CN118710478B - Passenger flow evacuation method for subway sudden operation interruption based on improved sparrow search algorithm - Google Patents

Abstract

The invention provides a subway burst operation interrupt passenger flow dispersion method based on an improved sparrow search algorithm, which is used for passenger flow dispersion after subway operation burst interruption, and the method comprehensively considers travel time, travel expense, travel comfort and maximum delay tolerance time as path damage benefit reference points by fitting a functional relation between the travel time of a passenger path and the maximum delay tolerance time, calculates a cost function, a decision weight function and an accumulated prospect value, builds a passenger travel path selection model under the subway burst operation interruption based on the accumulated prospect theory, further builds a passenger flow cooperative dispersion model by considering the passenger demand in the interruption duration time, and obtains a cooperative scheduling scheme by solving the improved sparrow search algorithm; the invention is beneficial to improving the transfer efficiency and coordination of passengers at the temporary short-circuit turn-back station of the subway, and effectively reducing the waiting time of the passengers, thereby improving the overall traveling experience of the passengers.

Description

Subway burst operation interruption passenger flow dredging method based on improved sparrow searching algorithm

Technical Field

The invention relates to the technical field of emergency management, in particular to a subway sudden operation interruption passenger flow dredging method based on an improved sparrow search algorithm.

Background

In the operation process of the subway system, the stability, availability and observability of the interior of the subway system are extremely easy to be interfered by burst factors, so that the risk of service delay and even interruption is increased, passengers are detained in a station or a carriage, and potential threat is formed to urban public transportation safety. In order to cope with such situations, emergency connection bus dispatching and subway operation adjustment become two main transportation capacity compensation measures for coping with subway sudden operation interruption events, and are important for guaranteeing passenger safety, reducing delay and maintaining traffic order.

However, the existing method has the following problems:

the emergency connection bus mainly serves the static passenger demand which is remained in the interruption interval at the moment of the interruption event, so that the evacuation function of the emergency connection bus is fully exerted. However, the travel guarantee of passengers who still select the emergency connection bus to travel with the subway is relatively weak after knowing that the subway occurrence interval is interrupted, so that the exertion of the transportation guarantee potential of the emergency connection bus in the duration of interruption is limited to a certain extent.

The emergency connection bus and the subway temporary short-circuit are two main transport capacity compensation measures, and play a vital role in the event of sudden operation interruption of the subway. However, the two traffic modes are independently scheduled, and due to the difference of carrying capacity caused by different capacities and quantities of emergency connection buses and subway trains, the situation of wasting transport capacity resources or insufficient transport capacity is easy to occur, so that passengers may face long-time waiting, and transport efficiency is reduced.

In summary, when the line with large subway passenger flow is interrupted, if the scheduling between the emergency connection public traffic and the subway temporary short-circuit cannot be effectively coordinated, serious retention of passengers may be caused, and normal operation of urban public transportation and traveling experience of the passengers are seriously affected. Therefore, the coordination and flexibility of the emergency dispatching mechanism must be highly emphasized and enhanced, the emergency can be rapidly and effectively handled, the travel safety and smoothness of passengers are ensured, and the emergency dispatching efficiency and the service quality are further improved.

Disclosure of Invention

The invention provides a subway sudden operation interrupt passenger flow dredging method based on an improved sparrow search algorithm, which is a subway sudden operation interrupt passenger flow collaborative dredging optimization method based on the improved sparrow search algorithm.

The invention adopts the following technical scheme.

The method is used for passenger flow dispersion after subway operation burst interruption, and comprehensively considers travel time, travel expense, travel comfort and maximum delay tolerance time as path damage reference points by fitting a functional relation between the travel time and the maximum delay tolerance time, calculates a cost function, a decision weight function and an accumulated prospect value, builds a passenger travel path selection model under the subway burst operation interruption based on the accumulated prospect theory, further builds a passenger flow cooperative dispersion model by considering passenger demands in interruption duration time, and obtains a cooperative scheduling scheme by solving the improved sparrow search algorithm.

The subway burst operation interruption passenger flow transport method based on the improved sparrow search algorithm comprises the following steps of:

Step S1, collecting the maximum delay tolerance time of a passenger, and fitting a functional relation between the travel path time of the passenger and the maximum delay tolerance time;

Step S2, acquiring travel time cost and cost of a path scheme, calculating comfort cost through the cost, comprehensively serving as generalized travel cost, and integrating the travel path scheme;

The travel path schemes comprise subway-related travel path schemes and non-subway-related travel path schemes;

step S3, calculating a route damage reference point by utilizing the maximum tolerance time delay of each route passenger in step S1 and the travel time cost, travel expense cost and comfort cost of step S2 Further calculate a path cost functionDecision gain weight functionDecision loss weighting functionCumulative decision gain weight functionCumulative decision loss weighting functionCumulative foreground valueCalculating a path selection dividing rate by using a logic model by taking the accumulated foreground value as a random utility value;

S4, combining the path selection division rate of the step S3 and subway automatic fare collection system data, and counting the original retained passengers and the accumulated arrival passengers outside the station;

Step 5, connecting emergency connection bus scheduling in a subway related travel path scheme with a subway temporary short circuit through transfer of passengers at a turn-back station, and establishing a cooperative transportation model taking minimum total waiting time of the passengers as an optimization target;

And S6, optimizing a sparrow search algorithm by adopting SPM chaotic mapping, a butterfly algorithm global search strategy and a cauchy variation strategy to obtain an improved sparrow search algorithm, solving a cooperative dispersion model, and taking an approximate optimal solution of model decision variables as a line departure schedule, a vehicle driving schedule and a subway temporary short-circuit schedule of a cooperative dispersion scheme so as to finish the emergency connection bus and the subway temporary short-circuit cooperative scheduling optimization method under the condition of the sudden operation interruption of the subway.

The subway related travel path scheme comprises the steps of internal detouring of a subway system, subway combination emergency connection public transportation, subway combination conventional public transportation, subway combination taxis, subway combination network vehicle-restraining, subway combination sharing bicycles and in-situ waiting;

In step S1, the maximum delay tolerant time of the passenger is defined as the maximum delay tolerant time related to the travel time of the original route when the passenger can not arrive at the destination according to the original travel time and faces the uncertainty of the waiting time but shows tolerance to the waiting time when the subway is suddenly operated and interrupted,

The maximum delay tolerant time is obtained by a questionnaire,

The method for fitting the functional relation between the travel path time of the passengers and the maximum delay tolerance time comprises the steps of performing functional fitting on the daily travel time and the maximum delay tolerance time of the interviewees in a study area, obtaining a fitting curve graph, if the fitting curve graph intuitively shows that the maximum delay tolerance time of the passengers integrally shows an increasing trend along with the increase of the travel time, the square of the fitting curve is larger than 0.8, the sum of squares of residual errors is lower, judging that the fitting goodness of the fitting function is high, and describing the quantitative relation between the travel time and the maximum delay tolerance time, wherein the quantitative relation is shown in the formula:

;

wherein: indicating a maximum delay tolerant time acceptable to the passenger; indicating the passenger travel time.

