Expressway and town co-construction and sharing fire station site selection method

Abstract

The invention is applicable to the technical field of site selection of fire stations, and relates to a site selection method for co-building and sharing fire stations of expressways and cities and towns, which accurately characterizes fire rescue demand points of cities and towns by fusing multi-source data, and establishes an equivalent conversion model for expressway fire risks and urban building fire risks. A linear expressway rescue demand is converted into a discrete rescue demand point, reachability is calculated based on a real-time road condition, and an absolute value of a ratio between a coverage expressway rescue demand point and an input ratio of a coverage town rescue demand point which can be newly added compared with an original fire station after a candidate fire station is newly added is calculated; according to the method, the combination meeting the specified floating range is sequentially evaluated and reserved, so that the coverage rate, fairness and economical efficiency of the site selection method at the demand point are ensured, the maximum coverage rate of the demand point is ensured, the scientificity of site selection decision is improved, the fire-fighting service level and the emergency response capability of the expressway are improved, the rescue efficiency is high, and the loss is relatively low.

Description

Technical Field

[0001] The invention belongs to the technical field of fire station site selection, and in particular relates to a site selection method for a fire station jointly built and shared by a highway and a town. Background Art

[0002] With the continuous expansion of the expressway network and the increase in traffic volume, the incidence of fire accidents on expressways is also gradually increasing. Due to the characteristics of expressways such as long mileage, high speed and large traffic volume, once a fire occurs, the fire spreads rapidly. In addition, due to factors such as traffic congestion and poor rescue channels, the traditional emergency response mode that relies on urban fire stations is often difficult to be in place quickly, resulting in low rescue efficiency and large losses. In order to cope with this problem, many regions have begun to try to establish co-built and shared fire stations that can serve both towns and expressways. For example, the Guizhou Provincial Highway Development Group actively connected with the Dejiang County People's Government and the Dejiang County Fire Rescue Brigade to jointly build the Wuling North Road Fire Rescue Station next to the Dejiang North Toll Station. The establishment of this station significantly shortened the arrival time of fire rescue, ensured public safety, and brought good results to the society. However, in the actual construction process, there is no specific theoretical support for how to integrate multi-source data to characterize urban fire rescue demand points, how to ensure the fairness of site selection, how to decide the picking criteria of rescue demand points in expressways, and how to calculate rescue accessibility under the premise of considering real-time road conditions.

[0003] The patent application with publication number CN118521089A provides a method for selecting a site for a highway fire station, which includes obtaining the fire rescue accessibility of each new fire rescue supply point to each fire rescue demand point based on the fire rescue response time from each new fire rescue supply point to each fire rescue demand point, constructing a highway fire station site selection planning model with the goal of maximizing the ratio of the fire rescue accessibility of each new fire rescue supply point to each fire rescue demand point and the total cost of fire station construction, and obtaining the final selection point of the fire station based on preset constraints and the highway fire station site selection planning model. This patent application only realizes the site selection of fire stations on highways, and does not provide relevant technical solutions for how to realize the site selection of fire stations that can be shared by highways and towns, and has the same disadvantages as the prior art.

[0004] Therefore, how to provide a method for selecting a site for fire stations jointly built and shared by highways and towns to improve rescue efficiency and reduce losses is an urgent problem to be solved by personnel in this technical field. Summary of the invention

[0005] In view of the shortcomings of the prior art, the purpose of the present invention is to provide a method for selecting a site for fire stations jointly built and shared by highways and towns, so as to solve the problem that it is impossible to establish a jointly built and shared fire station that can serve towns and highways at the same time in the prior art, and the emergency response mode of existing town fire stations is often difficult to be put in place quickly, resulting in low rescue efficiency and large losses.

[0006] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0007] The present invention provides a method for selecting a site for a fire station jointly built and shared by a highway and a town, comprising the following steps:

[0008] S10. Determine the proportion of construction investment in place between the government and highway operations, and calculate the total estimated amount of investment in fire station construction; S20. Integrate multi-source data to obtain the precise location of urban rescue demand points, classify urban buildings, evaluate the risk value of each type of building, and use the risk value to perform weighted calculations for the number of urban rescue demand points; S30. Divide the highway into different sections, and use equivalent traffic volume, section length, fire accident probability and consequence value to estimate the risk value of each section of the highway; S40. Construct an equivalent conversion model for highway fire risk and urban building fire risk, calculate the number of kilometers of highway demand point picking intervals, and pick up Take the longitude and latitude of the rescue demand point on the highway; S50, determine the precise location of all existing fire stations and candidate fire stations through online map query and fire stations provided by relevant departments; S60, calculate the average arrival time of all candidate fire stations to each existing fire station, as well as the average arrival time between each candidate fire station, and filter out combinations that do not meet the requirements; S70, for the retained combinations, calculate the number of coverable demand points for each combination in different scenarios, and exclude combinations that do not meet the requirements; S80, among the remaining combinations, ensure that the construction budget is lower than the initial total budget, and select the combination with the most coverable demand points as the final fire station location.

