An emergency command and dispatch management method and system

Abstract

The present invention relates to the field of dispatching data management, and particularly to an emergency command and dispatching management method and system. The method includes the steps of: obtaining a historical planned path and a plurality of historical positioning points during the historical driving of a vehicle; obtaining a plurality of current positioning points during the current driving of the vehicle; calculating a positioning offset distance, where the positioning offset distance is positively correlated with the shortest distance from the historical positioning point to the historical planned path; calculating a deflection degree according to the positioning offset distance; setting a vertical distance threshold by using the positioning offset distance and the deflection degree to compress the current positioning point; where the vertical distance threshold is positively correlated with both the positioning offset distance and the deflection degree. Adaptively adjusting the vertical distance threshold according to the abnormal situation of the current positioning point of the vehicle, so as to improve the compression quality of the path.

Description

Technical Field

[0001] The present invention relates to the field of dispatching data management, and in particular to an emergency command and dispatching management method and system. Background Art

[0002] In the event of a disaster, in order to better dispatch resources, the emergency command system needs to monitor the movement paths of material delivery vehicles in real time to more comprehensively grasp resource allocation. However, in emergency situations, the communication network may be congested or unstable, and the large amount of data obtained by real-time monitoring of the paths of multiple vehicles will increase the communication burden. Therefore, it is necessary to compress the movement paths of vehicles before transmission, thereby reducing the network burden and ensuring that key location information can be transmitted to the command center in a timely manner.

[0003] As a commonly used path compression method, the vertical distance limit method realizes path compression by comparing with the vertical distance threshold. Therefore, the key to the compression of the vertical distance limit method lies in the setting of the vertical distance threshold. If the vertical distance threshold is set too high, the compression amount will be too large, resulting in the loss of a large amount of path information; if the vertical distance threshold is set too low, the compression amount will be too small, and the communication burden cannot be reduced to a large extent. Therefore, how to set a suitable vertical distance threshold to achieve high-quality compression of the path has become the research focus of this invention.

[0004] The patent application document with publication number CN115083139A discloses a multi-vehicle scheduling method, in which the method is to adjust the priority in the process of path planning by the A* algorithm to achieve efficient and collision-free vehicle exit. The method in the document is not only not applicable to the scenario of the present invention, but also does not involve the relevant content of path compression using the vertical distance limit method, so the method in the document cannot solve the problem in the present invention well. Summary of the invention

[0005] In order to solve the problem of how to set a suitable vertical distance threshold, the present invention provides an emergency command and dispatch management method and system.

[0006] In a first aspect, the present invention provides an emergency command and dispatch management method, which adopts the following technical solution:

[0007] An emergency command and dispatch management method comprises the following steps:

[0008] Obtain the historical planned path and several historical positioning points of the vehicle during the historical driving process; obtain several current positioning points of the vehicle during the current driving process;

[0009] Calculating a positioning offset distance, where the positioning offset distance is positively correlated with the shortest distance from the historical positioning point to the historical planned path;

[0010] Calculate the degree of deflection: Taking the current positioning point as the center, draw a circle with a radius of the positioning offset distance. Starting from the previous current positioning point, draw tangents to the circle to obtain two tangent points. represents the deflection angle of the line connecting the next current positioning point and the current positioning point relative to the line connecting the previous current positioning point and the current positioning point. represents the deflection angle of the line connecting the next current positioning point and a tangent point relative to the line connecting the previous current positioning point and a tangent point. represents the deflection angle of the line connecting the next current positioning point and the other tangent point relative to the line connecting the previous current positioning point and the other tangent point. represents the length of the line connecting the current positioning point and the previous current positioning point. represents the positioning offset distance. all represent normalization processing.

[0011] Set the vertical distance threshold by using the positioning offset distance and the degree of deflection to achieve the compression of the current positioning point; wherein the vertical distance threshold is positively correlated with both the positioning offset distance and the degree of deflection.

