Emergency vehicle dispatch decision method and device based on multi-vehicle collaboration

Abstract

The present application proposes a method and device for emergency vehicle dispatch decision-making based on multi-vehicle collaboration, which relates to the field of intelligent dispatch technology, wherein the method includes: obtaining the urban traffic network and abstracting the two-dimensional traffic network topology as well as the relevant information of the candidate fire station and the relevant information of the accident location; forming multiple candidate rescue routes and multiple candidate return routes; calculating the rescue path cost, accident loss, return path cost, and determining the total rescue cost; optimizing based on the total rescue cost to determine the target fire station, the target number of emergency vehicles dispatched by the target fire station, and the target route of the emergency vehicle, and dispatching the target fire station for rescue. The total rescue cost is calculated by the rescue path cost and accident loss on the candidate rescue route and the return path cost on the candidate return route, thereby achieving an accurate estimation of the rescue cost, effectively reducing the loss caused by the tight time of fire rescue, and improving the efficiency of fire handling.

Description

Technical Field

[0001] The present application relates to the field of intelligent dispatching technology, and in particular to an emergency vehicle dispatching decision method and device based on multi-vehicle collaboration. Background Art

[0002] With the continuous acceleration of urbanization, fires are becoming more frequent and larger in scale, especially in high-rise residential buildings, crowded places and dangerous goods chemical plants and other fire-prone areas. After a fire occurs, if the fire emergency force can quickly reach the fire site and immediately launch rescue operations, it will effectively control and contain the occurrence of major fires. According to the "Urban Fire Planning Code", fire rescue must arrive at the fire scene within 5 minutes. However, the actual situation shows that it is difficult for fire emergency rescue to meet the "five-minute fire response" requirement.

[0003] In some fire incidents, due to traffic congestion and the long distance between the fire station and the fire site, emergency vehicles cannot arrive at the scene within 5 minutes, resulting in rapid fire spread and huge destructive power, causing serious casualties and property losses. In current practice, there are no command and decision-making assistance tools developed for emergency response vehicles. When an accident occurs, the emergency command can only regard the emergency response vehicle as a large truck, use satellite map software navigation, and select the shortest geographical path for the emergency response vehicle. With the increasingly accelerated urban construction and development, such a simple planning strategy is obviously not adapted to the command and dispatch of emergency vehicles in the new era. Summary of the invention

[0004] The present application aims to solve one of the technical problems in the related art at least to some extent.

[0005] To this end, the first objective of this application is to propose an emergency vehicle dispatch decision method based on multi-vehicle collaboration.

[0006] The second object of the present application is to provide a device.

[0007] The third objective of the present application is to provide an electronic device.

[0008] A fourth objective of the present application is to provide a computer-readable storage medium.

[0009] A fifth object of the present application is to provide a computer program product.

[0010] To achieve the above objectives, the first embodiment of the present application proposes an emergency vehicle dispatch decision method based on multi-vehicle collaboration, including:

[0011] Obtain the urban traffic network and abstract the two-dimensional traffic network topology as well as relevant information about candidate fire stations and accident locations;

[0012] Obtaining road-related information and traffic flow information corresponding to each road section in the traffic network topology;

[0013] Selecting road segments from the traffic network topology to form a plurality of candidate rescue routes and rescue traffic strategies corresponding to the candidate rescue routes based on the candidate fire station related information and the accident location related information, and selecting road segments from the traffic network topology to form a plurality of candidate return routes and return traffic strategies corresponding to the candidate return routes;

[0014] Calculating a rescue path cost and an accident loss according to the road-related information, the traffic flow information, the candidate rescue routes, and the rescue traffic strategy, calculating a return path cost according to the candidate return routes and the return traffic strategy, and determining a total rescue cost according to the rescue path cost, the return path cost, and the accident loss;

[0015] An optimization is performed based on the total rescue cost, the information related to the candidate fire stations and the information related to the accident location to determine the target fire station, the target number of emergency vehicles dispatched by the target fire station and the target route of the emergency vehicles, and the target fire station is dispatched for rescue.

[0016] Optionally, the traffic network topology includes a road segment and nodes at both ends of the road segment, and the formula of the traffic network topology is expressed as:

[0017]

[0018] Wherein, a is a road segment, A is the traffic network topology, (u, v) is any directed arc from point u to point v, and u and v are two nodes corresponding to any road segment a in the traffic network topology A;

[0019] The candidate fire stations and the accident locations are formulated as follows:

[0020]

[0021] Among them, I is the set of accident locations, i is any accident location in the set of accident locations, J is the set of candidate fire stations, and j is any candidate fire station in the set of candidate fire stations.

[0022] Optionally, the candidate fire station related information includes: the number of emergency vehicles available at the candidate fire station, the coordinates of the candidate fire station, and the total number of the candidate fire stations;

[0023] The accident site related information includes: the coordinates of the accident site, and the minimum number of rescue emergency vehicles required at the accident site.

[0024] Optionally, the selecting of road sections from the traffic network topology to form a plurality of candidate rescue routes and the rescue traffic strategies corresponding to the candidate rescue routes include:

[0025] One or more of the road sections are selected to form a candidate rescue route, wherein the starting point of the candidate rescue route is the candidate fire station, the end point of the candidate rescue route is the accident site, and the rescue traffic strategy includes at least one of the following: traffic signal control release at the intersection, traffic guidance of social vehicles to avoid emergency lanes;

[0026] A first constraint condition is determined, wherein the first constraint condition is formulated as:

[0027]

[0028] Among them, K is the set of candidate rescue routes, k j,i is the candidate rescue route from fire station j to accident location i, k j,i ∈K; f j,i is the first decision variable, which represents the candidate number of emergency vehicles dispatched from candidate fire station j to accident location i; is the second decision variable for the directed arc (u, v) corresponding to the road segment a, which is used to indicate whether the directed arc corresponding to the road segment a is selected into the candidate rescue route k j,i ;

[0029] The candidate rescue routes are screened according to the first constraint condition.

