A rescue equipment path control platform

Abstract

The present invention relates to the field of rescue equipment path control technology, and in particular to a rescue equipment path control platform, comprising a rescue path control center, a rescue obstacle risk unit, a path planning unit, a dynamic management unit, a return scheduling unit and a rescue management unit; the present invention performs targeted screening and dynamic control of forward planned paths and return planned paths from the perspective of rescue equipment path planning, so as to achieve fast and safe rescue operations, and performs dynamic safety control, evaluation and analysis of obstacle information through information feedback, which helps to improve the flexibility and dynamic control efficiency of the rescue equipment, and at the same time analyzes the return performance of the rescue equipment during the return period through information progression, and performs secondary control on the return rescue path based on the grading of the return performance, so as to reduce the sudden risk in the return rescue path, thereby helping to improve the reliability of the return rescue of the rescue equipment.

Description

Technical Field

[0001] The present invention relates to the technical field of rescue equipment path control, and in particular to a rescue equipment path control platform. Background Art

[0002] With the arrival of summer, people flock to water areas, where swimming and playing in the water become a popular way to cool down in the scorching summer heat. However, this comes with the potential threat of drowning accidents. Every year, drowning accidents cause the loss of thousands of lives, and many people lose their lives or face long-term health effects. Even in water areas equipped with lifeguards, it is difficult to monitor every area around the clock.

[0003] Currently, existing technologies cannot reasonably plan and screen the rescue paths of rescue equipment, which reduces the rescue efficiency of the rescue equipment and makes it difficult to achieve fast and safe rescue operations. In addition, the rescue paths of rescue equipment cannot be dynamically adjusted, resulting in the risk of collision during the rescue process, making it impossible to continue the rescue. In addition, the path of the rescue equipment cannot be adjusted based on its performance, which increases the risk of abnormalities in the return rescue.

[0004] In view of the above technical defects, a solution is now proposed. Summary of the Invention

[0005] The purpose of the present invention is to provide a rescue equipment path control platform to solve the technical defects mentioned above. The present invention analyzes from the perspective of rescue equipment path planning, and conducts targeted screening and dynamic control of the forward planned path and the return planned path, so as to facilitate the reasonable selection of the forward rescue path and the return rescue path, so as to achieve fast and safe rescue operations, and conducts dynamic safety control evaluation and analysis of obstacle information through information feedback, which helps to improve the flexibility and dynamic control efficiency of the rescue equipment. At the same time, the return performance of the rescue equipment during the return period is analyzed through information progression, and the return rescue path is secondary controlled based on the classification of the return performance to reduce the sudden risk in the return rescue path, thereby helping to improve the reliability of the return rescue of the rescue equipment.

[0006] The object of the present invention can be achieved by the following technical solutions: a rescue equipment path control platform, comprising a rescue path control center, a rescue obstruction risk unit, a path planning unit, a dynamic management unit, a return scheduling unit, and a rescue management unit;

[0007] The rescue path control platform retrieves the travel interference information of the rescue equipment's recommended planned path, and sends the travel interference information to the rescue obstruction risk unit for rescue obstruction risk classification, assessment and analysis to obtain a potential rescue risk index QJ;

[0008] The path planning unit is used to screen and analyze the rescue driving path based on the basic planning information, and analyze it in combination with the rescue risk index QJ to obtain the preferred rescue path; the dynamic management unit is used to perform dynamic safety control evaluation and analysis on the collected obstacle information to obtain a safe rescue path;

[0009] The return scheduling unit is used to conduct feedback route planning evaluation and analysis on the return planning information, and combine it with the rescue risk index QJ for analysis to obtain the return rescue path. At the same time, the return rescue path is analyzed to obtain the dynamic control force TD.

[0010] Preferably, the rescue obstacle risk classification assessment and analysis process is as follows:

[0011] The planned path of the rescue equipment is collected and set as the recommended planned path. The recommended planned path is divided into a forward planned path and a return planned path. The travel interference information of each recommended planned path is obtained, and the travel interference information includes a spoiler interference index and an obstacle interference index.