[0009] Furthermore, in step S10, the total budget of the initial construction investment is defined as M0, wherein the ratio between the government investment and the highway operating unit investment is I g,0 / I e,0 Assuming that the service life of a fire station is n years, the total investment in the later operation is defined as M1, M2, …, M n The ratio between the annual government investment and the investment of the highway operating unit is the same, and the value is I g / I e , given the discount rate is r, the total government investment T1 and the total highway operator investment T2 are calculated as follows:

[0010]

[0011] Furthermore, in step S20, the precise location of buildings in the town is obtained by directly using the network map to retrieve POI information, or by using the geographic information in the government's public bidding, and a building is defined as a rescue demand point. A total of a town rescue demand points are captured, and the longitude and latitude of each demand point are marked as: (lonC1, latC1), (lonC2, latC2), ..., (lonC a ,latC a ), divide the demand points into m categories according to different building types, select the building type with the highest number of buildings as the benchmark building, assuming that there are B0 benchmark buildings, and the other types of buildings are B1, B2, B3...B m-1 The calculation formula of a value is as follows:

[0012] a=B0+B1+B2+…+B m-1 .

[0013] Furthermore, the risk values ​​of various types of buildings are determined based on historical data and expert evaluations. The risk values ​​are evaluated in monetary units. The risk value of a single benchmark building is defined as R0 million yuan / year, and the risk values ​​of other types of buildings are R1, R2, R3...R m-1 Ten thousand yuan / year, use the risk value to weight the demand points of non-benchmark buildings, pick one demand point for each building, and the risk value is R m-1 A non-base building is weighted as R in the calculation. m-1 / R0 demand points.

[0014] Furthermore, in step S30, the expressway is divided into h different sections according to the traffic volume, components and traffic direction, and the passing vehicles are divided into passenger cars, medium-sized cars, large cars and train cars. The conversion of traffic volume uses passenger cars as the standard vehicle type, and the conversion coefficient of passenger cars is 1.0, the conversion coefficient of medium-sized cars is 1.5, the conversion coefficient of large cars is 2.5, and the conversion coefficient of train cars is 4.0. It is marked that there are s0 billion passenger cars, s1 billion medium-sized cars, s2 billion large cars, and s3 billion train cars passing within T years. The equivalent traffic volume V billion cars / year of h different sections is calculated by the following formulas, and the calculation results are marked as V1, V2, V3...V h :

[0015]

[0016] The fire accident probabilities of tunnels, bridges and ordinary roads are marked as P t , P b and P rtimes / 100 million vehicles / km, the equivalent traffic volume of h different road sections is V1, V2, V3…V h 100 million vehicles / year, with lengths of L1, L2, L3…L h km, in order to correspond to the fire accident probability unit of urban buildings, the units of the known highway fire accident probability are converted into P1', P2', P3'...P h 'Times / year, the unit conversion of the i-th road section is as follows according to different road structures:

[0017] P i '=P t ×V i ×L i

[0018] P i '=P b ×V i ×L i

[0019] P i '=P r ×V i ×L i ;

[0020] A consequence value I is assigned to each section of the highway for fire risk assessment. The unit is 10,000 yuan / time, which indicates the degree of impact on the highway if a fire occurs. The consequence values ​​are marked as I1, I2, I3…I h , multiply the fire accident probability value and consequence value of each road section to obtain the risk value of the road section. The risk value is defined as R, and the formula for calculating the risk value of the highway section i is as follows:

[0021] R i =P i '×I i .

[0022] Furthermore, in step S40, the highway rescue demand points are linked to the equivalent urban demand points with the risk value as the measurement unit. It is known that the risk value of the demand point of a benchmark building is R0, and the risk values ​​of other different road sections are R1, R2, R3...R h , define the total number of demand points on different road sections as H1, H2, H3…H h , the total number of rescue demand points on the highway in the i-th section H i The calculation formula is as follows, where H i Round up:

[0023]

[0024] The lengths of different sections are L1, L2, L3…L hkilometers, the interval kilometers are defined as X1, X2, X3...X h , the number of kilometers of the selection interval of the demand points of the i-th section of the highway is X i The calculation includes the following cases:

[0025] When the demand point is picked up from the starting point of the road segment, X i The calculation is as follows:

[0026]

[0027] When the demand point is not picked up from the starting point of the road segment, X i The calculation is as follows:

[0028]

[0029] According to the above steps, every X i Pick up a demand point per kilometer. Assume that a total of b highway rescue demand points are picked up, and mark the longitude and latitude of each demand point as: (lonH1, latH1), (lonH2, latH2),…, (lonH b ,latH b ).

[0030] Furthermore, in step S50, it is assumed that there are p existing fire stations, and their longitudes and latitudes are marked as (lonEF1, latEF1), (lonEF2, latEF2), ..., (lonEF p ,latEF p ), there are q candidate fire stations, and their longitudes and latitudes are marked as (lonPF1, latPF1), (lonPF2, latPF2),…, (lonPF q ,latPF q ).