[0012] In order to reduce the transmission burden, the present invention performs compression processing on the current positioning points of the vehicles constituting the path; in order to prevent the path after compression from deviating greatly from the real path, by performing abnormal analysis on the current positioning points of the vehicles constituting the path, the current positioning points with a large degree of positioning abnormality are compressed, and the current positioning points with a small degree of positioning abnormality are retained, so as to ensure the quality of the path after compression.

[0013] Further, in order to compress the current positioning points with a large degree of positioning abnormality and retain the current positioning points with a small degree of positioning abnormality, it is necessary to set appropriate vertical distance thresholds for each current positioning point according to the abnormal conditions of each current positioning point.

[0014] Further, when performing anomaly analysis on the current positioning point, considering the characteristic that a vehicle will not have a large turning angle within a short distance during normal driving, the turning angle of each current positioning point is reflected by the deflection angle of the line connecting each current positioning point and the previous current positioning point relative to the deflection angle of the current positioning point and the next current positioning point, so as to judge the anomaly of the current positioning point; at the same time, considering that sometimes the deflection angle of the current positioning point is also small when there is an anomaly, and only using the deflection angle of the current positioning point cannot accurately reflect the anomaly, other characteristic indicators are used to correct it; according to the different degrees of influence of the positioning offset distance, different degrees of correction are carried out respectively, so that the correction is more accurate; among them, for the case where the influence degree of the positioning offset distance is large, a larger correction ratio is given; for the case where the influence degree of the positioning offset distance is small, a smaller correction ratio is given. When setting a smaller correction ratio, the deflection angle of the line connecting the next current positioning point and the tangent point relative to the line connecting the previous current positioning point and the tangent point is used to reflect the turning angle of the true positioning point derived based on the current positioning point, and the turning angle of the derived true positioning point is used to further reflect the anomaly of the current positioning point. The accuracy of anomaly determination is further improved through correction.

[0015] Preferably, the calculation of the positioning offset distance includes:

[0016] ;

[0017] Wherein, represents the shortest distance from the th historical positioning point to the historical planned path, represents the length of the broken line formed by all historical positioning points, represents the length of the historical planned path, represents the number of historical positioning points.

[0018] The present invention statistically analyzes the deviation of historical positioning points from the planned path to master the overall positioning deviation of positioning points during the vehicle driving process, providing a basis for subsequent anomaly analysis of the current positioning point during the current driving process of the vehicle.

[0019] Preferably, the method for obtaining the deflection angle includes:

[0020] The line connecting a point and the previous point is denoted as the front line, the line connecting the point and the next point is denoted as the rear line, and the included angle between the extension line of the front line and the rear line is denoted as the deflection angle.

[0021] The present invention accurately reflects the turning angle of the current positioning point through the deflection angle, providing a basis for accurate anomaly determination of the subsequent current positioning point.

[0022] Preferably, setting the vertical distance threshold using the positioning offset distance and the deflection degree includes:

[0023] ;

[0024] Among them, respectively represent the deflection degree of the previous current positioning point of the th current positioning point, the deflection degree of the th current positioning point, and the deflection degree of the next current positioning point of the th current positioning point. represents the length of the line segment connecting the th current positioning point and the previous current positioning point. represents the length of the line segment connecting the th current positioning point and the next current positioning point. represents the maximum value of the lengths of the line segments connecting all adjacent current positioning points. represents the vertical distance threshold of the th current positioning point.

[0025] The present invention combines the abnormal conditions of the surrounding current positioning points to assist in the abnormal determination of the current positioning point, thereby making the abnormal determination result more accurate. At the same time, when combining the abnormal conditions of the surrounding current positioning points, the distance relationship between the current positioning point and the surrounding current positioning points is also considered, and the distance relationship is used to adjust the reference degree of the current positioning point to the surrounding current positioning points; further, according to the relatively accurate abnormal determination situation, the vertical distance threshold of the current positioning point is set, thereby improving the accuracy of the compression process.

[0026] Preferably, achieving the compression of the current positioning point includes:

[0027] Based on the vertical distance threshold of the current positioning point, the current positioning point is compressed using the vertical distance limit method.

[0028] The present invention controls the compression process of the current positioning point through an adaptive vertical distance threshold, thereby ensuring that the compressed path is closer to the real path.