[0030] Optionally, the selecting of road segments from the traffic network topology to form a plurality of candidate return routes and the return traffic strategies corresponding to the candidate return routes include:

[0031] One or more of the road segments are selected to form a candidate return route, wherein the starting point of the candidate return route is the accident site, and the end point of the candidate return route is the candidate fire station, wherein the candidate return route is formulated as follows:

[0032] k i,j ∈K′, where k i,j is the candidate return route from accident site i to fire station j, and K′ is the set of candidate return routes.

[0033] Optionally, the calculating of the rescue path cost and the accident loss according to the road-related information, the traffic information, the candidate rescue routes, and the rescue traffic strategy includes:

[0034] Simulate traffic diversion for each section of the candidate rescue route under the current rescue traffic strategy, and calculate the first traffic flow and first travel time corresponding to social vehicles in the emergency lane in each section of the candidate rescue route after traffic diversion, the second traffic flow and second travel time corresponding to social vehicles in the non-emergency lane in each section of the candidate rescue route, and the third traffic flow and third travel time corresponding to emergency vehicles in the emergency lane in each section of the candidate rescue route;

[0035] Determine the rescue path cost according to the first traffic volume, the first travel time, the second traffic volume, the second travel time, the third traffic volume, the third travel time and the preset traffic cost conversion coefficient corresponding to each road section;

[0036] The accident loss is determined according to the third travel time corresponding to each road section.

[0037] Optionally, the calculating the return path cost according to the candidate return route and the return traffic strategy includes:

[0038] Calculate the fourth vehicle flow corresponding to the emergency vehicle in each section of the candidate return route;

[0039] Determine a fifth traffic flow according to the fourth traffic flow and the background social traffic flow in each section of the candidate return route;

[0040] The fourth travel time of each road section in the candidate return route is determined according to the fifth traffic flow, and the return path cost is determined.

[0041] Optionally, the optimizing based on the total rescue cost, the information related to the candidate fire stations and the information related to the accident location to determine a target fire station, a target number of emergency vehicles dispatched by the target fire station and a target route of the emergency vehicles includes:

[0042] Adding the rescue path cost, the return path cost and the accident loss to obtain the total rescue cost corresponding to the candidate route, wherein a single candidate route includes a candidate rescue path and a candidate return path;

[0043] Compare the total rescue costs corresponding to the candidate routes, obtain a candidate route that satisfies the constraint conditions and has the minimum total rescue cost, and use the candidate route as the target route;

[0044] The candidate fire station corresponding to the target route is determined as the target fire station, and the candidate number of emergency vehicles corresponding to the target route is determined as the target number.

[0045] To achieve the above-mentioned purpose, the second embodiment of the present application proposes an emergency vehicle dispatch decision-making device based on multi-vehicle collaboration, including:

[0046] A traffic network determination module is used to obtain the urban traffic network and abstract the two-dimensional traffic network topology as well as relevant information of candidate fire stations and relevant information of accident locations;

[0047] A related information acquisition module, used to obtain road related information and traffic flow information corresponding to each road section in the traffic network topology;

[0048] a route selection module, configured to select road sections from the traffic network topology to form a plurality of candidate rescue routes and rescue traffic strategies corresponding to the candidate rescue routes according to the candidate fire station related information and the accident location related information, and to select road sections from the traffic network topology to form a plurality of candidate return routes and return traffic strategies corresponding to the candidate return routes;

[0049] a cost calculation module, configured to calculate a rescue path cost and an accident loss according to the road-related information, the traffic flow information, the candidate rescue routes, and the rescue traffic strategy, calculate a return path cost according to the candidate return routes and the return traffic strategy, and determine a total rescue cost according to the rescue path cost, the return path cost, and the accident loss;

[0050] The dispatch decision module is used to optimize based on the total rescue cost, the information related to the candidate fire stations and the information related to the accident location to determine the target fire station, the target number of emergency vehicles dispatched by the target fire station and the target route of the emergency vehicles, and dispatch the target fire station for rescue.

[0051] To achieve the above-mentioned purpose, the third aspect of the present application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0052] The memory stores computer-executable instructions;

[0053] The processor executes the computer-executable instructions stored in the memory to implement the method as described in any one of the first aspects.

[0054] To achieve the above-mentioned purpose, the fourth aspect embodiment of the present application proposes a computer-readable storage medium, in which computer-readable storage medium is stored computer execution instructions, and when the computer execution instructions are executed by a processor, they are used to implement the method as described in any one of the first aspects.

[0055] To achieve the above-mentioned purpose, the fifth aspect of the present application proposes a computer program product, which implements any method in the first aspect when executed by a processor.

[0056] The emergency vehicle dispatch decision method, device, electronic device and storage medium provided by this application based on multi-vehicle collaboration calculate the total rescue cost through the rescue path cost and accident loss on the candidate rescue route and the return path cost on the candidate return route, thus achieving an accurate estimation of the rescue cost, effectively reducing the loss caused by the tight time of fire rescue and improving the efficiency of fire handling. Ensure that the dispatch of emergency vehicles meets the needs of fire rescue to the greatest extent, while minimizing the total cost of fire rescue.

[0057] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0059] Figure 1 A flowchart of an emergency vehicle dispatch decision method based on multi-vehicle collaboration provided in an embodiment of the present application;

[0060] Figure 2 A schematic diagram of a city traffic grid topology provided in an embodiment of the present application;

[0061] Figure 3 A schematic diagram of the structure of an emergency vehicle dispatch decision-making device based on multi-vehicle collaboration provided in an embodiment of the present application. DETAILED DESCRIPTION

[0062] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0063] According to statistics, in 2022, the national fire rescue team received a total of 2.092 million reports of various types of police incidents, dispatched a total of 22.472 million fire rescue personnel and 4.013 million fire trucks, rescued 168,000 trapped people, and evacuated 267,000 people in distress. A total of 825,000 fires were reported, killing 2,053 people, injuring 2,122 people, and causing direct property losses of 7.16 billion yuan. Fire is still a major disaster that threatens the safety of life and property of the Chinese people.