[0031] Furthermore, in step S60, assuming that u fire stations need to be selected from the candidate fire stations for construction, initially We randomly select Z consecutive evaluation scenarios within a certain period of time, call the online map API to calculate the average arrival time of each candidate fire station to the existing fire station, and define the time from the ith candidate fire station to the jth existing fire station as T in the kth evaluation scenario. ij,k , the average arrival time between two fire stations is T ij,kA The calculation formula is as follows:

[0032]

[0033] Assuming that the demand points that can be covered by the rescue dispatch of fire stations within OT s are covered points, the candidate fire stations whose average time to reach the existing fire stations is less than θ · OT s are excluded, and the value of θ is controlled according to the government's requirements for safety investment, leaving q' candidate fire stations;

[0034] Select u more fire stations from the remaining q' candidate fire stations and combine them with all existing fire stations, for a total of In this combination, two candidate fire stations whose average arrival time between them is less than θ·OT s are not paired. In the above selected continuous evaluation scenarios, the online map API is called to calculate the real-time travel time between the candidate fire stations. It is defined that in the yth evaluation scenario, among the remaining q' candidate fire stations, the time from the i-th candidate fire station to the j-th candidate fire station is T ij,y , the average arrival time between two fire stations is T ij,yA The calculation formula is as follows:

[0035]

[0036] Furthermore, in step S70, in the continuous evaluation scenario selected in step S60, the online map API is called to calculate the real-time travel time from the rescue supply point to the rescue demand point. It is defined that in the lth evaluation scenario, only the existing fire stations are calculated, and the number of demand points of the jth type of building that the i-th fire station can cover within OT s is EC i,j The number of highway rescue demand points that can be covered within OT s is EC ei After adding u candidate fire stations to it, the number of demand points of the vth type of building that the wth fire station can cover in OT s is EC w,v The highway rescue demand points that can be covered within OT s are EC ew Then the total number of urban rescue demand points that can be covered by p existing fire stations is The total number of highway rescue demand points that can be covered is After adding u candidate fire stations, the total number of urban rescue demand points that can be covered is The total number of highway rescue demand points that can be covered is

[0037] Calculate the absolute value of the ratio between the newly added urban rescue demand points that can be covered by the original fire stations and the rescue demand points on the highways that can be covered after adding u candidate fire stations, and ensure that the size of the ratio fluctuates around 1, and the floating range is set within [α, β], where α<1<β. The calculation formula of the ratio value is as follows:

[0038]

[0039] All the remaining combinations screened in step S60 are evaluated in sequence, and the combinations whose calculation results meet the specified floating range are retained.

[0040] Furthermore, in step S80, assuming that w combinations are finally left after screening through steps S60 to S70, the w combinations are sequentially substituted into the following formula for calculation:

[0041]

[0042] Select the combination with the largest sum D of covered demand points and a construction investment lower than the estimated total investment M0 of the initial construction. That is, select the optimal combination with a construction cost lower than the estimated cost in order of D values ​​from large to small.

[0043] Compared with the prior art, the site selection method for fire stations co-built and shared by highways and towns provided by the present invention has at least the following beneficial effects:

[0044] The emergency response mode of urban fire stations in the prior art is often difficult to be put in place quickly, resulting in low rescue efficiency and large losses. The present invention accurately characterizes urban fire rescue demand points by integrating multi-source data, and establishes an equivalent conversion model for highway fire risk and urban building fire risk, converting linear highway rescue demand into discrete rescue demand points. At the same time, it also calculates accessibility based on real-time road conditions, calculates the absolute value of the ratio between the newly added urban rescue demand points that can be covered by the candidate fire station compared to the original fire station, and the ratio of the newly added highway rescue demand points to the input ratio, evaluates and retains the combinations that meet the specified floating range in turn, thereby ensuring the coverage, fairness and economy of the site selection method at the demand points. The present invention ensures the maximum coverage of demand points, improves the scientific nature of site selection decisions, helps to improve the level of fire service and highway emergency response capabilities, and has high rescue efficiency and low losses. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the scheme of the present invention, a brief introduction is given below to the figures required for use in the description of the embodiments. Obviously, the figures described below are some embodiments of the present invention. For ordinary technicians in this field, other figures can be obtained based on these figures without paying any creative work.

[0046] Figure 1 A flowchart of a method for selecting a site for fire stations jointly built and shared by highways and towns provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0047] In order to facilitate the understanding of the present invention, the present invention will be described more fully below with reference to the relevant drawings. The preferred embodiments of the present invention are given in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present invention more thorough and comprehensive.

[0048] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used in the specification of the present invention herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0049] The present invention provides a method for selecting a site for a fire station that is jointly built and shared by a highway and a town, which is applied to the site selection process of a fire station that can serve both a town and a highway. The method for selecting a site for a fire station that is jointly built and shared by a highway and a town comprises the following steps:

[0050] S10. Determine the proportion of construction investment in place between the government and highway operations, and calculate the total estimated amount of investment in fire station construction; S20. Integrate multi-source data to obtain the precise location of urban rescue demand points, classify urban buildings, evaluate the risk value of each type of building, and use the risk value to perform weighted calculations for the number of urban rescue demand points; S30. Divide the highway into different sections, and use equivalent traffic volume, section length, fire accident probability and consequence value to estimate the risk value of each section of the highway; S40. Construct an equivalent conversion model for highway fire risk and urban building fire risk, calculate the number of kilometers of highway demand point picking intervals, and pick up Take the longitude and latitude of the rescue demand point on the highway; S50, determine the precise location of all existing fire stations and candidate fire stations through online map query and fire stations provided by relevant departments; S60, calculate the average arrival time of all candidate fire stations to each existing fire station, as well as the average arrival time between each candidate fire station, and filter out combinations that do not meet the requirements; S70, for the retained combinations, calculate the number of coverable demand points for each combination in different scenarios, and exclude combinations that do not meet the requirements; S80, among the remaining combinations, ensure that the construction budget is lower than the initial total budget, and select the combination with the most coverable demand points as the final fire station location.