The non-subway related travel path scheme comprises a whole conventional bus, a whole taxi, a whole network taxi, a whole shared bicycle, a private car, walking and giving up travel.

The step S4 specifically includes the following steps:

step S41, obtaining a subway operation schedule, and obtaining the departure time of trains at all stations;

Step S42, according to the interruption time and the train departure time of each station of the subway line, combining with the subway automatic fare collection system data to obtain the original detained passengers of the station;

Step S43, transferring the train detained passengers in the interruption zone to the nearest safe station, adding the partial passengers and the passengers at the platform as the original detained passengers at the platform;

s44, reducing the original retained passengers of the station by utilizing the path selection division rate calculated in the step S3, and calculating to obtain the original retained passengers of the station;

step S45, dividing a research period into a plurality of small periods with equal duration according to the arrival quantity of line passengers, wherein a calculation formula is as follows:

in the formula, The subway station set is characterized in that a and c are station indexes; the number of passengers in the nth time window reaching station a and ready to go to station c; Is the time window length; The arrival rate of the passengers outside the station in preparation for arriving at station c in the nth time window is given, and N is the total number of time windows.

And S46, counting accumulated arrival passenger demands in each study period by using historical subway automatic fare collection system data in the interruption duration.

Step S5 establishes a cooperative shipping model under the condition of subway burst operation interruption, and comprises the following specific steps:

step S51, determining that the cooperative scheduling mode is a direct type emergency connection bus combined total station type subway temporary short-circuit, opening the emergency connection bus in an interruption interval, and opening the subway temporary short-circuit train outside the interruption interval;

Step S52, respectively calculating the waiting time of the passengers of the emergency connection bus and the subway temporary short circuit according to the passenger demand calculated in the step S4, wherein the calculation formula is as follows:

Wherein: 、 、、、、、 waiting time of various passengers in the bus for taking the emergency connection respectively;

TB _wait1 original waiting time of the passengers at the moment of the interruption of the subway sudden operation, wherein the waiting time of each passenger is calculated from the moment of the interruption until the first emergency connection bus of the connection line leaves a waiting station;

TB _wait2 waiting time for passengers arriving at the station at a certain arrival rate during the period from the moment of the interruption of subway burst operation to the first emergency connection and bus drive-off connection;

TB _wait3 waiting time of passengers arriving at the station between every two shift departure moments of the line;

TB _wait4 for waiting time of passengers taking a subway train to arrive at a turn-back station for transfer and emergency connection bus, wherein the waiting time is calculated from the moment that the train arrives at the station until the emergency connection bus of the corresponding line starts to get off;

TB _wait5 waiting time of the resident passengers of the emergency connection bus shift u-1 is not carried, and the waiting time is calculated from the starting time of the bus shift u-1 to the starting time of the bus shift u;

TB _wait6 after the last shift |U| of the emergency connection bus of each line leaves, waiting time for retaining passengers, accumulating outside the station to reach the passengers and transferring the passengers by the train at the folding station still exists at the station;

TB _wait7 off-station cumulative arrival passenger waiting time;

TB _wait8 train transfer passenger waiting time;

S is an interrupt site set in an interrupt interval; The method comprises the steps of indexing an emergency connection bus service station, wherein D is an emergency connection bus storage point set, D is an emergency connection bus storage point index, B is an emergency connection bus set, B is an emergency connection bus index, and u is an emergency connection bus shift index; To plan the number of original detained passengers going from station i to station j at the instant of interruption; the departure time of the bus route shift u is the emergency connection from the station i to the station j; Is 0-1 variable, when When the bus is in the state, dispatching an emergency connection bus b from a vehicle storage point d to execute a transportation task of a shift u from a station i to a station j; The method comprises the steps of accumulating the number of passengers arriving outside a station from which an emergency connection bus shift U is waiting to go to a station j at the station i, wherein I and U are the total number of line shifts, M is an intermediate station set in an interruption zone, S=M+O, O is a foldback station set, O is a foldback station index, V is a temporary short-circuit train shift set, and V is a subway train index; When the subway train number v reaches the turn-back station o, the number of passengers needing to carry emergency connection buses to go to the intermediate station j in the interrupt zone among passengers getting off; the subway train number v is the entering time of the turn-back station o; For the first auxiliary 0-1 variable, when E is a set of a normal operation station and a foldback station in a temporary short circuit at the downstream of an interruption zone; The number of the retained passengers which go to the station j for the bus shift u-1 which cannot be carried at the station i; T is the duration of interruption and also represents the interruption recovery time; The departure time of the last shift of the emergency connection bus line from the station i to the station j; For the second auxiliary 0-1 variable, when The subway train number is between the bus stop time of the last bus shift I U I departure time and the interrupt recovery time T at the moment of arriving at the turn-back station;

、 、、、、、 waiting time of various passengers in temporary short-circuit respectively;

TM _wait1. Original waiting time of the passengers at the moment of interruption of the subway burst operation, the waiting time of each passenger should be calculated from the moment of interruption until the first temporary short-circuit train drives away from the waiting station;

TM _wait2 waiting time for a passenger arriving at a station at a certain arrival rate during a first temporary short-circuit train to leave the station at the moment of a subway burst operation interruption;

TM _wait3 waiting time of passengers arriving at the station between every two shift departure moments of the line;

TM _wait4, waiting time for passengers taking emergency connection buses to arrive at the turn-back station to transfer subway trains;

TM _wait5 waiting time for the resident passengers of the subway train not to be carried by the train v-1. The waiting time is calculated from the train shift v-1 departure time to the train shift v departure time;

TM _wait6 after the last shift |V| of each subway train of each line leaves, the waiting time of the passengers staying in the station and the passengers accumulating outside the station for the transfer of the trains at the folding station still exists;

TM _wait7 off-station cumulative arrival passenger waiting time;

TM _wait8 train transfer passenger waiting time;

the subway train number v is the outbound time of the station a; is a variable which is 0 to 1, The method comprises the steps that when the subway train number V arrives at a turn-back station, the subway train number V is between departure moments of buses u-1 and u, wherein I and V are the total number of subway train numbers; The number of retained passengers from station a to station c by subway number v is planned for interruption; accumulating the number of passengers arriving outside the station for waiting for the subway train number v to go to the station c for the station a, wherein H is a transport frequency set of the emergency connection bus, E is an index of the transport frequency of the emergency connection bus, and E is the last station for temporary short-circuiting downstream of the interruption zone; The number of passengers actually carried when the line shift u from the station i to the station j is executed for the e-th dispatch of the emergency connection bus; the proportion of passengers between stations of the temporary short-circuit train to be transferred in the train after the emergency connection bus reaches the turn-back station o; The travel time from the stop i to the stop j is used for the emergency connection bus; For the third auxiliary 0-1 variable, when At the time of;The number of retained passengers in the station a, from which the subway train number v cannot be carried, to the station c; for the fourth auxiliary 0-1 variable, when The time when the emergency connection bus shift u arrives at the turn-back station is between the subway train number v-out time and the interruption recovery time T;

for the arrival rate of passengers outside the bus station j in the nth time window, the passengers/min;