[0064] According to the relevant standards, fire rescue must arrive at the fire scene within 5 minutes. In some fire incidents, due to traffic congestion and the long distance between the fire station and the fire site, fire trucks cannot arrive at the scene within 5 minutes, resulting in rapid spread of fire and huge destructive power, causing serious casualties and property losses. Therefore, in order to improve the ability of fire emergency rescue, it is necessary to study how to optimize the path planning of fire trucks. Good path planning can greatly shorten the time for emergency vehicles to arrive at the scene, improve the efficiency of rescue, reduce the waiting time from the occurrence of the accident to the arrival of rescue, and minimize the loss of accidents. In addition, effective path planning can also reduce the congestion of fire trucks on the road and ensure the smooth progress of other normal traffic.

[0065] When an emergency occurs, fire trucks need to rush to the scene with rescue equipment as soon as possible to carry out emergency rescue work, so the speed of arrival of fire trucks directly affects the efficiency of emergency rescue services. As part of the traffic flow in the urban road network, fire trucks are easily affected by social vehicles, and because fire trucks need to carry equipment, their bodies are bulky and their power performance is weak. Therefore, ensuring that fire trucks have priority in time and space is the key to reducing their travel time, shortening the emergency rescue response speed, and reducing the losses of emergencies. In practice, the use of emergency response vehicles also includes the dispatch of special rescue vehicles such as fire trucks and ambulances. At present, no effective model for the path planning and dispatch of emergency response vehicles has been developed.

[0066] To address this problem, the present application provides an emergency vehicle dispatch decision method based on multi-vehicle collaboration. Figure 1 The flowchart of a multi-vehicle collaborative emergency vehicle dispatch decision method provided in the embodiment of the present application is as follows. Figure 1 As shown, the method comprises the following steps:

[0067] Step 101, obtain the urban traffic network and abstract the two-dimensional traffic network topology as well as the candidate fire station related information and the accident location related information.

[0068] In this embodiment, for intuitive presentation and algorithm implementation, the urban traffic network is first abstracted and simplified into a simple two-dimensional grid. Each line segment in the grid represents a road segment in the actual urban traffic network, and the two endpoints of the line segment, i.e., the nodes at both ends, represent the starting point or end point of the road segment. Figure 2 A schematic diagram of a city traffic grid topology provided in an embodiment of the present application is shown in FIG. Figure 2 As shown in the figure, there are three candidate fire stations j and one accident site i. Abstracting and simplifying the urban traffic network into a simple two-dimensional grid can remove redundant information in the traffic network for simplification, but at the same time retain important information, improve the efficiency of subsequent analysis, and reduce the computing pressure of computer hardware.

[0069] Optionally, the traffic network topology includes a road segment and nodes at both ends of the road segment, and the formula of the traffic network topology is expressed as:

[0070] a∈A (1)

[0071] (u,v)∈A (2)

[0072] Wherein, a is a road segment, A is the traffic network topology, (u, v) is any directed arc from point u to point v, and u and v are two nodes corresponding to any road segment a in the traffic network topology A;

[0073] The candidate fire stations and the accident locations are formulated as follows:

[0074] i∈I (3)

[0075] j∈J (4)

[0076] Among them, I is the set of accident locations, i is any accident location in the set of accident locations, J is the set of candidate fire stations, and j is any candidate fire station in the set of candidate fire stations.

[0077] Optionally, the candidate fire station related information includes: the number of emergency vehicles available at the candidate fire station, the coordinates of the candidate fire station, and the total number of the candidate fire stations;

[0078] Optionally, the accident site related information includes: the coordinates of the accident site, and the minimum number of rescue emergency vehicles required at the accident site.

[0079] Step 102: Obtain road-related information and traffic flow information corresponding to each road section in the traffic network topology.

[0080] In this embodiment, the road-related information reflects the inherent attributes of the road, and the traffic flow information reflects the characteristics of the traffic flow on the road.

[0081] Optionally, the road-related information includes at least one of the following: section length, number of section lanes, and section road volume.

[0082] Optionally, the traffic flow information includes at least one of the following: social traffic volume, average driving speed of social vehicles, and average driving speed of emergency vehicles.

[0083] The unit of traffic volume in this embodiment is the standard car equivalent number (Passenger Car Unit, PCU) / h, that is, PCU per hour in the road section. PCU is also called equivalent traffic volume, which is the equivalent traffic volume of a certain standard vehicle model converted into actual motor vehicle and non-motor vehicle traffic according to a certain conversion coefficient. It refers to the number of vehicles passing through roads, bridges, tunnels or other transportation infrastructure within a specific time. The traffic volume described in this article is a concrete embodiment of traffic flow, which means the number of vehicles passing through the road section within a unit time (1h), and the unit is expressed in PCU / h. Among them, in the unit PCU / h, PCU represents the impact of the vehicle under study on the traffic flow, which is equivalent to the number of standard cars that can have the same impact on the traffic flow. In this embodiment, the unit of vehicle speed is km / h, and the unit of road section length is km.

[0084] Optionally, the calculation formula for traffic flow is: (vehicle speed×vehicle data) / road section length.

[0085] Step 103, based on the information related to the candidate fire station and the information related to the accident location, road sections are selected from the traffic network topology to form a plurality of candidate rescue routes and rescue traffic strategies corresponding to the candidate rescue routes, and road sections are selected from the traffic network topology to form a plurality of candidate return routes and return traffic strategies corresponding to the candidate return routes.