[0051] The present invention solves the problem that it is impossible to establish a co-built and shared fire station that can serve towns and highways at the same time in the prior art, and the emergency response mode of existing town fire stations is often difficult to be put in place quickly, resulting in low rescue efficiency and large losses.

[0052] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings.

[0053] The present invention provides a method for selecting a site for fire stations that are jointly built and shared by highways and towns, which is applied to the site selection process of fire stations that can serve towns and highways at the same time. Figure 1 As shown, in this embodiment, the site selection method for the fire station jointly built and shared by highways and towns includes the following steps:

[0054] S10. Determine the proportion of construction investment between the government and highway operations, and calculate the total estimated amount of investment in fire station construction.

[0055] Specifically, in this embodiment, in step S10, the total budget of the initial construction investment is defined as M0, where the ratio between the government investment and the highway operating unit investment is I. g,0 / I e,0 Assuming that the service life of a fire station is n years, the total investment in the later operation is defined as M1, M2, …, M n The ratio between the annual government investment and the investment of the highway operating unit is the same, and the value is I g / I e , given the discount rate is r, the total government investment T1 and the total highway operator investment T2 are calculated as follows:

[0056]

[0057] In this embodiment, it is assumed that a certain area plans to build a new fire station, and the total initial construction investment of the project is RMB 5 million, of which the ratio of the initial investment of the government to the initial investment of the highway operating unit is 6:4. In addition, it is assumed that the service life of the fire station is 20 years, and the annual operating investment remains unchanged at RMB 1.5 million. The investment ratio of the government and the highway operating unit during the operation period is the same, both 50%. The discount rate is known to be 5%. According to the formula, the total investment of the government and the highway operating unit can be calculated.

[0058] Total government investment T1:

[0059]

[0060] Total investment of expressway operating units T2:

[0061]

[0062] S20. Integrate multi-source data to obtain the precise location of urban rescue demand points, classify urban buildings, evaluate the risk value of each type of building, and use the risk value to perform weighted calculations on the number of urban rescue demand points.

[0063] Specifically, in this embodiment, in step S20, the precise location of buildings in the town is obtained by directly using the network map to retrieve POI information, or by using the geographic information in the government's public bidding, and a building is specified as a rescue demand point. A total of a town rescue demand points are captured, and the longitude and latitude of each demand point are marked as: (lonC1, latC1), (lonC2, latC2), ..., (lonC a ,latC a ), divide the demand points into m categories according to different building types, select the building type with the highest number of buildings as the benchmark building, assuming that there are B0 benchmark buildings, and the other types of buildings are B1, B2, B3...B m-1 The calculation formula of a value is as follows:

[0064] a=B0+B1+B2+…+B m-1 .

[0065] In this embodiment, the POI information of urban buildings is retrieved through Baidu Maps, and the geographic information in the government's public bidding is queried to obtain the precise location of the buildings in the town, and their longitude and latitude are marked respectively. It is assumed that the buildings are divided into 5 categories according to different types, of which there are 500 benchmark buildings. For unified calculation, the other types of buildings are 200 each. The actual total number of demand points in the town is 1,300.

[0066] Furthermore, in this embodiment, the risk values ​​of various types of buildings are determined based on historical data and expert evaluation. The risk values ​​are evaluated in monetary units. The risk value of a single benchmark building is defined as R0 million yuan / year, and the risk values ​​of other types of buildings are R1, R2, R3...R m-1 Ten thousand yuan / year, use the risk value to weight the demand points of non-benchmark buildings, pick one demand point for each building, and the risk value is R m-1 A non-base building is weighted as R in the calculation. m-1 / R0 demand points.

[0067] In this example, it is assumed that the risk value R0 of a single benchmark building is 500,000 yuan / year, and the risk values ​​of other types of buildings are 550,000 yuan / year, 600,000 yuan / year, 650,000 yuan / year, and 700,000 yuan / year, respectively. In this case, 1,300 demand points are actually picked up, and the weights in the calculation are A demand point.

[0068] S30. Divide the expressway into different sections, and use equivalent traffic volume, section length, fire accident probability and consequence value to estimate the risk value of each section of the expressway.

[0069] Specifically, in this embodiment, the expressway is divided into h different sections according to the traffic volume, components (tunnels, bridges and roads) and traffic direction, and the passing vehicles are divided into small passenger cars, medium-sized cars, large vehicles and car trains. The conversion of traffic volume uses small passenger cars as the standard vehicle type. The conversion coefficient of small passenger cars is 1.0, representing passenger cars with ≤19 seats and trucks with a load capacity ≤2t. The conversion coefficient of medium-sized cars is 1.5, representing passenger cars with >19 seats and trucks with a load capacity of 2t < ≤7t. The conversion coefficient of large vehicles is 2.5, trucks with a load capacity of 7t < ≤20t. The conversion coefficient of car trains is 4.0, representing trucks with a load capacity >20t. It is marked that there are s0 billion small passenger cars, s1 billion medium-sized cars, s2 billion large vehicles and s3 billion car trains passing within T years. The equivalent traffic volume V billion vehicles / year of h different sections is calculated by the following formulas, and the calculation results are marked as V1, V2, V3...V h :