The unit is the length of the time window, which is min;

The subway train station is a subway train station set;

For the fifth auxiliary 0-1 variable, when When the train number v-1 service does not exist in the station, the train number v-1 service is indicated;

The unit of the travel time from the stop i to the stop j for the emergency connection bus is min;

For the sixth auxiliary 0-1 variable, if the bus shift u is between the departure times of the subway train v-1 and v at the time of arriving at the reentry station, then Otherwise, the device can be used to determine whether the current,;

Step S53, taking the waiting time of the passenger with the temporary short-circuit of the emergency connection bus and the subway as a whole, and the calculation formula is as follows:

wherein: Indicating the total waiting time of the emergency connection bus connection passengers; the total waiting time of the passengers for the temporary short-circuit of the subway.

In step S5, establishing a collaborative shipping model under the condition of subway burst operation interruption further comprises the following steps of;

step S54, setting that the departure time of the last vehicle of each emergency connection bus line is not more than the interruption time, setting the maximum number of times of dredging each emergency connection bus, setting that the number of vehicles sent to each connection line from any storage point cannot be more than the remaining available number of vehicles of the storage point, setting that the number of passengers in each emergency connection bus cannot be more than the number of vehicles carrying the passengers, setting that the departure interval of the bus line is required to be between the maximum departure interval and the minimum departure interval, setting that each emergency connection bus can only be distributed to one station for executing a direct bus task, setting that at least one of two stops served by each emergency connection bus for executing the dredging task is a foldback station, setting that the departure time of the first trip of each emergency connection bus of each line is not less than the starting stop of the connection line from the storage point, setting that the departure time of the last bus of the emergency connection bus of the last bus of the previous bus is not more than the ending time of the last bus, setting that each emergency connection bus is preceded by one stop of each emergency connection bus, and setting eleven buses after each emergency connection bus.

In step S5, establishing a collaborative shipping model under the condition of subway burst operation interruption further comprises the following steps of;

Step S55, setting a subway temporary short-circuit train stop time between a maximum stop time and a minimum stop time, a difference between a departure time of a next train at the same station and an arrival time of a previous train at the same station between a maximum departure interval and a minimum departure interval, a difference between an arrival time of the next train at the same station and an arrival time of the previous train at the same station between the maximum departure interval and the minimum departure interval, a difference between the departure time of the next train at the same station and the departure time of the previous train at the same station between the maximum departure interval and the minimum departure interval, a number of passengers in the train cannot exceed a check-up number of the train, a reserved passenger on the station cannot exceed a maximum capacity of the station, and six constraint conditions are adopted.

In the step S5, the cooperative dispersion model under the metro burst operation interruption also comprises a step S56, wherein the step S51 to the step S55 are integrated, the original retained passengers at the moment of the metro burst operation interruption are considered, and meanwhile, the accumulated arrival passengers outside the station within the interruption duration are considered, so that the cooperative dispersion model of the passenger flow under the metro burst operation interruption is formed.

The implementation step of the step S6 is as follows:

Step S61, adding SPM chaotic mapping in the initialization stage of the sparrow search algorithm, wherein the calculation formula is as follows:

wherein: Represent the first A number of chaotic sequences; lambda and mu represent chaotic parameters, the value ranges are (0, 1), and r represents a random number between (0, 1);

Mapping the generated chaotic sequence number into a space of a population solution, wherein the calculation formula is as follows:

wherein: Representing a spatial lower bound of the population solution; representing the spatial upper bound of the population solution;

step S62, adopting butterfly search algorithm global search strategy to replace sparrow search algorithm producer location update strategy The stage relational expression is calculated as:

in the formula, The position information of sparrow individuals with the number i in the dimension j after the t-th iteration of the sparrow population is represented; Representing a random number subject to a normal distribution of [0,1 ]; Representing the sparrow position with optimal fitness of the population after t iterations; The method is characterized by comprising the steps of expressing fragrance concentration of an ith butterfly in a butterfly algorithm, expressing a measurement value of fragrance concentration emitted by the butterfly, expressing a sensory modal factor of the butterfly by 0.1, expressing stimulus intensity by I, expressing fragrance factor by epsilon and expressing fragrance factor by 0.01.Q represents a random number subject to normal distribution, L represents a1×d matrix; and ST represents an alert value and an alert threshold, when When representing foraging area, safety is ensured whenRepresenting unsafe foraging areas;

Step S63, introducing a Cauchy mutation strategy into a sparrow search algorithm, wherein the calculation formula is as follows:

wherein: Expressed in a population The sparrow position with the worst adaptability after the iteration; representing the position of a finder with optimal fitness of the population after t+1 iterations; representing a standard cauchy distribution; representing multiplication, A represents a1×d matrix which randomly selects 1 or-1 as an element and satisfies N represents the set follower number whenWhen the individual fitness value difference represents the partial individual fitness value difference, the individual fitness value difference cannot follow a finder, the finder needs to find food by itself, and the follower can find food by following the optimal individual under other conditions.

Compared with the prior art, the invention has the following beneficial effects:

By tightly matching the emergency connection bus dispatching and the subway train operation adjustment, the invention not only fully considers the original retained passengers in the moment of the subway sudden operation interruption, but also gives consideration to the accumulated arrival passengers outside the station within the interruption duration, thereby effectively playing the roles of emergency transport and connection guarantee of public transportation in the period of the subway sudden operation interruption, ensuring the travel continuity, safety and convenience of the subway passengers, and obviously reducing the travel delay of the passengers of a temporary system formed by the emergency connection bus and the subway short-circuit.

The passenger flow collaborative scheduling scheme calculated by the invention is beneficial to improving the overall operation level of the subway system in the interrupt period, and has practical significance for enhancing the toughness and the sustainability of the subway system.

Drawings

The invention is described in further detail below with reference to the attached drawings and detailed description:

FIG. 1 is a schematic flow diagram of a method implementation of an embodiment of the present invention;

FIG. 2 is a schematic flow chart of calculating the demand of passengers to be dredged according to an embodiment of the present invention;

FIG. 3 is a schematic flow chart of constructing a collaborative shipping model in accordance with an embodiment of the present invention;

FIG. 4 is a schematic diagram of a design of an emergency connection bus and subway collaborative transportation mode in an embodiment of the invention;

FIG. 5 is a simplified schematic diagram of an interrupt wire station according to an embodiment of the present invention;

FIG. 6 is a flow chart of a construction of an improved sparrow search algorithm in accordance with an embodiment of the present invention.