[0029] Preferably, the tangent point acquisition method includes:

[0030] Taking the intersection point of the tangent line and the circle as the tangent point.

[0031] Preferably, obtaining the historical planned path and a plurality of historical positioning points during the vehicle's historical driving process; obtaining a plurality of current positioning points during the vehicle's current driving process includes:

[0032] Obtain the planned path of the vehicle during the historical driving process on the path planning software, which is recorded as the historical planned path, and obtain the positioning data points of the vehicle at each moment during the historical driving process, which are recorded as historical positioning points; use the sensor to collect the positioning data points of the vehicle during the current driving process at a preset frequency, which are recorded as current positioning points.

[0033] In a second aspect, the present invention provides an emergency command and dispatch management system, adopting the following technical solution:

[0034] An emergency command and dispatch management system includes: a processor and a memory, and the memory stores computer program instructions, and when the computer program instructions are executed by the processor, the above-mentioned emergency command and dispatch management method is implemented.

[0035] By adopting the above technical solution, the above-mentioned emergency command and dispatch management method is generated into a computer program and stored in the memory to be loaded and executed by the processor, so as to manufacture a terminal device according to the memory and the processor, which is convenient to use.

[0036] The present invention has the following technical effects:

[0037] In order to reduce the transmission burden, the present invention compresses the current positioning points of the vehicle that make up the path; in order to prevent the deviation between the compressed path and the real path from being too large, the current positioning points of the vehicle that make up the path are analyzed for anomalies, so as to compress the current positioning points with a large degree of positioning anomalies and retain the current positioning points with a small degree of positioning anomalies, thereby ensuring the quality of the compressed path.

[0038] Furthermore, in order to compress the current positioning points with a large degree of positioning anomalies and retain the current positioning points with a small degree of positioning anomalies, it is necessary to set appropriate vertical distance thresholds for each current positioning point according to the anomaly situation of each current positioning point.

[0039] Further, when performing anomaly analysis on the current positioning point, considering the characteristic that a vehicle will not have a large turning angle within a short distance during normal driving, the turning angle of each current positioning point is reflected by the deflection angle of the line connecting each current positioning point and the previous current positioning point relative to the deflection angle of the current positioning point and the next current positioning point, so as to judge the anomaly of the current positioning point; at the same time, considering that sometimes the deflection angle of the current positioning point is also small when there is an anomaly, and only using the deflection angle of the current positioning point cannot accurately reflect the anomaly, other characteristic indicators are used to correct it; according to the different degrees of influence of the positioning offset distance, different degrees of correction are carried out respectively, so that the correction is more accurate; among them, for the situation where the influence degree of the positioning offset distance is large, a larger correction ratio is given; for the situation where the influence degree of the positioning offset distance is small, a smaller correction ratio is given. When setting a smaller correction ratio, the deflection angle of the line connecting the next current positioning point and the tangent point relative to the line connecting the previous current positioning point and the tangent point is used to reflect the turning angle situation of the true positioning point derived based on the current positioning point, and the turning angle of the derived true positioning point is used to further reflect the anomaly of the current positioning point. Through correction, the accuracy of anomaly determination is further improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] By reading the following detailed description with reference to the accompanying drawings, the above and other objects, features and advantages of the exemplary embodiments of the present invention will become readily understood. In the drawings, several embodiments of the present invention are shown by way of illustration and not limitation, and like or corresponding reference numerals denote like or corresponding parts.

[0041] Figure 1 is a flowchart of a method in an emergency command and dispatch management method according to an embodiment of the present invention;

[0042] Figure 2 is a schematic diagram showing the distribution relationship between positioning points and a planned path provided by the present invention;

[0043] Figure 3 is an example diagram of corresponding points of historical positioning points on a historical planned path provided by the present invention;

[0044] Figure 4 is a schematic diagram of the deflection angle of a current positioning point provided by the present invention;

[0045] Figure 5 is a schematic diagram of the possible range of a derived true positioning point provided by the present invention;

[0046] Figure 6 is a schematic diagram of the deflection angle of a derived true positioning point provided by the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0047] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present invention.