[0070]

[0071] In this embodiment, it is assumed that there are 5 million passenger cars, 50,000 medium-sized cars, 600,000 large cars, and 10,000 trains passing through the h1 section within 5 years. The equivalent annual traffic volume of the h1 section is:

[0072]

[0073] Furthermore, in this embodiment, the fire accident probabilities of tunnels, bridges, and ordinary roads are marked as P and t , P b and P r times / 100 million vehicles / km, the equivalent traffic volume of h different road sections is V1, V2, V3…V h 100 million vehicles / year, with lengths of L1, L2, L3…L h km, in order to correspond to the fire accident probability unit of urban buildings, the units of the known highway fire accident probability are converted into P1', P2', P3'...P h 'Times / year, the unit conversion of the i-th road section is as follows according to different road structures:

[0074] P i '=P t ×V i ×L i

[0075] P i '=P b ×V i ×L i

[0076] P i '=Pr ×V i ×L i .

[0077] In this embodiment, it is assumed that the h1 section is a tunnel. It is known that the probability of fire accidents in the tunnel section is 4 times / 100 million vehicles / km, the equivalent traffic volume is 0.00423 billion vehicles / year, and the length is 100 kilometers. Then the conversion of this section is:

[0078] P1′=4×0.00423×100=1.692 (times / year).

[0079] Furthermore, in this embodiment, a consequence value I is evaluated for the fire risk of each road section, and the unit is 10,000 yuan / time, which indicates the degree of impact on the section of highway if a fire occurs. The consequence values ​​are marked as I1, I2, I3...I h , multiply the fire accident probability value and consequence value of each road section to obtain the risk value of the road section. The risk value is defined as R, and the formula for calculating the risk value of the highway section i is as follows:

[0080] R i =P i '×I i .

[0081] In this embodiment, assuming that the consequence value of the h1 section is 1 million yuan / time, the risk value of the section is R1=P1′×I1=1.692×100=1.692 million yuan / year.

[0082] S40. Construct an equivalent conversion model for highway fire risk and urban building fire risk, calculate the kilometer interval of highway demand point picking, and pick up the longitude and latitude of highway rescue demand points.

[0083] Specifically, in this embodiment, in step S40, the highway rescue demand points are linked to the equivalent urban demand points with the risk value as the measurement unit. It is known that the risk value of the demand point of a benchmark building is R0, and the risk values ​​of other different road sections are R1, R2, R3...R h , define the total number of demand points on different road sections as H1, H2, H3…H h , the total number of rescue demand points on the highway in the i-th section H i The calculation formula is as follows, where H i Round up:

[0084]

[0085] In this embodiment, the total number of highway rescue demand points in the assumed h1 section is indivual.

[0086] Furthermore, in this embodiment, the lengths of different sections are L1, L2, L3...L h kilometers, the interval kilometers are defined as X1, X2, X3...X h , the number of kilometers of the selection interval of the demand points of the i-th section of the highway is X i The calculation includes the following cases:

[0087] When the demand point is picked up from the starting point of the road segment, X i The calculation is as follows:

[0088]

[0089] When the demand point is not picked up from the starting point of the road segment, X i The calculation is as follows:

[0090]

[0091] In this embodiment, the kilometers of the demand point picking interval are calculated for the h1 section. If the demand point picking starts from the starting point of the section, then km, on the contrary, if the demand point is not picked up from the starting point of the road segment, then kilometer.

[0092] Further, in this embodiment, according to the above steps, every X i Pick up a demand point per kilometer. Assume that a total of b highway rescue demand points are picked up, and mark the longitude and latitude of each demand point as: (lonH1, latH1), (lonH2, latH2),…, (lonH b ,latH b ).

[0093] S50. Determine the precise locations of all existing fire stations and candidate fire stations through online map queries and fire stations provided by relevant departments.

[0094] Specifically, in this embodiment, it is assumed that there are p existing fire stations, and their longitudes and latitudes are marked as (lonEF1, latEF1), (lonEF2, latEF2), ..., (lonEF p ,latEF p ), there are q candidate fire stations, and their longitudes and latitudes are marked as (lonPF1, latPF1), (lonPF2, latPF2),…, (lonPF q ,latPF q ).

[0095] S60, calculating the average arrival time of all candidate fire stations to each existing fire station, and the average arrival time between each candidate fire station, and filtering out combinations that do not meet the requirements.

[0096] Specifically, in this embodiment, assuming that u fire stations need to be selected from the candidate fire stations for construction, initially We randomly select Z consecutive evaluation scenarios within a certain period of time, call the online map API to calculate the average arrival time of each candidate fire station to the existing fire station, and define the time from the ith candidate fire station to the jth existing fire station as T in the kth evaluation scenario. ij,k , the average arrival time between two fire stations is T ij,kA The calculation formula is as follows:

[0097]

[0098] Assuming that the demand points that can be covered by the rescue dispatch of fire stations within OT s are covered points, the candidate fire stations whose average time to reach the existing fire stations is less than θ·OT s are excluded, and the value of θ is controlled according to the government's requirements for safety investment, leaving q' candidate fire stations.