[0086] In this embodiment, it is necessary to plan the rescue route from the candidate fire station to the accident site, and the rescue route from the accident site to the candidate fire station. Since the rescue process needs to reach the accident site as soon as possible, and the return to the candidate fire station after the rescue is completed does not need to shorten the travel time as much as possible, the rescue travel strategy and the return travel strategy will be different. The rescue travel strategy will try to clear out the social vehicles in the emergency channel, while the return travel strategy is to use the general social vehicle travel mode.

[0087] Step 104, calculating the rescue path cost and the accident loss according to the road related information, the traffic flow information, the candidate rescue routes, and the rescue traffic strategy, calculating the return path cost according to the candidate return routes and the return traffic strategy, and determining the total rescue cost according to the rescue path cost, the return path cost, and the accident loss;

[0088] Step 105, optimize based on the total rescue cost, the information related to the candidate fire stations and the information related to the accident location to determine the target fire station, the target number of emergency vehicles dispatched by the target fire station and the target route of the emergency vehicles, and dispatch the target fire station for rescue.

[0089] Optionally, the step 103 selects road segments from the traffic network topology to form a plurality of candidate rescue routes and rescue traffic strategies corresponding to the candidate rescue routes, including:

[0090] One or more of the road sections are selected to form a candidate rescue route, wherein the starting point of the candidate rescue route is the candidate fire station, the end point of the candidate rescue route is the accident site, and the rescue traffic strategy includes at least one of the following: traffic signal control release at the intersection, traffic guidance of social vehicles to avoid emergency lanes;

[0091] A first constraint condition is determined, and the candidate rescue routes are screened according to the first constraint condition.

[0092] Optionally, the first constraint condition is formulated as:

[0093]

[0094] Among them, K is the set of candidate rescue routes, k j,i is the candidate rescue route from fire station j to accident location i, k j,i ∈K; f j,i is the first decision variable, which represents the candidate number of emergency vehicles dispatched from candidate fire station j to accident location i; is the second decision variable for the directed arc (u, v) corresponding to the road segment a, which is used to indicate whether the directed arc corresponding to the road segment a is selected into the candidate rescue route k j,i ; C i is the minimum number of emergency vehicles required for accident location i.

[0095] Optional, When , it means that the directed arc corresponding to section a is selected into the candidate rescue route k j,i , When , it means that the directed arc corresponding to section a is not selected into the candidate rescue route k j,i .

[0096] The first constraint (5) is used to constrain that the total number of emergency vehicles dispatched by all fire stations must be greater than or equal to the minimum rescue force required at the accident site.

[0097] Optionally, the step 103 selects road segments from the traffic network topology to form a plurality of candidate return routes and the return traffic strategies corresponding to the candidate return routes, including:

[0098] One or more of the road segments are selected to form a candidate return route, wherein the starting point of the candidate return route is the accident site, and the end point of the candidate return route is the candidate fire station, wherein the candidate return route is formulated as follows:

[0099] k i,j ∈K′, where k i,j is the candidate return route from accident site i to fire station j, and K′ is the set of candidate return routes.

[0100] Optionally, the step 104 calculates the rescue path cost and the accident loss according to the road-related information, the traffic information, the candidate rescue routes, and the rescue traffic strategy, including:

[0101] Simulate traffic diversion for each section of the candidate rescue route under the current rescue traffic strategy, and calculate the first traffic flow and first travel time corresponding to social vehicles in the emergency lane in each section of the candidate rescue route after traffic diversion, the second traffic flow and second travel time corresponding to social vehicles in the non-emergency lane in each section of the candidate rescue route, and the third traffic flow and third travel time corresponding to emergency vehicles in the emergency lane in each section of the candidate rescue route;

[0102] Determine the rescue path cost according to the first traffic volume, the first travel time, the second traffic volume, the second travel time, the third traffic volume, the third travel time and the preset traffic cost conversion coefficient corresponding to each road section;

[0103] The accident loss is determined according to the third travel time corresponding to each road section.

[0104] Optionally, the first vehicle flow rate is expressed as:

[0105]

[0106] in, is the first traffic flow of social vehicles Bv in the emergency lane El in section a, b a is the background social traffic flow of road section a, N a is the number of lanes in section a, γ a is the traffic diversion parameter of section a, Δt a is the diversion time of section a; v clear is the traffic diversion speed, the unit is PCU / (km·h); v Bv for social vehicle speed;

[0107] Since emergency vehicles have the right of priority during rescue missions, when an emergency vehicle passes through a road section, other general social vehicles on the road section are required to give way to the emergency vehicle and make a relatively unobstructed lane (hereinafter referred to as the emergency lane) to ensure that the emergency vehicle can arrive at the accident scene as quickly as possible.

[0108] It should be noted that in the embodiment of the present application, El is used to represent the emergency lane, Bl is used to represent the non-emergency lane, Bv is used to represent the private vehicle, and Ev is used to represent the emergency vehicle.

[0109] Formula (6) represents the traffic flow generated by the remaining general social vehicles (Bv) in the emergency lane (El) after traffic diversion.

[0110] Optionally, the third vehicle flow rate is expressed as:

[0111]

[0112] in, is the third vehicle flow corresponding to the emergency vehicles in the emergency lane of section a, v Ev is the speed of the emergency vehicle Ev, L a is the length of section a;

[0113] represents the traffic volume generated by the emergency vehicles (Ev) dispatched by the candidate fire station in section a, Represents the traffic flow generated by the emergency vehicle (Ev) in the selected road section a.

[0114] Optionally, the second vehicle flow rate is expressed as:

[0115]

[0116] in, is the second traffic flow of social vehicles Bv in the non-emergency lane Bl in section a. Formula (8) represents the traffic flow generated by general social vehicles (Bv) in the non-emergency lane (Bl) in section a. Due to the traffic diversion of general social vehicles in the emergency lane, the general social vehicles originally in the emergency lane were cleared to other non-emergency lanes, resulting in an increase in traffic flow.