[0048] It should be understood that when terms such as "first" and "second" are used in the claims, specifications, and drawings of the present invention, they are only used to distinguish different objects, rather than to describe a specific order. The terms "comprising" and "including" used in the specifications and claims of the present invention indicate the existence of the described features, wholes, steps, operations, elements, and / or components, but do not exclude the existence or addition of one or more other features, wholes, steps, operations, elements, components, and / or their combinations.

[0049] An emergency command and dispatch management method is disclosed in an embodiment of the present invention. Referring to Figure 1 , it includes steps S1 - S4:

[0050] S1: Obtain the historical planned path and a number of historical positioning points of the vehicle during the historical driving process; obtain a number of current positioning points of the vehicle during the current driving process.

[0051] Specifically, obtain the planned path of the vehicle during the historical driving process on the path planning software as the historical planned path, and obtain the positioning data points of the vehicle at each moment during the historical driving process as the historical positioning points; use the GPS positioning system to collect the positioning data points of the vehicle during the current driving process at a preset frequency as the current positioning points. In this embodiment, the preset frequency is taken as 30 times per minute for description. Other embodiments can take other values, and this embodiment does not make specific limitations.

[0052] S2: Calculate the positioning offset distance, and the positioning offset distance is positively correlated with the shortest distance from the historical positioning point to the historical planned path.

[0053] It should be noted that due to the limited positioning accuracy of the GPS positioning system, the positioning points collected by the GPS positioning system will deviate from the true position. The deviation degree of the positioning points obtained by the GPS positioning system at each moment is different. Sometimes the deviation degree of the collected positioning points is large, and sometimes the deviation degree of the collected positioning points is small. In order to ensure that the vehicle position transmitted to the emergency command center is closer to the true position, the positioning points with smaller deviations are not compressed, and the positioning points with larger deviations are compressed. Therefore, the vertical distance threshold of each positioning point can be set based on this principle.

[0054] It should be further noted that, due to the fact that the GPS positioning system has a certain accuracy range, it is necessary to use the deviation of the positioning data during the historical driving process of the vehicle for statistics to reflect the overall accuracy of the GPS positioning system. Since the historical planned path data can reflect the real path of the vehicle to a certain extent, the positioning deviation can be analyzed based on the historical planned path. For the sake of easy understanding, in Figure 2 a schematic diagram showing the distribution relationship between the positioning points and the planned path is shown.

[0055] Preferably, as an example, calculating the positioning offset distance includes:

[0056]

[0057] Among them, represents the shortest distance from the -th historical positioning point to the historical planned path. The larger this value is, the greater the degree of deviation of the -th historical positioning point from the historical planned path. represents the length of the broken line formed by all historical positioning points. represents the length of the historical planned path. represents the number of historical positioning points. represents the positioning offset distance.

[0058] It can be understood that under normal circumstances, the positioning deviation should be the distance between the historical positioning point and the real positioning point. However, since the corresponding points of each historical positioning point on the historical planned path cannot be obtained, the real positioning points of each historical positioning point cannot be directly obtained. Therefore, only the shortest distance from the historical positioning point to the historical planned path is used to reflect the distance between the historical positioning point and the real positioning point to a certain extent; and as shown in the example diagram of the corresponding points of the historical positioning points on the historical planned path in Figure 3 , if the shortest distance from the historical positioning point to the historical planned path is directly used as the distance between the historical positioning point and the real positioning point, the perpendicular intersection point Q0 of the historical positioning point to the historical planned path is regarded as the real positioning. Assuming that the actual real positioning point is not the perpendicular intersection point, but Q1 or Q2 distributed on both sides of the perpendicular intersection point Q0, at this time will be less than the distance between the historical positioning point and the real positioning point, so it needs to be corrected. reflects the deviation of the historical positioning points per unit length. Therefore, compensation processing is carried out by multiplying by , so that the calculated positioning deviation is closer to the real positioning deviation value.

[0059] S3: Calculate the deflection degree.

