costs; A construction module is used to combine the allocation constraints of conventional bus resources, the allocation constraints of connecting bus resources, the location constraints of conventional bus stations, and the constraints of expansion costs to construct a dual-objective planning model for optimizing the allocation of conventional bus resources considering emergency connections to subways; A solution module, configured to solve the integer programming model to obtain an optimized conventional public transportation resource allocation and emergency shuttle service plan; Conventional bus resource allocation includes depot site selection, fleet size and vehicle-route resource allocation; emergency shuttle service planning includes the mapping relationship between conventional bus stations, requisitioned shuttle buses and subway stations.

8. A non-transitory computer-readable storage medium, characterized in that The non-transitory computer-readable storage medium is used to store computer instructions. When the computer instructions are executed by the processor, the conventional bus resource optimization configuration method considering the improvement of subway resilience as described in any one of claims 1-6 is implemented.

9. A computer device, characterized in that: It includes a memory and a processor, the processor and the memory communicate with each other, the memory stores program instructions that can be executed by the processor, and the processor calls the program instructions to execute the conventional bus resource optimization configuration method considering the improvement of subway resilience as described in any one of claims 1-6.

10. An electronic device, characterized in that: include: A processor, a memory, and a computer program; wherein the processor is connected to the memory, the computer program is stored in the memory, and when the electronic device is running, the processor executes the computer program stored in the memory to enable the electronic device to execute instructions for implementing the conventional bus resource optimization configuration method considering the improvement of subway resilience as described in any one of claims 1 to 6.

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