[0117] Optionally, two symbols are used to represent the traffic flow: b and x. The traffic flow represented by x is affected by the variable: the number of emergency vehicles dispatched by the candidate fire station f j,i Affected; the traffic flow represented by b is not affected by the variable and exists as a parameter in the model.

[0118] After obtaining the traffic volume of all lanes of section a in the candidate fire truck rescue path, the BPR (Federal Highway Administration function) function can be used to calculate the actual travel time of the fire truck. In the traffic allocation stage of the fourth stage of traffic planning, the time impedance of a certain section must be considered to allocate traffic volume. The correction of the section travel time can be determined based on the relationship between the travel time and the section traffic volume, that is, the road resistance function. The most common road resistance function is the BPR function.

[0119] Optionally, the third transit time is expressed as:

[0120]

[0121] in, is the first travel time of emergency vehicles in section a, C a is the road volume of section a, α is the first calibration parameter, and β is the second calibration parameter;

[0122] Optionally, the second transit time is expressed as:

[0123]

[0124] in, is the second travel time for social vehicles in section a;

[0125] Optionally, the first transit time is formulated as:

[0126]

[0127] in, is the first travel time of social vehicles in section a;

[0128] Optionally, the rescue path cost is formulated as:

[0129]

[0130] Among them, Cost rescue is the rescue path cost, ε is the traffic cost conversion coefficient, φ a is the third decision variable, which is used to indicate whether there is a social vehicle in the emergency lane of section a, φ a =1 means there is a private vehicle in the emergency lane of section a, φ a =0 means there is a private vehicle in the emergency lane of section a;

[0131] Optionally, the accident loss is formulated as:

[0132]

[0133] Among them, Lost is the candidate rescue route k j,i The corresponding accident losses, is the candidate rescue route k j,i The corresponding total travel time, λ is the accident loss parameter, T 0 is the minimum loss time, T max is the maximum loss time, L max is the maximum loss of the accident; Formula (13) is the accident loss corresponding to the candidate rescue path, which is a function linearly related to the rescue travel time. 0 is the minimum loss time, at T 0 If the accident site is reached before the fire, no loss will occur. Optionally, the minimum loss time T in the fire development 0 15min; L 0ax is the maximum loss that can be achieved in the development of the accident, T max is the corresponding maximum loss time. When the rescue window time (i.e., the total travel time of the candidate rescue path) is greater than T max When the accident loss is maintained at L max No longer increasing.

[0134]

[0135] in, is the candidate rescue route k j,i The corresponding total travel time.

[0136] Optionally, the step 104 of calculating the return path cost according to the candidate return route and the return traffic strategy includes:

[0137] Calculate the fourth vehicle flow corresponding to the emergency vehicle in each section of the candidate return route;

[0138] Determine a fifth traffic flow according to the fourth traffic flow and the background social traffic flow in each section of the candidate return route;

[0139] The fourth travel time of each road section in the candidate return route is determined according to the fifth traffic flow, and the return path cost is determined.

[0140] Optionally, the fourth vehicle flow rate is expressed as:

[0141]

[0142] in, is the candidate return route k i,j The fourth vehicle flow corresponding to the emergency vehicles in the middle section a;

[0143] Optionally, the fifth vehicle flow rate is expressed as:

[0144]

[0145] Among them, x′ a is the candidate return route k i,j The fifth traffic volume corresponding to the middle section a, is the fourth decision variable whose directed arc corresponding to segment a is (u, v), which is used to indicate whether the directed arc corresponding to segment a is selected into the candidate return route k i,j ;

[0146] Optional, When , it means that the directed arc corresponding to segment a is selected into the candidate return route k i,j , , it means that the directed arc corresponding to segment a is not selected into the candidate return route k i,j .

[0147] Optionally, the fourth transit time is expressed as:

[0148]

[0149] Among them, t′ a is the candidate return route k i,j The fourth travel time corresponding to the middle section a is:

[0150] Optionally, the return path cost is formulated as:

[0151]

[0152] Among them, Cost return is the candidate return route k i,j The corresponding return path cost.

[0153] Optionally, the total rescue cost is formulated as:

[0154] Cost = Cost rescue +Lost+Cost return (19)

[0155] Wherein, Cost is the total rescue cost.

[0156] Optionally, the step 105 performs optimization based on the total rescue cost, the information related to the candidate fire stations, and the information related to the accident location to determine a target fire station, a target number of emergency vehicles dispatched by the target fire station, and a target route for the emergency vehicles, including:

[0157] Adding the rescue path cost, the return path cost and the accident loss to obtain the total rescue cost corresponding to the candidate route, wherein a single candidate route includes a candidate rescue path and a candidate return path;

[0158] Compare the total rescue costs corresponding to the candidate routes, obtain a candidate route that satisfies the constraint conditions and has the minimum total rescue cost, and use the candidate route as the target route;

[0159] The candidate fire station corresponding to the target route is determined as the target fire station, and the candidate number of emergency vehicles corresponding to the target route is determined as the target number.

[0160] Optionally, determining the target fire station, the target number of emergency vehicles dispatched by the target fire station, and the target route of the emergency vehicles specifically includes:

[0161] With the goal of minimizing the total rescue cost, the values ​​of the first decision variable, the second decision variable, the third decision variable and the fourth decision variable are optimized according to the constraints, and the candidate fire station whose first decision variable is not 0 is determined to be the target fire station, the road section whose second decision variable value is 1 belongs to the target rescue route, and the road section whose fourth decision variable value is 1 belongs to the target return route.

[0162] Optionally, the constraint condition includes at least one of the following:

[0163] The second constraint is formulated as follows:

[0164]

[0165]

[0166]

[0167] Formulas (20)-(22) are criterion constraints, including the rescue path selection criterion, the return path selection criterion, and the criterion of whether there are general social vehicles in the emergency lane.