Detailed Description

The invention is further described below with reference to the drawings and examples.

It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the application. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.

As shown in the figure, the subway sudden operation interruption passenger flow dispersion method based on the improved sparrow search algorithm is used for passenger flow dispersion after the subway sudden operation interruption, and the method comprehensively considers travel time, travel expense, travel comfort and maximum delay tolerance time as path damage benefit reference points by fitting the functional relation between the travel time of a passenger path and the maximum delay tolerance time, calculates a cost function, a decision weight function and an accumulated prospect value, builds a passenger travel path selection model under the subway sudden operation interruption based on the accumulated prospect theory, further builds a passenger flow cooperative dispersion model by considering the passenger demand in the interruption duration time, and obtains a cooperative scheduling scheme by solving the improved sparrow search algorithm.

As shown in fig. 1, the subway burst operation interrupt passenger flow dredging method based on the improved sparrow searching algorithm comprises the following steps:

Step S1, collecting the maximum delay tolerance time of a passenger, and fitting a functional relation between the travel path time of the passenger and the maximum delay tolerance time;

Step S2, acquiring travel time cost and cost of a path scheme, calculating comfort cost through the cost, comprehensively serving as generalized travel cost, and integrating the travel path scheme;

The travel path schemes comprise subway-related travel path schemes and non-subway-related travel path schemes;

step S3, calculating a route damage reference point by utilizing the maximum tolerance time delay of each route passenger in step S1 and the travel time cost, travel expense cost and comfort cost of step S2 Further calculate a path cost functionDecision gain weight functionDecision loss weighting functionCumulative decision gain weight functionCumulative decision loss weighting functionCumulative foreground valueCalculating a path selection dividing rate by using a logic model by taking the accumulated foreground value as a random utility value;

S4, combining the path selection division rate of the step S3 and subway automatic fare collection system data, and counting the original retained passengers and the accumulated arrival passengers outside the station;

Step 5, connecting emergency connection bus scheduling in a subway related travel path scheme with a subway temporary short circuit through transfer of passengers at a turn-back station, and establishing a cooperative transportation model taking minimum total waiting time of the passengers as an optimization target;

And S6, optimizing a sparrow search algorithm by adopting SPM chaotic mapping, a butterfly algorithm global search strategy and a cauchy variation strategy to obtain an improved sparrow search algorithm, solving a cooperative dispersion model, and taking an approximate optimal solution of model decision variables as a line departure schedule, a vehicle driving schedule and a subway temporary short-circuit schedule of a cooperative dispersion scheme so as to finish the emergency connection bus and the subway temporary short-circuit cooperative scheduling optimization method under the condition of the sudden operation interruption of the subway.

The subway related travel path scheme comprises the steps of internal detouring of a subway system, subway combination emergency connection public transportation, subway combination conventional public transportation, subway combination taxis, subway combination network vehicle-restraining, subway combination sharing bicycles and in-situ waiting;

In step S1, the maximum delay tolerant time of the passenger is defined as the maximum delay tolerant time related to the travel time of the original route when the passenger can not arrive at the destination according to the original travel time and faces the uncertainty of the waiting time but shows tolerance to the waiting time when the subway is suddenly operated and interrupted,

The maximum delay tolerant time is obtained by a questionnaire,

The method for fitting the functional relation between the travel path time of the passengers and the maximum delay tolerance time comprises the steps of performing functional fitting on the daily travel time and the maximum delay tolerance time of the interviewees in a study area, obtaining a fitting curve graph, if the fitting curve graph intuitively shows that the maximum delay tolerance time of the passengers integrally shows an increasing trend along with the increase of the travel time, the square of the fitting curve is larger than 0.8, the sum of squares of residual errors is lower, judging that the fitting goodness of the fitting function is high, and describing the quantitative relation between the travel time and the maximum delay tolerance time, wherein the quantitative relation is shown in the formula:

;

wherein: indicating a maximum delay tolerant time acceptable to the passenger; indicating the passenger travel time.

The non-subway related travel path scheme comprises a whole conventional bus, a whole taxi, a whole network taxi, a whole shared bicycle, a private car, walking and giving up travel.

As shown in fig. 2, the step S4 specifically includes the following steps:

step S41, obtaining a subway operation schedule, and obtaining the departure time of trains at all stations;

Step S42, according to the interruption time and the train departure time of each station of the subway line, combining with the subway automatic fare collection system data to obtain the original detained passengers of the station;

Step S43, transferring the train detained passengers in the interruption zone to the nearest safe station, adding the partial passengers and the passengers at the platform as the original detained passengers at the platform;

s44, reducing the original retained passengers of the station by utilizing the path selection division rate calculated in the step S3, and calculating to obtain the original retained passengers of the station;

step S45, dividing a research period into a plurality of small periods with equal duration according to the arrival quantity of line passengers, wherein a calculation formula is as follows:

in the formula, The subway station set is characterized in that a and c are station indexes; the number of passengers in the nth time window reaching station a and ready to go to station c; Is the time window length; The arrival rate of the passengers outside the station in preparation for arriving at station c in the nth time window is given, and N is the total number of time windows.

And S46, counting accumulated arrival passenger demands in each study period by using historical subway automatic fare collection system data in the interruption duration.

As shown in fig. 3, 4 and 5, the step S5 of establishing a collaborative shipping model under the interruption of subway burst operation specifically includes the following steps:

step S51, determining that the cooperative scheduling mode is a direct type emergency connection bus combined total station type subway temporary short-circuit, opening the emergency connection bus in an interruption interval, and opening the subway temporary short-circuit train outside the interruption interval;

Step S52, respectively calculating the waiting time of the passengers of the emergency connection bus and the subway temporary short circuit according to the passenger demand calculated in the step S4, wherein the calculation formula is as follows:

Wherein: 、 、、、、、 waiting time of various passengers in the bus for taking the emergency connection respectively;

TB _wait1 original waiting time of the passengers at the moment of the interruption of the subway sudden operation, wherein the waiting time of each passenger is calculated from the moment of the interruption until the first emergency connection bus of the connection line leaves a waiting station;

TB _wait2 waiting time for passengers arriving at the station at a certain arrival rate during the period from the moment of the interruption of subway burst operation to the first emergency connection and bus drive-off connection;

TB _wait3 waiting time of passengers arriving at the station between every two shift departure moments of the line;

TB _wait4 for waiting time of passengers taking a subway train to arrive at a turn-back station for transfer and emergency connection bus, wherein the waiting time is calculated from the moment that the train arrives at the station until the emergency connection bus of the corresponding line starts to get off;

TB _wait5 waiting time of the resident passengers of the emergency connection bus shift u-1 is not carried, and the waiting time is calculated from the starting time of the bus shift u-1 to the starting time of the bus shift u;

TB _wait6 after the last shift |U| of the emergency connection bus of each line leaves, waiting time for retaining passengers, accumulating outside the station to reach the passengers and transferring the passengers by the train at the folding station still exists at the station;