[0099] In this embodiment, it is assumed that there are 5 existing fire stations and 10 candidate fire stations. It is necessary to select 2 from the candidate fire stations for construction, and set the demand points that can be reached by rescue within 420s as the coverable points. Calculate the average arrival time of the 10 candidate fire stations to the 5 existing fire stations. Assume that θ = 2. When the arrival time between a candidate fire station and an existing fire station is less than 2 × 420 = 840s, the point is excluded from the selection consideration range. Assume that there are 8 candidate fire stations left after this round of screening.

[0100] Furthermore, in this embodiment, u fire stations are selected from the remaining q' candidate fire stations to be combined with all existing fire stations, for a total of In this combination, two candidate fire stations whose average arrival time between them is less than θ·OT s are not paired. In the above selected continuous evaluation scenarios, the online map API is called to calculate the real-time travel time between the candidate fire stations. It is defined that in the yth evaluation scenario, among the remaining q' candidate fire stations, the time from the i-th candidate fire station to the j-th candidate fire station is T ij,y , the average arrival time between two fire stations is T ij,yA The calculation formula is as follows:

[0101]

[0102] In this embodiment, among the remaining 8 candidate fire stations, there are a total of In order to reduce the duplication rate of the number of points that can be covered between fire stations, when the arrival time between candidate points is less than 840s, the two points do not form a combination. Assume that there are 20 combinations left after this round of screening.

[0103] S70. For the retained combinations, calculate the number of coverable demand points for each combination in different scenarios, and exclude combinations that do not meet the requirements.

[0104] Specifically, in this embodiment, in step S70, in the continuous evaluation scenario selected in step S60, the online map API is called to calculate the real-time travel time from the rescue supply point to the rescue demand point. It is defined that in the lth evaluation scenario, only the existing fire stations are calculated, and the number of demand points of the jth type of building that the i-th fire station can cover within OT s is EC i,j The number of highway rescue demand points that can be covered within OT s is EC ei After adding u candidate fire stations to it, the number of demand points of the vth type of building that the wth fire station can cover in OT s is EC w,v The highway rescue demand points that can be covered within OT s are EC ew Then the total number of urban rescue demand points that can be covered by p existing fire stations is The total number of highway rescue demand points that can be covered is After adding u candidate fire stations, the total number of urban rescue demand points that can be covered is The total number of highway rescue demand points that can be covered is

[0105] To ensure fairness, the absolute value of the ratio between the newly added u candidate fire stations that can cover the rescue demand points in urban areas compared to the original fire stations and the rescue demand points on highways that can be covered and the input ratio is calculated, and the size of the ratio is guaranteed to fluctuate around 1, and the floating range is set within [α, β], where α<1<β. The calculation formula of the ratio value is as follows:

[0106]

[0107] All remaining combinations screened in step S60 are evaluated in turn, and combinations whose calculation results meet the specified floating range are retained.

[0108] In this embodiment, the floating range is set to [0.8, 1.2]. Among the remaining 20 groups, one group is selected for fairness judgment. For the convenience of calculation, it is assumed that each fire station can cover the same content. It is assumed that there are 5 types of buildings in the town, the number of points that the benchmark building can cover is 200, and the number of points that the non-benchmark building can cover is 80. Then, at time l, the total number of rescue demand points in the town that can be covered by the 5 existing fire stations is The highway rescue demand points that can be covered are After adding the two selected candidate fire stations, the total number of urban rescue demand points that can be covered is The highway rescue demand points that can be covered are After adding two candidate fire stations, the ratio of the newly added urban rescue demand points to the newly added highway rescue demand points to the investment ratio is Within the floating range, the combination is retained.

[0109] S80. Among the remaining combinations, ensure that the construction budget is lower than the initial total budget, and select the combination that can cover the largest number of demand points as the final fire station site.

[0110] Specifically, in this embodiment, assuming that w combinations are finally left after screening through steps S60 to S70, the w combinations are sequentially substituted into the following formula for calculation:

[0111]

[0112] Select the combination with the largest sum D of covered demand points and a construction investment lower than the estimated total investment M0 of the initial construction. That is, select the optimal combination with a construction cost lower than the estimated cost in order of D values ​​from large to small.

[0113] The site selection method for jointly building and sharing fire stations between highways and towns described in the above embodiment is compared with the prior art. The emergency response mode of town fire stations in the prior art is often difficult to be put in place quickly, resulting in low rescue efficiency and large losses. The present invention accurately characterizes the demand points for urban fire rescue by integrating multi-source data, and establishes an equivalent conversion model for highway fire risk and urban building fire risk, converts linear highway rescue demand into discrete rescue demand points, and also calculates accessibility based on real-time road conditions, calculates the absolute value of the ratio between the newly added candidate fire stations and the newly added urban rescue demand points that can be covered compared to the original fire stations, and the ratio of the newly covered highway rescue demand points to the input ratio, evaluates and retains the combinations that meet the specified floating range in turn, thereby ensuring the coverage, fairness and economy of the site selection method at the demand points. The present invention ensures the maximum coverage of demand points, improves the scientific nature of site selection decisions, helps to improve the level of fire service and highway emergency response capabilities, and has high rescue efficiency and low losses.