[0060] It should be noted that since the vehicle position changes in real time during the current driving process, in order for the emergency command center to master the real-time position of the vehicle, the current positioning points of the vehicle need to be transmitted in real time. To reduce the transmission burden, the collected current positioning points need to be compressed, where the current positioning points with a larger degree of abnormality are removed and the current positioning points with a smaller degree of abnormality are retained. In this embodiment, the degree of deflection is used to reflect the abnormality of each current positioning point.

[0061] It should be further noted that since the corresponding points of each positioning point on the planned path cannot be obtained, the distance between the positioning point and the corresponding point cannot be obtained, and thus the abnormality of each positioning point cannot be analyzed using the distance between the positioning point and the corresponding point. At the same time, since there are a large number of transported substances in the vehicle during transportation, when the vehicle has a small turning radius over a short distance, it is very easy to roll over. And since the acquisition frequency of the current positioning points is large and the distance between every two adjacent current positioning points is small, if the current positioning points are accurately positioned, the turning radius of the current positioning point relative to the adjacent current positioning point should be small. Therefore, the abnormality of the current positioning points can be analyzed based on this theory.

[0062] Preferably, as an example, calculating the degree of deflection includes:

[0063]

[0064] Wherein, a circle with a radius of the positioning offset distance is drawn with the current positioning point as the center, and tangents to the circle are drawn from the previous current positioning point to obtain two tangent points. represents the deflection angle of the line connecting the subsequent current positioning point and the current positioning point relative to the line connecting the previous current positioning point and the current positioning point. represents the deflection angle of the line connecting the subsequent current positioning point and one tangent point relative to the line connecting the previous current positioning point and one tangent point. represents the deflection angle of the line connecting the subsequent current positioning point and the other tangent point relative to the line connecting the previous current positioning point and the other tangent point. represents the length of the line connecting the current positioning point and the previous current positioning point. represents the positioning offset distance. represents the degree of deflection of each current positioning point. represents normalization processing, which is used to normalize the data to between -1 and 1. In this embodiment, the maximum-minimum normalization method is used to implement this normalization processing. represents linear normalization processing, which is used to normalize the data to the interval from 0 to 1.

[0065] It should be noted that as Figure 4 the schematic diagram of the deflection angle of the current positioning point, the angle in this figure is the deflection angle of the current positioning point, which reflects the turning radius of the current positioning point relative to the previous current positioning point. The larger the deflection angle, the smaller the turning radius of the current positioning point relative to the previous current positioning point. Since a vehicle under normal driving will not have a small turning radius, if the turning radius of the current positioning point is small, it indicates that there is a high possibility of positioning error for the current positioning point. Since the direction of the positioning deviation is not necessarily fixed, some current positioning points may have a positioning deviation, but their corresponding deflection angles are relatively small. Therefore, it is not accurate enough to judge the positioning anomaly only by using the deflection angle of the current positioning point.

[0066] It should be further noted that in order to make the determination of the current positioning point anomaly more accurate, other features need to be used to further correct it. Among them, when the positioning offset distance is greater than or equal to the distance between two adjacent positioning points, it indicates that the degree of anomaly per unit distance is large, so a larger anomaly adjustment ratio is required for anomaly adjustment. Therefore, at time, use to correct . If the positioning offset distance is less than the distance between two adjacent positioning points, it indicates that the degree of anomaly per unit distance is small, so a smaller index is used for correction. The construction logic of this smaller index is as follows: The positioning offset distance has been obtained in step S2, and the positioning offset distance can reflect the situation where the current positioning point is offset from the true positioning point on average. Therefore, the possible range of the true positioning point can be deduced from the current positioning point and the positioning offset distance. For the convenience of understanding, at Figure 5 shows a schematic diagram of the possible range of the deduced true positioning point. The positions where the deduced true positioning points may appear are on the circle in the figure. Under normal circumstances, the turning radius of the true positioning point should be large. If the deflection angle of the deduced true positioning point is large, it indicates that the turning radius of the deduced true positioning point is small, which means that the deduced true positioning point is abnormal. Since the deduced true positioning point is derived from the current positioning point, the current positioning point is also abnormal. Therefore, the deflection angle of the deduced true positioning point can be used to supplement the determination of the positioning anomaly of the current positioning point. Figure 6 shows a schematic diagram of the deflection angle of the deduced true positioning point. In the figure, and respectively represent the two limit deflection angles of the deduced true positioning point, which reflect the two limit turning radius situations of the deduced true positioning point. represents the average deflection angle situation of the deduced true positioning point, and this value reflects the average turning radius situation of the deduced true positioning point. Use to supplement the determination of the positioning anomaly of the current positioning point.