TB _wait7 off-station cumulative arrival passenger waiting time;

TB _wait8 train transfer passenger waiting time;

S is an interrupt site set in an interrupt interval; The method comprises the steps of indexing an emergency connection bus service station, wherein D is an emergency connection bus storage point set, D is an emergency connection bus storage point index, B is an emergency connection bus set, B is an emergency connection bus index, and u is an emergency connection bus shift index; To plan the number of original detained passengers going from station i to station j at the instant of interruption; the departure time of the bus route shift u is the emergency connection from the station i to the station j; Is 0-1 variable, when When the bus is in the state, dispatching an emergency connection bus b from a vehicle storage point d to execute a transportation task of a shift u from a station i to a station j; The method comprises the steps of accumulating the number of passengers arriving outside a station from which an emergency connection bus shift U is waiting to go to a station j at the station i, wherein I and U are the total number of line shifts, M is an intermediate station set in an interruption zone, S=M+O, O is a foldback station set, O is a foldback station index, V is a temporary short-circuit train shift set, and V is a subway train index; When the subway train number v reaches the turn-back station o, the number of passengers needing to carry emergency connection buses to go to the intermediate station j in the interrupt zone among passengers getting off; the subway train number v is the entering time of the turn-back station o; For the first auxiliary 0-1 variable, when E is a set of a normal operation station and a foldback station in a temporary short circuit at the downstream of an interruption zone; The number of the retained passengers which go to the station j for the bus shift u-1 which cannot be carried at the station i; T is the duration of interruption and also represents the interruption recovery time; The departure time of the last shift of the emergency connection bus line from the station i to the station j; For the second auxiliary 0-1 variable, when The subway train number is between the bus stop time of the last bus shift I U I departure time and the interrupt recovery time T at the moment of arriving at the turn-back station;

、 、、、、、 waiting time of various passengers in temporary short-circuit respectively;

TM _wait1. Original waiting time of the passengers at the moment of interruption of the subway burst operation, the waiting time of each passenger should be calculated from the moment of interruption until the first temporary short-circuit train drives away from the waiting station;

TM _wait2 waiting time for a passenger arriving at a station at a certain arrival rate during a first temporary short-circuit train to leave the station at the moment of a subway burst operation interruption;

TM _wait3 waiting time of passengers arriving at the station between every two shift departure moments of the line;

TM _wait4, waiting time for passengers taking emergency connection buses to arrive at the turn-back station to transfer subway trains;

TM _wait5 waiting time for the resident passengers of the subway train not to be carried by the train v-1. The waiting time is calculated from the train shift v-1 departure time to the train shift v departure time;

TM _wait6 after the last shift |V| of each subway train of each line leaves, the waiting time of the passengers staying in the station and the passengers accumulating outside the station for the transfer of the trains at the folding station still exists;

TM _wait7 off-station cumulative arrival passenger waiting time;

TM _wait8 train transfer passenger waiting time;

the subway train number v is the outbound time of the station a; is a variable which is 0 to 1, The method comprises the steps that when the subway train number V arrives at a turn-back station, the subway train number V is between departure moments of buses u-1 and u, wherein I and V are the total number of subway train numbers; The number of retained passengers from station a to station c by subway number v is planned for interruption; accumulating the number of passengers arriving outside the station for waiting for the subway train number v to go to the station c for the station a, wherein H is a transport frequency set of the emergency connection bus, E is an index of the transport frequency of the emergency connection bus, and E is the last station for temporary short-circuiting downstream of the interruption zone; The number of passengers actually carried when the line shift u from the station i to the station j is executed for the e-th dispatch of the emergency connection bus; the proportion of passengers between stations of the temporary short-circuit train to be transferred in the train after the emergency connection bus reaches the turn-back station o; The travel time from the stop i to the stop j is used for the emergency connection bus; For the third auxiliary 0-1 variable, when At the time of;The number of retained passengers in the station a, from which the subway train number v cannot be carried, to the station c; for the fourth auxiliary 0-1 variable, when The time when the emergency connection bus shift u arrives at the turn-back station is between the subway train number v-out time and the interruption recovery time T;

for the arrival rate of passengers outside the bus station j in the nth time window, the passengers/min;

The unit is the length of the time window, which is min;

The subway train station is a subway train station set;

For the fifth auxiliary 0-1 variable, when When the train number v-1 service does not exist in the station, the train number v-1 service is indicated;

The unit of the travel time from the stop i to the stop j for the emergency connection bus is min;

For the sixth auxiliary 0-1 variable, if the bus shift u is between the departure times of the subway train v-1 and v at the time of arriving at the reentry station, then Otherwise, the device can be used to determine whether the current,;

Step S53, taking the waiting time of the passenger with the temporary short-circuit of the emergency connection bus and the subway as a whole, and the calculation formula is as follows:

wherein: Indicating the total waiting time of the emergency connection bus connection passengers; the total waiting time of the passengers for the temporary short-circuit of the subway.

In step S5, establishing a collaborative shipping model under the condition of subway burst operation interruption further comprises the following steps of;

step S54, setting that the departure time of the last vehicle of each emergency connection bus line is not more than the interruption time, setting the maximum number of times of dredging each emergency connection bus, setting that the number of vehicles sent to each connection line from any storage point cannot be more than the remaining available number of vehicles of the storage point, setting that the number of passengers in each emergency connection bus cannot be more than the number of vehicles carrying the passengers, setting that the departure interval of the bus line is required to be between the maximum departure interval and the minimum departure interval, setting that each emergency connection bus can only be distributed to one station for executing a direct bus task, setting that at least one of two stops served by each emergency connection bus for executing the dredging task is a foldback station, setting that the departure time of the first trip of each emergency connection bus of each line is not less than the starting stop of the connection line from the storage point, setting that the departure time of the last bus of the emergency connection bus of the last bus of the previous bus is not more than the ending time of the last bus, setting that each emergency connection bus is preceded by one stop of each emergency connection bus, and setting eleven buses after each emergency connection bus.

In step S5, establishing a collaborative shipping model under the condition of subway burst operation interruption further comprises the following steps of;

Step S55, setting a subway temporary short-circuit train stop time between a maximum stop time and a minimum stop time, a difference between a departure time of a next train at the same station and an arrival time of a previous train at the same station between a maximum departure interval and a minimum departure interval, a difference between an arrival time of the next train at the same station and an arrival time of the previous train at the same station between the maximum departure interval and the minimum departure interval, a difference between the departure time of the next train at the same station and the departure time of the previous train at the same station between the maximum departure interval and the minimum departure interval, a number of passengers in the train cannot exceed a check-up number of the train, a reserved passenger on the station cannot exceed a maximum capacity of the station, and six constraint conditions are adopted.