[0114] Obviously, the embodiments described above are only preferred embodiments of the present invention, rather than all embodiments. The preferred embodiments of the present invention are shown in the accompanying drawings, but they do not limit the patent scope of the present invention. The present invention can be implemented in many different forms. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present invention more thorough and comprehensive. Although the present invention has been described in detail with reference to the aforementioned embodiments, for those skilled in the art, it is still possible to modify the technical solutions recorded in the aforementioned specific embodiments, or to perform equivalent replacements for some of the technical features therein. Any equivalent structure made using the contents of the specification and drawings of the present invention, directly or indirectly used in other related technical fields, is also within the scope of patent protection of the present invention.

Claims

1. A method for selecting a site for fire stations to be built and shared by highways and towns, characterized in that: The following steps are involved: S10. Determine the proportion of construction investment by the government and the highway operation in place, and calculate the total estimated amount of investment in fire station construction; S20, integrating multi-source data to obtain the precise location of urban rescue demand points, classifying urban buildings, assessing the risk values ​​of various types of buildings, and using the risk values ​​to perform weighted calculations on the number of urban rescue demand points; S30, dividing the expressway into different sections, and estimating the risk value of each section of the expressway using equivalent traffic volume, section length, fire accident probability and consequence value; S40, constructing a conversion model for the equivalent of highway fire risk and urban building fire risk, calculating the kilometer interval of highway demand point picking, and picking the longitude and latitude of highway rescue demand points; S50. Determine the precise locations of all existing fire stations and candidate fire stations through online map query and fire stations provided by relevant departments; S60, calculating the average arrival time from all candidate fire stations to each existing fire station, and the average arrival time between each candidate fire station, and filtering out combinations that do not meet the requirements; S70. For the retained combinations, calculate the number of coverable demand points of each combination in different scenarios, and exclude combinations that do not meet the requirements; S80. Among the remaining combinations, ensure that the construction budget is lower than the initial total budget, and select the combination that can cover the largest number of demand points as the final fire station site.

2. A method for selecting a site for fire stations jointly built and shared by highways and towns according to claim 1, characterized in that: In step S10, the total budget of the initial construction investment is defined as M0, where the ratio between the government investment and the highway operating unit investment is I g,0 / I e,0 Assuming that the service life of a fire station is n years, the total investment in the later operation is defined as M1, M2, …, M n The ratio between the annual government investment and the investment of the highway operating unit is the same, and the value is I g / I e , given the discount rate is r, the total government investment T1 and the total highway operator investment T2 are calculated as follows:

3. A method for selecting a site for fire stations to be built and shared by highways and towns according to claim 1, characterized in that: In step S20, the precise location of buildings in the town is obtained by directly using the network map to retrieve POI information, or by using the geographic information in the government's public bidding, and a building is defined as a rescue demand point. A total of a town rescue demand points are captured, and the longitude and latitude of each demand point are marked as: (lonC1, latC1), (lonC2, latC2), ..., (lonC a ,latC a ), divide the demand points into m categories according to different building types, select the building type with the highest number of buildings as the benchmark building, assuming that there are B0 benchmark buildings, and the other types of buildings are B1, B2, B3...B m-1 The calculation formula of a value is as follows: <h2 style=";text-align:left;direction:ltr">a=B0+B1+B2+…+B<h2 style=";text-align:left;direction:ltr"> m-1 <h2 style=";text-align:left;direction:ltr"> 。 4. A method for selecting a site for fire stations jointly built and shared by highways and towns according to claim 3, characterized in that: The risk values ​​of various types of buildings are determined based on historical data and expert evaluation. The risk values ​​are evaluated in monetary units. The risk value of a single benchmark building is defined as R0 million yuan / year, and the risk values ​​of other types of buildings are R1, R2, R3...R m-1 Ten thousand yuan / year, use the risk value to weight the demand points of non-benchmark buildings, pick one demand point for each building, and the risk value is R m-1 A non-base building is weighted as R in the calculation. m-1 / R0 demand points.

5. The method for selecting a site for fire stations jointly built and shared by highways and towns according to claim 1 is characterized in that: In the step S30, the expressway is divided into h different sections according to the traffic volume, components and traffic direction, and the passing vehicles are divided into passenger cars, medium-sized cars, large cars and trains. The conversion of traffic volume uses passenger cars as the standard vehicle type, and the conversion coefficient of passenger cars is 1.0, the conversion coefficient of medium-sized cars is 1.5, the conversion coefficient of large cars is 2.5, and the conversion coefficient of trains is 4.