[0168] The third constraint is formulated as follows:

[0169] ∑ i∈I ∑ j∈J f j,i ≥0 (23)

[0170] ∑ i∈I ∑ j∈J f i,j ≥0 (24)

[0171]

[0172] Formulas (23) and (24) are constraints to ensure that the model calculation results meet the actual situation, that is, the number of emergency vehicles dispatched should be greater than or equal to 0. Formula (25) constrains that the total traffic volume generated by the emergency vehicles performing the rescue mission must be equal to the total traffic volume generated by the emergency vehicles on the return path.

[0173] The fourth constraint is formulated as follows:

[0174]

[0175]

[0176]

[0177] Where D is the set of all other nodes in the traffic network topology A that do not contain candidate fire station j and accident location i;

[0178] Formulas (26)-(28) are directed arc constraints for candidate rescue paths. Formula (26) constrains the number of directed arcs flowing out of candidate fire station j minus the number of directed arcs flowing in to equal 1, ensuring that emergency vehicles will not enter the candidate fire station in the candidate rescue path. Formula (27) constrains the number of directed arcs flowing in to any node in the node set D to be the same as the number of directed arcs flowing out. Where D represents the set of all other nodes in the traffic network topology A that do not include candidate fire station j and accident site i. Formula (28) constrains the number of directed arcs flowing out of accident site i minus the number of directed arcs flowing in to equal -1, ensuring that emergency vehicles will definitely enter accident site i in the candidate rescue path.

[0179] These three constraints ensure that the emergency vehicle starts from the fire station and eventually arrives at the accident site without stopping at any node in the middle. The constraints on directed arcs ensure that all the paths calculated by the model are meaningful.

[0180] The fifth constraint is formulated as follows:

[0181]

[0182]

[0183]

[0184] Formulas (29)-(31) are the directed arc constraints of the candidate return path. Formula (29) constrains the number of directed arcs flowing out of the accident site i minus the number of directed arcs flowing in to be equal to 1. Formula (30) constrains the number of directed arcs flowing in to any node in the node set D to be the same as the number of directed arcs flowing out. Formula (31) constrains the number of directed arcs flowing out of the candidate fire station j minus the number of directed arcs flowing in to be equal to -1.

[0185] They ensure that after completing the rescue mission, emergency vehicles depart from the accident site and eventually arrive at their corresponding candidate fire stations without stopping at any nodes in between.

[0186] The sixth constraint is formulated as follows:

[0187]

[0188] f j,i′ is the candidate number of emergency vehicles dispatched from candidate fire station j to accident location i′.

[0189] Formula (32) constrains that emergency vehicles departing from the same candidate fire station j cannot go to different accident locations separately.

[0190] In order to implement the above embodiments, the present application also proposes an emergency vehicle dispatch decision device based on multi-vehicle collaboration. Figure 3 The structure diagram of a multi-vehicle coordinated emergency vehicle dispatch decision device provided in the embodiment of the present application is shown in FIG. Figure 3 As shown, the device comprises:

[0191] Traffic network determination module 310, for obtaining the urban traffic network and abstracting the two-dimensional traffic network topology as well as candidate fire station related information and accident location related information;

[0192] The relevant information acquisition module 320 is used to obtain road-related information and traffic flow information corresponding to each road section in the traffic network topology;

[0193] A route selection module 330 is used to select road segments from the traffic network topology to form a plurality of candidate rescue routes and rescue traffic strategies corresponding to the candidate rescue routes according to the candidate fire station related information and the accident location related information, and to select road segments from the traffic network topology to form a plurality of candidate return routes and return traffic strategies corresponding to the candidate return routes;

[0194] a cost calculation module 340, configured to calculate a rescue path cost and an accident loss according to the road-related information, the traffic flow information, the candidate rescue routes, and the rescue traffic strategy, calculate a return path cost according to the candidate return routes and the return traffic strategy, and determine a total rescue cost according to the rescue path cost, the return path cost, and the accident loss;

[0195] The dispatch decision module 350 is used to optimize based on the total rescue cost, the information related to the candidate fire stations and the information related to the accident location to determine the target fire station, the target number of emergency vehicles dispatched by the target fire station and the target route of the emergency vehicles, and dispatch the target fire station for rescue.

[0196] In order to implement the above embodiments, the present application also proposes a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the methods provided by the above embodiments.

[0197] In order to implement the above embodiments, the present application also proposes a computer program product, including a computer program, which implements the methods provided by the above embodiments when executed by a processor.

[0198] The collection, storage, use, processing, transmission, provision and disclosure of user personal information involved in this application are in compliance with relevant laws and regulations and do not violate public order and good morals.

[0199] It should be noted that personal information from users should be collected for legitimate and reasonable purposes and should not be shared or sold outside of these legitimate uses. In addition, such collection / sharing should be carried out after receiving the user's informed consent, including but not limited to notifying the user to read the user agreement / user notice and sign the agreement / authorization including authorization of relevant user information before the user uses the function. In addition, any necessary steps should be taken to protect and safeguard access to such personal information data and ensure that others who have access to personal information data comply with its privacy policy and procedures.

[0200] The present application is expected to provide an implementation scheme for users to selectively block the use or access of personal information data. That is, the present disclosure is expected to provide hardware and / or software to prevent or block access to such personal information data. Once the personal information data is no longer needed, the risk can be minimized by limiting data collection and deleting the data. In addition, when applicable, such personal information is de-identified to protect the privacy of the user.