In the step S5, the cooperative dispersion model under the metro burst operation interruption also comprises a step S56, wherein the step S51 to the step S55 are integrated, the original retained passengers at the moment of the metro burst operation interruption are considered, and meanwhile, the accumulated arrival passengers outside the station within the interruption duration are considered, so that the cooperative dispersion model of the passenger flow under the metro burst operation interruption is formed.

As shown in fig. 6, the implementation step of the step S6 is as follows:

Step S61, adding SPM chaotic mapping in the initialization stage of the sparrow search algorithm, wherein the calculation formula is as follows:

wherein: Represent the first A number of chaotic sequences; lambda and mu represent chaotic parameters, the value ranges are (0, 1), and r represents a random number between (0, 1);

Mapping the generated chaotic sequence number into a space of a population solution, wherein the calculation formula is as follows:

wherein: Representing a spatial lower bound of the population solution; representing the spatial upper bound of the population solution;

step S62, adopting butterfly search algorithm global search strategy to replace sparrow search algorithm producer location update strategy The stage relational expression is calculated as:

in the formula, The position information of sparrow individuals with the number i in the dimension j after the t-th iteration of the sparrow population is represented; Representing a random number subject to a normal distribution of [0,1 ]; Representing the sparrow position with optimal fitness of the population after t iterations; The method is characterized by comprising the steps of expressing fragrance concentration of an ith butterfly in a butterfly algorithm, expressing a measurement value of fragrance concentration emitted by the butterfly, expressing a sensory modal factor of the butterfly by 0.1, expressing stimulus intensity by I, expressing fragrance factor by epsilon and expressing fragrance factor by 0.01.Q represents a random number subject to normal distribution, L represents a1×d matrix; and ST represents an alert value and an alert threshold, when When representing foraging area, safety is ensured whenRepresenting unsafe foraging areas;

Step S63, introducing a Cauchy mutation strategy into a sparrow search algorithm, wherein the calculation formula is as follows:

wherein: Expressed in a population The sparrow position with the worst adaptability after the iteration; representing the position of a finder with optimal fitness of the population after t+1 iterations; representing a standard cauchy distribution; representing multiplication, A represents a1×d matrix which randomly selects 1 or-1 as an element and satisfies N represents the set follower number whenWhen the individual fitness value difference represents the partial individual fitness value difference, the individual fitness value difference cannot follow a finder, the finder needs to find food by itself, and the follower can find food by following the optimal individual under other conditions.

In summary, the invention provides a passenger flow cooperative dispersion optimization method under the metro sudden operation interruption based on an improved sparrow search algorithm, which is characterized in that the passenger flow cooperative dispersion optimization method under the metro sudden operation interruption based on the improved sparrow search algorithm is used for comprehensively considering travel time, travel expense, travel comfort and maximum delay tolerance as a path damage benefit reference point calculation cost function, a decision weight function and an accumulated prospect value by fitting a functional relation between the travel time of a passenger and the maximum delay tolerance, constructing a metro sudden operation interruption passenger travel path selection model based on the accumulated prospect theory, taking the passenger demand in the interruption duration into consideration, further establishing a passenger flow cooperative dispersion model, utilizing the improved sparrow search algorithm to solve and obtain a cooperative scheduling scheme, providing effective technical means for emergency management under the metro sudden operation interruption, effectively playing the roles of emergency transport and continuous guarantee of public transportation in the metro sudden interruption period, ensuring the continuity, safety and convenience of metro passengers, remarkably reducing the travel continuity of the metro passengers, improving the temporary traffic system formed by the emergency connection and short circuit, and improving the overall travel system significance of the metro system in the metro sudden operation interruption period, and the metro system has the practical popularization and the practical system.

It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

The above description is only a preferred embodiment of the present invention, and is not intended to limit the invention in any way, and any person skilled in the art may make modifications or alterations to the disclosed technical content to the equivalent embodiments. However, any simple modification, equivalent variation and variation of the above embodiments according to the technical substance of the present invention still fall within the protection scope of the technical solution of the present invention.

Claims (4)

1. The method is characterized in that the method comprehensively considers travel time, travel expense, travel comfort and maximum delay tolerance time as path damage reference points by fitting a functional relation between the travel time of a passenger path and the maximum delay tolerance time, calculates a cost function, a decision weight function and an accumulated foreground value, builds a passenger travel path selection model under subway sudden operation interruption based on an accumulated foreground theory, further builds a passenger flow cooperative dispersion model by considering passenger demands in interruption duration time, and obtains a cooperative scheduling scheme by solving the improved sparrow search algorithm;

the method comprises the following steps:

Step S1, collecting the maximum delay tolerance time of a passenger, and fitting a functional relation between the travel path time of the passenger and the maximum delay tolerance time;

Step S2, acquiring travel time cost and cost of a path scheme, calculating comfort cost through the cost, comprehensively serving as generalized travel cost, and integrating the travel path scheme;

The travel path schemes comprise subway-related travel path schemes and non-subway-related travel path schemes;

step S3, calculating a route damage reference point by utilizing the maximum tolerance time delay of each route passenger in step S1 and the travel time cost, travel expense cost and comfort cost of step S2 Further calculating a path cost function v (Deltax _cd,m,i), a decision gain weight function w ⁺(p_i), a decision loss weight function w ^-(p_i, and an accumulated decision gain weight functionCumulative decision loss weighting functionThe accumulated foreground value is used as a random utility value, and a logic model is utilized to calculate the path selection dividing rate;

S4, combining the path selection division rate of the step S3 and subway automatic fare collection system data, and counting the original retained passengers and the accumulated arrival passengers outside the station;

Step 5, connecting emergency connection bus scheduling in a subway related travel path scheme with a subway temporary short circuit through transfer of passengers at a turn-back station, and establishing a cooperative transportation model taking minimum total waiting time of the passengers as an optimization target;

step S6, optimizing a sparrow search algorithm by adopting SPM chaotic mapping, a butterfly algorithm global search strategy and a cauchy variation strategy to obtain an improved sparrow search algorithm, solving a cooperative dispersion model, and taking an approximate optimal solution of model decision variables as a line departure schedule, a vehicle driving schedule and a subway temporary short-circuit schedule of a cooperative dispersion scheme so as to finish an emergency connection bus and a subway temporary short-circuit cooperative scheduling optimization method under the condition of subway sudden operation interruption;

The subway related travel path scheme comprises the steps of internal detouring of a subway system, subway combination emergency connection public transportation, subway combination conventional public transportation, subway combination taxis, subway combination network vehicle-restraining, subway combination sharing bicycles and in-situ waiting;

In step S1, the maximum delay tolerant time of the passenger is defined as the maximum delay tolerant time related to the travel time of the original route when the passenger can not arrive at the destination according to the original travel time and faces the uncertainty of the waiting time but shows tolerance to the waiting time when the subway is suddenly operated and interrupted,