[0067] The above embodiments relate to the deflection angle and the tangent point. Next, the methods for obtaining the deflection angle and the tangent point will be described.

[0068] Among them, the method for obtaining the deflection angle includes:

[0069] Denote the line connecting a point and the previous point as the previous line, the line connecting this point and the next point as the next line, and the angle between the extension of the previous line and the next line as the deflection angle.

[0070] In addition, the method for obtaining the tangent point includes:

[0071] Take the intersection point of the tangent line and the circle as the tangent point.

[0072] S4: Set a vertical distance threshold by using the positioning offset distance and the deflection degree to compress the current positioning point; wherein the vertical distance threshold is positively correlated with both the positioning offset distance and the deflection degree.

[0073] S40: The vertical distance threshold set by using the positioning offset distance and the deflection degree.

[0074] It should be noted that the compression principle of the vertical distance limit method is as follows: when the vertical distance value of the positioning point is greater than the vertical distance threshold, retain this positioning point; when the vertical distance value of the positioning point is less than the vertical distance threshold, remove this positioning point. Therefore, in order to compress abnormal positioning points and retain useful positioning points, the vertical distance threshold of abnormal positioning points should be set larger, and the vertical distance threshold of useful positioning points should be set smaller.

[0075] Preferably, as an example, the vertical distance threshold set by using the positioning offset distance and the deflection degree includes:

[0076] ;

[0077] Among them, respectively represent the deflection degree of the previous current positioning point of the th current positioning point, the deflection degree of the th current positioning point, and the deflection degree of the next current positioning point of the th current positioning point, represents the length of the line connecting the th current positioning point and the previous current positioning point, represents the length of the line connecting the th current positioning point and the next current positioning point, represents the maximum value of the lengths of the lines connecting all adjacent current positioning points, represents the vertical distance threshold of the th current positioning point.

[0078] It can be understood that, in order to prevent inaccurate analysis of a single current positioning point, it is necessary to combine the surrounding current positioning points to assist in reflecting the abnormal situation of the current positioning point. That is, the abnormal situation of the current positioning point is assisted to be reflected in the form of taking the average. And since the other current positioning points that are farther away from a current positioning point have less influence on this current positioning point, thus adjust the influence degree of the surrounding current positioning points on the abnormal determination of the current positioning point.

[0079] S41: To achieve the compression of the current positioning point.

[0080] Preferably, as an example, to achieve the compression of the current positioning point, it includes:

[0081] Based on the vertical distance threshold of the current positioning point, use the vertical distance limit method to perform compression processing on the current positioning point.

[0082] The embodiment of the present invention also discloses an emergency command and dispatch management system, including a processor and a memory. The memory stores computer program instructions, and when the computer program instructions are executed by the processor, an emergency command and dispatch management method according to the present invention is implemented.

[0083] The above system also includes other components well-known to those skilled in the art such as a communication bus and a communication interface, and their settings and functions are known in the art, so they will not be elaborated here.

[0084] In the present invention, the aforementioned memory can be any tangible medium that contains or stores a program, and this program can be used by or in combination with an instruction execution system, device, or device. For example, a computer-readable storage medium can be any suitable magnetic storage medium or magneto-optical storage medium, such as, a resistive random access memory, a dynamic random access memory, a static random access memory, an enhanced dynamic random access memory, a high-bandwidth memory, a hybrid memory cube, etc., or any other medium that can be used to store the required information and can be accessed by an application program, module, or both. Any such computer storage medium can be part of the device or accessible or connectable to the device.