[0201] In the description of the aforementioned embodiments, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0202] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0203] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0204] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute the instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or more wires (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0205] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0206] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0207] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0208] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. An emergency vehicle dispatch decision method based on multi-vehicle collaboration, characterized in that: The following steps are involved: Obtain the urban traffic network and abstract the two-dimensional traffic network topology as well as relevant information about candidate fire stations and accident locations; The candidate fire station related information includes: the number of emergency vehicles available at the candidate fire station, the coordinates of the candidate fire station, and the total number of candidate fire stations; the accident site related information includes: the coordinates of the accident site, and the minimum number of rescue emergency vehicles required at the accident site; The traffic network topology includes a road segment and nodes at both ends of the road segment. The formula for the traffic network topology is expressed as: a∈A (1) (u,v)∈A (2) Wherein, a is a road section, A is the traffic network topology, (u, v) is any directed arc from point u to point v, and u and v are two nodes corresponding to any road section a in the traffic network topology A; The candidate fire stations and the accident locations are formulated as follows: i∈I (3) j∈J (4) Where I is the set of accident locations, i is any accident location in the set of accident locations, J is the set of candidate fire stations, and j is any candidate fire station in the set of candidate fire stations; Obtaining road-related information and traffic flow information corresponding to each road section in the traffic network topology; According to the information related to the candidate fire station and the information related to the accident site, one or more of the road sections are selected to form a candidate rescue route and a rescue traffic strategy corresponding to the candidate rescue route, wherein the starting point of the candidate rescue route is the candidate fire station, the end point of the candidate rescue route is the accident site, and the rescue traffic strategy includes at least one of the following: traffic signal control release at the intersection, traffic guidance of social vehicles to avoid emergency lanes; A first constraint condition is determined, wherein the first constraint condition is formulated as: Among them, K is the set of candidate rescue routes, k j，i is the candidate rescue route from fire station j to accident location i, k j，i ∈K; f j，i The first decision variable represents the candidate number of emergency vehicles dispatched from candidate fire station j to accident location i; is the second decision variable for the directed arc (u, v) corresponding to the road segment a, which is used to indicate whether the directed arc corresponding to the road segment a is selected into the candidate rescue route k j，i ; C i is the minimum number of emergency vehicles required for accident location i; screening the candidate rescue routes according to the first constraint condition; and selecting road segments from the traffic network topology to form a plurality of candidate return routes and return traffic strategies corresponding to the candidate return routes; Calculating a rescue path cost and an accident loss according to the road-related information, the traffic flow information, the candidate rescue routes, and the rescue traffic strategy, calculating a return path cost according to the candidate return routes and the return traffic strategy, and determining a total rescue cost according to the rescue path cost, the return path cost, and the accident loss; An optimization is performed based on the total rescue cost, the information related to the candidate fire stations and the information related to the accident location to determine the target fire station, the target number of emergency vehicles dispatched by the target fire station and the target route of the emergency vehicles, and the target fire station is dispatched for rescue.

2. The method according to claim 1, characterized in that: The selecting of road segments from the traffic network topology to form a plurality of candidate return routes and the return traffic strategies corresponding to the candidate return routes include: One or more of the road segments are selected to form a candidate return route, wherein the starting point of the candidate return route is the accident site, and the end point of the candidate return route is the candidate fire station, wherein the candidate return route is formulated as follows: k i，j ∈K′, where k i，j is the candidate return route from accident site i to fire station j, and K′ is the set of candidate return routes.

3. The method according to claim 2, characterized in that The calculating of the rescue path cost and the accident loss according to the road related information, the traffic flow information, the candidate rescue routes, and the rescue passage strategy includes: Simulate traffic diversion for each section of the candidate rescue route under the current rescue traffic strategy, and calculate the first traffic flow and first travel time corresponding to social vehicles in the emergency lane in each section of the candidate rescue route after traffic diversion, the second traffic flow and second travel time corresponding to social vehicles in the non-emergency lane in each section of the candidate rescue route, and the third traffic flow and third travel time corresponding to emergency vehicles in the emergency lane in each section of the candidate rescue route; Determine the rescue path cost according to the first traffic volume, the first travel time, the second traffic volume, the second travel time, the third traffic volume, the third travel time and the preset traffic cost conversion coefficient corresponding to each road section; The accident loss is determined according to the third travel time corresponding to each road section.

4. The method according to claim 3, characterized in that The calculating the return path cost according to the candidate return route and the return traffic strategy includes: Calculate the fourth vehicle flow corresponding to the emergency vehicle in each section of the candidate return route; Determine a fifth traffic flow according to the fourth traffic flow and the background social traffic flow in each section of the candidate return route; The fourth travel time of each road section in the candidate return route is determined according to the fifth traffic flow, and the return path cost is determined.

5. The method according to claim 4, characterized in that The optimization based on the total rescue cost, the candidate fire station related information and the accident location related information to determine the target fire station, the target number of emergency vehicles dispatched by the target fire station and the target route of the emergency vehicles includes: Adding the rescue path cost, the return path cost and the accident loss to obtain the total rescue cost corresponding to the candidate route, wherein a single candidate route includes a candidate rescue path and a candidate return path; Compare the total rescue costs corresponding to the candidate routes, obtain a candidate route that satisfies the constraint conditions and has the minimum total rescue cost, and use the candidate route as the target route; The candidate fire station corresponding to the target route is determined as the target fire station, and the candidate number of emergency vehicles corresponding to the target route is determined as the target number.

6. The method according to claim 5, characterized in that The first vehicle flow is expressed as follows: in, is the first traffic flow of social vehicles Bv in the emergency lane El in section a, b a is the background social traffic flow of road section a, N a is the number of lanes in section a, γ a is the traffic diversion parameter of section a, Δt a is the diversion time of section a, v clear is the traffic diversion speed, v Bv for social vehicle speed; The third vehicle flow is expressed in the form of: in, is the third vehicle flow corresponding to the emergency vehicles in the emergency lane of section a, v Ev is the speed of the emergency vehicle Ev, L a is the length of section a; The second vehicle flow is expressed as follows: in, It is the second traffic flow of social vehicles Bv in the non-emergency lane Bl in section a.