The maximum delay tolerant time is obtained by a questionnaire,

The method for fitting the functional relation between the travel path time of the passengers and the maximum delay tolerance time comprises the steps of performing functional fitting on the daily travel time and the maximum delay tolerance time of the interviewees in a study area, obtaining a fitting curve graph, if the fitting curve graph intuitively shows that the maximum delay tolerance time of the passengers integrally shows an increasing trend along with the increase of the travel time, the square of the fitting curve is larger than 0.8, the sum of squares of residual errors is lower, judging that the fitting goodness of the fitting function is high, and describing the quantitative relation between the travel time and the maximum delay tolerance time, wherein the quantitative relation is shown in the formula:

Wherein t ^accept represents the maximum delay tolerance time acceptable to the passengers, and t ^original represents the travel time of the passengers;

Step S5 establishes a cooperative shipping model under the condition of subway burst operation interruption, and comprises the following specific steps:

step S51, determining that the cooperative scheduling mode is a direct type emergency connection bus combined total station type subway temporary short-circuit, opening the emergency connection bus in an interruption interval, and opening the subway temporary short-circuit train outside the interruption interval;

Step S52, respectively calculating the waiting time of the passengers of the emergency connection bus and the subway temporary short circuit according to the passenger demand calculated in the step S4, wherein the calculation formula is as follows:

TB _wait1、TB_wait2 TB_wait3、TB_wait4、TB_wait5、TB_wait6、TB_wait7、TB_wait8 is the waiting time of various passengers in the bus for taking an emergency connection respectively;

TB _wait1, the waiting time of each passenger is calculated from the moment of interruption to the moment of the first emergency connection bus of the connection line when the passenger is stopped at the moment of the interruption of the subway burst operation, TB _wait2, the waiting time of the passenger arriving at the station at a certain arrival rate during the moment of the interruption of the subway burst operation when the first emergency connection bus is connected at the moment of the first emergency connection bus;

TB _wait3 waiting time of passengers arriving at the station between every two shift departure moments of the line;

TB _wait4, wherein the waiting time of passengers taking a subway train to arrive at a turn-back station for transfer and emergency connection bus is calculated from the time when the train arrives at the station to the time when the emergency connection bus of a corresponding line gets out of the bus, and TB _wait5, wherein the waiting time of passengers not carrying the emergency connection bus u-1 is calculated from the time when the bus u-1 gets out to the time when the bus u gets out of the bus;

TB _wait6 after the last shift |U| of the emergency connection bus of each line leaves, waiting time for retaining passengers, accumulating outside the station to reach the passengers and transferring the passengers by the train at the folding station still exists at the station;

TB _wait7 off-station cumulative arrival passenger waiting time;

TB _wait8 train transfer passenger waiting time;

S is an interruption interval stop set, i, j is an emergency connection bus service stop index, D is an emergency connection bus storage point set, D is an emergency connection bus storage point index, B is an emergency connection bus set, B is an emergency connection bus index, u is an emergency connection bus shift index; For planning the original number of retained passengers going from the station i to the station j at the moment of interruption, T _ij,u is the departure time of the emergency connection bus line from the station i to the station j, s _d,b,ij,u is a variable of 0-1, when s _d,b,ij,u = 1, the emergency connection bus b is dispatched from the storage point d to execute the transportation task of the shift u from the station i to the station j; The method comprises the steps of accumulating the number of passengers arriving outside a station from which an emergency connection bus shift U is waiting to go to a station j at the station i, wherein I and U are the total number of line shifts, M is an intermediate station set in an interruption zone, S=M+O, O is a foldback station set, O is a foldback station index, V is a temporary short-circuit train shift set, and V is a subway train index; When the subway train number v reaches the turn-back station o, the number of passengers needing to carry emergency connection buses to go to the intermediate station j in the interrupt zone among passengers getting off; the subway train number v is the entering time of the turn-back station o; For the first auxiliary 0-1 variable, when E is a set of a normal operation station and a foldback station in a temporary short circuit at the downstream of an interruption zone; The number of the retained passengers which go to the station j for the bus shift u-1 which cannot be carried at the station i; T is the duration of interruption and also represents the interruption recovery time, T _ij,|U| is the departure time of the last shift of the emergency connection bus line from station i to station j; For the second auxiliary 0-1 variable, when The subway train number is between the bus stop time of the last bus shift I U I departure time and the interrupt recovery time T at the moment of arriving at the turn-back station;

TM _wait1、TM_wait2 TM_wait3、TM_wait4、TM_wait5、TM_wait6、TM_wait7、TM_wait8 is the waiting time of each type of passenger for temporary short-circuit;

TM _wait1. Original waiting time of the passengers at the moment of interruption of the subway burst operation, the waiting time of each passenger should be calculated from the moment of interruption until the first temporary short-circuit train drives away from the waiting station;

TM _wait2 waiting time for a passenger arriving at a station at a certain arrival rate during a first temporary short-circuit train to leave the station at the moment of a subway burst operation interruption;

TM _wait3 waiting time of passengers arriving at the station between every two shift departure moments of the line;

TM _wait4 is waiting time for passengers taking an emergency connection bus to arrive at a transfer station and transfer a subway train, TM _wait5 is waiting time for the retained passengers of the subway train v-1 which cannot be carried, and the waiting time is calculated from the moment of departure of the subway train v-1 to the moment of departure of the subway train v;

TM _wait6 after the last shift |V| of each subway train of each line leaves, the waiting time of the passengers staying in the station, the passengers accumulating outside the station and arriving at the station and the passengers transferring from the train at the returning station still exists;

TM _wait7 off-station cumulative arrival passenger waiting time;

TM _wait8 train transfer passenger waiting time;

the subway train number v is the outbound time of the station a; is a variable which is 0 to 1, The method comprises the steps that when the subway train number V arrives at a turn-back station, the subway train number V is between departure moments of buses u-1 and u, wherein I and V are the total number of subway train numbers; The number of retained passengers from station a to station c by subway number v is planned for interruption; The method comprises the steps of waiting for subway train number v to reach the outside of a station c for the station a, accumulating the number of arriving passengers outside the station c, collecting the transportation times of an emergency connection bus, indexing the transportation times of the emergency connection bus, indexing the number of the emergency connection bus, wherein E is the last station of a temporary short circuit downstream of an interruption zone, Q _b,e,ij,u is the number of passengers actually carried when the E-th transportation of the emergency connection bus executes a line shift u from the station i to the station j, P _ok is the proportion of passengers between stations of a temporary short circuit train to be transferred in the train after the emergency connection bus arrives at a turn-back station o, t _ij is the travel time of the emergency connection bus from the interruption station i to the interruption station j, alpha _v,v+1 is a third auxiliary 0-1 variable, and alpha _v(v+1),a = 1 is The number of retained passengers in the station a, from which the subway train number v cannot be carried, to the station c; for the fourth auxiliary 0-1 variable, when The time when the emergency connection bus shift u arrives at the turn-back station is between the subway train number v-out time and the interruption recovery time T;