[0085] Although this specification has shown and described multiple embodiments of the present invention, it is obvious to those skilled in the art that such embodiments are provided only by way of example. Those skilled in the art will think of many changes, alterations, and alternative ways without departing from the spirit and idea of the present invention. It should be understood that various alternative solutions to the embodiments of the present invention described herein can be adopted in the process of practicing the present invention.

[0086] The above are all preferred embodiments of the present invention, and the protection scope of the present invention is not limited thereby. Therefore, all equivalent changes made according to the structure, shape, and principle of the present invention shall be covered within the protection scope of the present invention.

Claims

1. An emergency command and dispatch management method, characterized in that: Includes steps: Obtain the historical planned path and several historical positioning points of the vehicle during the historical driving process; obtain several current positioning points of the vehicle during the current driving process; Calculating a positioning offset distance, where the positioning offset distance is positively correlated with the shortest distance from the historical positioning point to the historical planned path; Calculate the degree of deflection: , a circle with the current positioning point as the center and a radius as the positioning offset distance is drawn, and two tangent points are obtained by drawing a tangent line from the previous current positioning point to the circle. represents the deflection angle of the line connecting the next current positioning point and the current positioning point relative to the line connecting the previous current positioning point and the current positioning point, Indicates the deflection angle of the line connecting the next current positioning point and a tangent point relative to the line connecting the previous current positioning point and a tangent point. Indicates the deflection angle of the line connecting the next current positioning point and another tangent point relative to the line connecting the previous current positioning point and another tangent point; represents the length of the line between the current positioning point and the previous current positioning point, Indicates the positioning offset distance. All represent normalized processing; The vertical distance threshold is set by using the positioning offset distance and the deflection degree to achieve compression of the current positioning point; wherein the vertical distance threshold is positively correlated with both the positioning offset distance and the deflection degree.

2. The emergency command and dispatch management method according to claim 1, characterized in that: The calculating of the positioning offset distance includes: ； in, Indicates The shortest distance from a historical positioning point to the historical planning path, Indicates the length of the polyline connecting all historical positioning points. represents the length of the historical planning path, Indicates the number of historical positioning points.

3. The emergency command and dispatch management method according to claim 1, characterized in that: The deflection angle acquisition method comprises: The line connecting a point and the previous point is recorded as the front line, the line connecting the point and the next point is recorded as the back line, and the angle between the extension line of the front line and the back line is recorded as the deflection angle.

4. The emergency command and dispatch management method according to claim 1, characterized in that: The step of setting a vertical distance threshold by using the positioning offset distance and the deflection degree includes: ； in, Respectively represent The deflection degree of the previous current positioning point, The deflection degree of the current positioning point and the The deflection degree of the next current positioning point after the current positioning point, Indicates The length of the line connecting the current positioning point and the previous current positioning point, Indicates The length of the line between the current positioning point and the next current positioning point, Indicates the maximum length of the line connecting all two adjacent current positioning points. Indicates The vertical distance threshold of the current positioning point.

5. The emergency command and dispatch management method according to claim 1, characterized in that: The method of achieving compression of the current positioning point includes: Based on the vertical distance threshold of the current positioning point, the current positioning point is compressed using the vertical distance limit method.

6. The emergency command and dispatch management method according to claim 1, characterized in that: The tangent point acquisition method comprises: The intersection point of the tangent line and the circle is taken as the tangent point.

7. The emergency command and dispatch management method according to claim 1, characterized in that: The method of obtaining the historical planned path and several historical positioning points of the vehicle during the historical driving process and obtaining several current positioning points of the vehicle during the current driving process includes: The planned path of the vehicle in the historical driving process is obtained on the path planning software and recorded as the historical planned path, and the positioning data points of the vehicle at each moment in the historical driving process are obtained and recorded as the historical positioning points; the positioning data points of the vehicle in the current driving process are collected by using sensors at a preset frequency and recorded as the current positioning points.

8. An emergency command and dispatch management system, characterized in that: include: A processor and a memory, wherein the memory stores computer program instructions, and when the computer program instructions are executed by the processor, an emergency command and dispatch management method according to any one of claims 1 to 7 is implemented.

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