7. The method according to claim 6, characterized in that The third transit time is expressed in the form of: in, is the first travel time of emergency vehicles in section a, C a is the road volume of section a, α is the first calibration parameter, and β is the second calibration parameter; The second transit time is formulated as: in, is the second travel time for social vehicles in section a; The first transit time is formulated as: in, is the first travel time of social vehicles in section a; The rescue path cost is formulated as: Among them, Cost rescue is the rescue path cost, ε is the traffic cost conversion coefficient, φ a is the third decision variable, which is used to indicate whether there is a social vehicle in the emergency lane of section a, φ a =1 means there is a private vehicle in the emergency lane of section a, φ a =0 means there is a private vehicle in the emergency lane of section a; The accident loss is formulated as: Among them, Lost is the candidate rescue route k j,i The corresponding accident losses, is the candidate rescue route k j,i The corresponding total travel time, λ is the accident loss parameter, T0 is the minimum loss time, T max is the maximum loss time, L max The maximum loss caused by the accident; in, is the candidate rescue route k j,i The corresponding total travel time.

8. The method according to claim 7, characterized in that The fourth vehicle flow is expressed in the form of: in, is the candidate return route k i,j The fourth vehicle flow corresponding to the emergency vehicles in the middle section a; The fifth vehicle flow rate is expressed as follows: Among them, x ′ a is the candidate return route k i,j The fifth traffic volume corresponding to the middle section a, is the fourth decision variable whose directed arc corresponding to segment a is (u, v), which is used to indicate whether the directed arc corresponding to segment a is selected into the candidate return route k i,j ; The fourth transit time is expressed in the form of: Among them, t′ a is the candidate return route k i,j The fourth travel time corresponding to the middle section a is: The return path cost is formulated as: Among them, Cost return is the candidate return route k i,j The corresponding return path cost.

9. The method according to claim 8, characterized in that The total rescue cost is formulated as: Cost=Cost rescue +Lost+Cost return (19) Wherein, Cost is the total rescue cost; The optimization based on the total rescue cost, the information related to the candidate fire stations and the information related to the accident location to determine the target fire station, the target number of emergency vehicles dispatched by the target fire station and the target route of the emergency vehicles, and dispatching the target fire station for rescue, includes: With the goal of minimizing the total rescue cost, the values ​​of the first decision variable, the second decision variable, the third decision variable and the fourth decision variable are optimized according to the constraints, and the candidate fire station whose first decision variable is not 0 is determined to be the target fire station, the road section whose second decision variable value is 1 belongs to the target rescue route, and the road section whose fourth decision variable value is 1 belongs to the target return route.

10. The method according to claim 9, characterized in that The constraint condition includes at least one of the following: The second constraint is formulated as follows: The third constraint is formulated as follows: Z i∈I ∑ j∈J f j，i ≥0 (23) ∑ i∈I ∑ j∈J f i，j ≥0 (24) The fourth constraint is formulated as follows: Where D is the set of all other nodes in the traffic network topology A that do not contain candidate fire station j and accident location i; The fifth constraint is formulated as follows: The sixth constraint is formulated as follows: f j，i′ is the candidate number of emergency vehicles dispatched from candidate fire station j to accident location i′.

11. An emergency vehicle dispatch decision-making device based on multi-vehicle collaboration, characterized in that: include: A traffic network determination module is used to obtain the urban traffic network and abstract the two-dimensional traffic network topology as well as relevant information of candidate fire stations and relevant information of accident locations; The candidate fire station related information includes: the number of emergency vehicles available at the candidate fire station, the coordinates of the candidate fire station, and the total number of candidate fire stations; the accident site related information includes: the coordinates of the accident site, the minimum number of emergency rescue vehicles required at the accident site The traffic network topology includes a road segment and nodes at both ends of the road segment. The formula for the traffic network topology is expressed as: a∈A (1) (u,v)∈A (2) Wherein, a is a road section, A is the traffic network topology, (u, v) is any directed arc from point u to point v, and u and v are two nodes corresponding to any road section a in the traffic network topology A; The candidate fire stations and the accident locations are formulated as follows: i∈I (3) j∈J (4) Where I is the set of accident locations, i is any accident location in the set of accident locations, J is the set of candidate fire stations, and j is any candidate fire station in the set of candidate fire stations; A related information acquisition module, used to obtain road related information and traffic flow information corresponding to each road section in the traffic network topology; A route selection module is used to select one or more road sections to form a candidate rescue route and a rescue traffic strategy corresponding to the candidate rescue route according to the information related to the candidate fire station and the information related to the accident site, wherein the starting point of the candidate rescue route is the candidate fire station, the end point of the candidate rescue route is the accident site, and the rescue traffic strategy includes at least one of the following: traffic signal control release at the intersection, traffic guidance of social vehicles to avoid emergency lanes; A first constraint condition is determined, wherein the first constraint condition is formulated as: Among them, K is the set of candidate rescue routes, k j，i is the candidate rescue route from fire station j to accident location i, k j，i ∈K; f j，i is the first decision variable, which represents the candidate number of emergency vehicles dispatched from candidate fire station j to accident location i; is the second decision variable for the directed arc (u, v) corresponding to the road segment a, which is used to indicate whether the directed arc corresponding to the road segment a is selected into the candidate rescue route k j，i ; C i is the minimum number of emergency vehicles required for the accident location i; screening the candidate rescue routes according to the first constraint; and selecting road segments from the traffic network topology to form a plurality of candidate return routes and return traffic strategies corresponding to the candidate return routes; a cost calculation module, configured to calculate a rescue path cost and an accident loss according to the road-related information, the traffic flow information, the candidate rescue routes, and the rescue traffic strategy, calculate a return path cost according to the candidate return routes and the return traffic strategy, and determine a total rescue cost according to the rescue path cost, the return path cost, and the accident loss; The dispatch decision module is used to optimize based on the total rescue cost, the information related to the candidate fire stations and the information related to the accident location to determine the target fire station, the target number of emergency vehicles dispatched by the target fire station and the target route of the emergency vehicles, and dispatch the target fire station for rescue.

12. An electronic device, characterized in that: include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1 to 10.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 10 when executed by a processor.

14. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 10 when being executed by a processor.

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