Xi _ij,n is the arrival rate of the passengers outside the bus station j in the nth time window, wherein the passengers arrive at the bus station i and are ready to go to the bus station j;

t _w is the time window length in min;

S is a subway train station set;

Alpha _(ν-1)ν,a is a fifth auxiliary 0-1 variable, when alpha _(v-1)v,a =0, the station is not provided with v-1 service of the number of vehicles, t _ij is the travel time of the emergency connection bus from the stop i to the stop j, and the unit is min;

For the sixth auxiliary 0-1 variable, if the bus shift u is between the departure times of the subway train v-1 and v at the time of arriving at the reentry station, then Otherwise the first set of parameters is selected,

Step S53, taking the waiting time of the passenger with the temporary short-circuit of the emergency connection bus and the subway as a whole, and the calculation formula is as follows:

Min Z=TB_wait+TM_wait

Wherein TB _wait represents the total waiting time of the passengers connected by the emergency connection bus, and TM _wait represents the total waiting time of the passengers temporarily short-circuited in the subway;

in step S5, establishing a collaborative shipping model under the condition of subway burst operation interruption further comprises the following steps of;

Step S54, setting that the departure time of the last vehicle of each emergency connection bus line is not more than the interruption time, the maximum number of times of dredging should be set for each emergency connection bus, the number of vehicles dispatched to each connection line from any storage point cannot be more than the remaining available number of vehicles of the storage point, the number of passengers in each emergency connection bus cannot be more than the number of vehicles carrying the core, the departure interval of the bus line is required to be between the maximum departure interval and the minimum departure interval, each emergency connection bus can only be distributed to one station for executing a direct bus task, at least one of two stops served by each emergency connection bus for executing a dredging task is a foldback station, the departure time of the first trip of each line emergency connection bus is not less than the starting stop of the connection line from the storage point, the departure time of the last bus executed by the emergency connection bus cannot be more than the ending time of the previous bus, and about eleven conditions are met after each emergency connection bus;

in step S5, establishing a collaborative shipping model under the condition of subway burst operation interruption further comprises the following steps of;

Step S55, setting a subway temporary short-circuit train stop time between a maximum stop time and a minimum stop time, a difference between a departure time of a next train at the same station and an arrival time of a previous train at the same station between a maximum departure interval and a minimum departure interval, a difference between an arrival time of the next train at the same station and an arrival time of the previous train at the same station between the maximum departure interval and the minimum departure interval, a difference between the departure time of the next train at the same station and the departure time of the previous train at the same station between the maximum departure interval and the minimum departure interval, a number of passengers in the train cannot exceed a train check-up number, a retention passenger on a station cannot exceed a maximum capacity, and six constraint conditions are adopted;

In the step S5, the cooperative dispersion model under the metro burst operation interruption also comprises a step S56, wherein the step S51 to the step S55 are integrated, the original retained passengers at the moment of the metro burst operation interruption are considered, and meanwhile, the accumulated arrival passengers outside the station within the interruption duration are considered, so that the cooperative dispersion model of the passenger flow under the metro burst operation interruption is formed.

2. The metro sudden operation interruption passenger flow dispersion method based on the improved sparrow search algorithm of claim 1 is characterized in that the non-metro related travel path scheme comprises whole-course conventional buses, whole-course taxis, whole-course network taxi taking, whole-course shared bicycles, private cars, walking and giving up travel.

3. The method for interrupting passenger flow in metro burst operation based on improved sparrow search algorithm as claimed in claim 1, wherein the step S4 comprises the following steps:

step S41, obtaining a subway operation schedule, and obtaining the departure time of trains at all stations;

Step S42, according to the interruption time and the train departure time of each station of the subway line, combining with the subway automatic fare collection system data to obtain the original detained passengers of the station;

Step S43, transferring the train detained passengers in the interruption zone to the nearest safe station, adding the partial passengers and the passengers at the platform as the original detained passengers at the platform;

s44, reducing the original retained passengers of the station by utilizing the path selection division rate calculated in the step S3, and calculating to obtain the original retained passengers of the station;

step S45, dividing a research period into a plurality of small periods with equal duration according to the arrival quantity of line passengers, wherein a calculation formula is as follows:

Wherein S is a subway station set, a and c are station indexes, Q _ac,n is the number of passengers in an nth time window, which reach station a and are ready to go to station c, t _w is the time window length, ζ _ac,n is the arrival rate of passengers outside the station, which reach station a and are ready to go to station c, in the nth time window, and N is the total number of time windows;

And S46, counting accumulated arrival passenger demands in each study period by using historical subway automatic fare collection system data in the interruption duration.

4. The method for interrupting passenger flow in metro burst operation based on improved sparrow search algorithm according to claim 1, wherein the implementation step of step S6 is as follows:

Step S61, adding SPM chaotic mapping in the initialization stage of the sparrow search algorithm, wherein the calculation formula is as follows:

Wherein z _k represents the kth chaotic sequence number, mod represents a remainder function, lambda and mu represent chaotic parameters, the value ranges are (0, 1), and r represents a random number between (0, 1);

Mapping the generated chaotic sequence number into a space of a population solution, wherein the calculation formula is as follows:

wherein l _b represents the lower spatial boundary of the population solution, u _b represents the upper spatial boundary of the population solution;

step S62, adopting a butterfly search algorithm global search strategy to replace a relational expression of R ₂ < ST stage of a sparrow search algorithm producer position update strategy, wherein a calculation formula is as follows:

f=cI^ε

in the formula, The position information of sparrow individuals with the number i in the dimension j after the t-th iteration of the sparrow population is represented, wherein delta represents a random number obeying the normal distribution of [0,1 ]; The method comprises the steps of representing the optimal adaptation degree sparrow position of a population after t iterations, f _i representing the fragrance concentration of an ith butterfly in a butterfly algorithm, f representing the measurement value of the fragrance concentration emitted by the butterfly, c representing the sensory mode factor of the butterfly, taking 0.1, I representing the stimulation intensity, epsilon representing the fragrance factor, taking 0.01, Q representing a random number and obeying normal distribution, L representing a1×d matrix, R ₂ and ST representing warning values and warning thresholds, wherein when R ₂ is less than ST, the safety of a foraging area is represented, and when R ₂ is more than or equal to ST, the safety of the foraging area is represented;

Step S63, introducing a Cauchy mutation strategy into a sparrow search algorithm, wherein the calculation formula is as follows:

wherein: representing the sparrow position with the worst fitness after t iterations of the population; representing the position of a finder with optimal fitness of the population after t+1 iterations; cauchy (0, 1) represents a standard Cauchy distribution; The method comprises the steps of multiplying, wherein A represents a 1×d matrix, 1 or-1 is randomly selected as an element, A ⁺＝A^T(AA^T)^-1 is met, n represents the set follower quantity, when i is greater than n/2, the individual fitness value difference represents the part, a finder cannot follow, self-foraging is needed, and otherwise, the follower can follow the optimal individual to forage.