0. It is marked that there are s0 million passenger cars, s1 million medium-sized cars, s2 million large cars, and s3 million trains passing within T years. The equivalent traffic volume V billion cars / year of h different sections is calculated by the following formulas, and the calculation results are marked as V1, V2, V3...V h : The fire accident probabilities of tunnels, bridges and ordinary roads are marked as P t , P b and P r times / 100 million vehicles / km, the equivalent traffic volume of h different road sections is V1, V2, V3…V h 100 million vehicles / year, with lengths of L1, L2, L3…L h km, in order to correspond to the fire accident probability unit of urban buildings, the units of the known highway fire accident probability are converted into P1', P2', P3'...P h 'Times / year, the unit conversion of the i-th road section is as follows according to different road structures: P i '=P t ×V i ×L i P i '=P b ×V i ×L i P i '=P r ×V i ×L i ; A consequence value I is assigned to each section of the highway for fire risk assessment. The unit is 10,000 yuan / time, which indicates the degree of impact on the highway if a fire occurs. The consequence values ​​are marked as I1, I2, I3…I h , multiply the fire accident probability value and consequence value of each road section to obtain the risk value of the road section. The risk value is defined as R, and the formula for calculating the risk value of the highway section i is as follows: R i =P i '×I i 。 6. A method for selecting a site for fire stations jointly built and shared by highways and towns according to claim 1, characterized in that: In step S40, the highway rescue demand points are linked to the equivalent urban demand points using the risk value as the measurement unit. It is known that the risk value of a demand point of a benchmark building is R0, and the risk values ​​of other different road sections are R1, R2, R3...R h , define the total number of demand points on different road sections as H1, H2, H3…H h , the total number of rescue demand points on the highway in the i-th section H i The calculation formula is as follows, where H i Round up: The lengths of different sections are L1, L2, L3…L h kilometers, the interval kilometers are defined as X1, X2, X3...X h , the number of kilometers of the selection interval of the demand points of the i-th section of the highway is X i The calculation includes the following cases: When the demand point is picked up from the starting point of the road segment, X i The calculation is as follows: When the demand point is not picked up from the starting point of the road segment, X i The calculation is as follows: According to the above steps, every X i Pick up a demand point per kilometer. Assume that a total of b highway rescue demand points are picked up, and mark the longitude and latitude of each demand point as: (lonH1, latH1), (lonH2, latH2),…, (lonH b ,latH b ).

7. A method for selecting a site for fire stations jointly built and shared by highways and towns according to claim 1, characterized in that: In step S50, it is assumed that there are p existing fire stations, and their longitudes and latitudes are marked as (lonEF1, latEF1), (lonEF2, latEF2), ..., (lonEF p ,latEF p ), there are q candidate fire stations, and their longitudes and latitudes are marked as (lonPF1, latPF1), (lonPF2, latPF2),…, (lonPF q ,latPF q ).

8. The method for selecting a site for fire stations jointly built and shared by highways and towns according to claim 1 is characterized in that: In step S60, assuming that u fire stations need to be selected from the candidate fire stations for construction, initially We randomly select Z consecutive evaluation scenarios within a certain period of time, call the online map API to calculate the average arrival time of each candidate fire station to the existing fire station, and define the time from the ith candidate fire station to the jth existing fire station as T in the kth evaluation scenario. ij,k , the average arrival time between two fire stations is T ij,kA The calculation formula is as follows: Assuming that the demand points that can be covered by the rescue dispatch of fire stations within OT s are covered points, the candidate fire stations whose average time to reach the existing fire stations is less than θ · OT s are excluded, and the value of θ is controlled according to the government's requirements for safety investment, leaving q' candidate fire stations; Select u more fire stations from the remaining q' candidate fire stations and combine them with all existing fire stations, for a total of In this combination, two candidate fire stations whose average arrival time between them is less than θ·OT s are not paired. In the above selected continuous evaluation scenarios, the online map API is called to calculate the real-time travel time between the candidate fire stations. It is defined that in the yth evaluation scenario, among the remaining q' candidate fire stations, the time from the i-th candidate fire station to the j-th candidate fire station is T ij,y , the average arrival time between two fire stations is T ij,yA The calculation formula is as follows:

9. A method for selecting a site for fire stations jointly built and shared by highways and towns according to claim 8, characterized in that: In step S70, in the continuous evaluation scenario selected in step S60, the online map API is called to calculate the real-time travel time from the rescue supply point to the rescue demand point. It is defined that in the lth evaluation scenario, only the existing fire stations are calculated, and the number of demand points of the jth type of building that the i-th fire station can cover within OT s is EC i,j The number of highway rescue demand points that can be covered within OT s is EC ei After adding u candidate fire stations to it, the number of demand points of the vth type of building that the wth fire station can cover in OT s is EC w,v The highway rescue demand points that can be covered within OT s are EC ew Then the total number of urban rescue demand points that can be covered by p existing fire stations is The total number of highway rescue demand points that can be covered is After adding u candidate fire stations, the total number of urban rescue demand points that can be covered is The total number of highway rescue demand points that can be covered is Calculate the absolute value of the ratio between the newly added urban rescue demand points that can be covered by the original fire stations and the rescue demand points on the highways that can be covered after adding u candidate fire stations, and ensure that the size of the ratio fluctuates around 1, and the floating range is set within [α, β], where α<1<β. The calculation formula of the ratio value is as follows: All the remaining combinations screened in step S60 are evaluated in sequence, and the combinations whose calculation results meet the specified floating range are retained.

10. A method for selecting a site for fire stations jointly built and shared by highways and towns according to claim 9, characterized in that: In step S80, assuming that w combinations are finally left after screening through steps S60 to S70, the w combinations are sequentially substituted into the following formula for calculation: Select the combination with the largest sum D of covered demand points and a construction investment lower than the estimated total investment M0 of the initial construction. That is, select the optimal combination with a construction cost lower than the estimated cost in order of D values ​​from large to small.

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