[0012] The spoiler interference index and the obstacle interference index are compared and analyzed with the preset spoiler interference index threshold and the preset obstacle interference index threshold, and the number of spoiler interference indices and obstacle interference indices that are greater than or equal to the preset spoiler interference index threshold and the preset obstacle interference index threshold is set as the rescue obstruction risk coefficient. The rescue obstruction risk coefficient is discriminated and processed to obtain level one safety, level two safety and level three safety, and the potential rescue risk index QJ corresponding to level one safety, level two safety and level three safety is obtained, QJ = a1, a2 and a3, 1<a1<a2<a3.

[0013] Preferably, the disturbance interference index represents the product of the path length and driving time in the recommended planned path corresponding to the water flow velocity exceeding the preset water flow velocity threshold after data normalization processing; the obstacle interference index represents the value obtained by adding the total number of obstacle avoidance times and the total obstacle avoidance time in the recommended planned path after data normalization processing.

[0014] Preferably, the rescue driving route screening and analysis process is as follows:

[0015] Obtaining basic planning information of the forward planned path, the basic planning information including travel time, travel path distance, and energy consumption value, and simultaneously obtaining preset weight factor coefficients corresponding to the travel time, travel path distance, and energy consumption value, and setting the sum of the product of the travel time and the corresponding preset weight factor coefficient, the product of the travel path distance and the corresponding preset weight factor coefficient, and the product of the energy consumption value and the corresponding preset weight factor coefficient as the planning feasible value;

[0016] The planning feasible value is labeled GK, and the planning feasible value GK and the potential rescue risk index QJ are substituted into the formula to obtain the selected evaluation coefficient D of the forward planning path, and then the minimum value of the selected evaluation coefficients of each forward planning path is obtained, and the forward planning path corresponding to the minimum value of the selected evaluation coefficient is set as the preferred rescue path.

[0017] Preferably, the dynamic security control evaluation and analysis process is as follows:

[0018] The rescue time period of the rescue equipment is collected and set as the time threshold. Obstacle information of obstacles encountered by the rescue equipment during its movement along the preferred rescue path within the time threshold is obtained. The obstacle information includes known avoidable obstacles and unknown avoidable obstacles, and the obstacle information is identified and processed:

[0019] If the obstacle is a known obstacle, a normal signal is generated; if the obstacle is an unknown avoidance obstacle, a dynamic control signal is generated.

[0020] Preferably, when a dynamic control signal is generated, an unknown avoidance obstacle is set as a dynamic obstacle, and dynamic information of the dynamic obstacle is obtained, the dynamic information including travel speed, travel path, and dynamic obstacle size. Based on the dynamic information of the dynamic obstacle, collision information between the dynamic obstacle and the rescue equipment is obtained, the collision information including whether a collision occurs and whether a collision occurs. The collision information is discriminated and processed to obtain a forward signal or an avoidance signal. When an avoidance signal is generated, the avoidance route of the generated dynamic obstacle is obtained, and the minimum value of the selected evaluation coefficient corresponding to the avoidance route is obtained. The avoidance route corresponding to the minimum value of the selected evaluation coefficient is set as the planned avoidance route. The starting intersection point and the end intersection point of the planned avoidance route and the preferred rescue path are obtained. The line segment between the starting intersection point and the end intersection point in the preferred rescue path is replaced with the planned avoidance route, and the fused path is set as the safe rescue path.

[0021] Preferably, the feedback route planning evaluation and analysis process is as follows:

[0022] Obtain the return planning information of the return planning path, the return planning information includes the return time and the travel path distance, obtain the preset weight coefficients corresponding to the return time and the travel path distance, set the sum of the product of the return time and the corresponding preset weight coefficient and the product of the travel path distance and the corresponding preset weight coefficient as the return selection coefficient, and at the same time obtain the potential rescue risk index QJ of the return planning path, set the product of the return selection coefficient, the potential rescue risk index QJ and the preset error correction coefficient as the return evaluation coefficient, obtain the return planning path corresponding to the minimum value of the return evaluation coefficient, and set it as the return rescue path.

[0023] Preferably, the return time period of the rescue equipment is collected, and the part of the actual operating performance value of the rescue equipment in the return rescue path during the return time period that is lower than the preset threshold is obtained, and it is set as the dynamic control demand value. The actual operating performance value represents the number of corresponding values ​​of the kinetic energy parameters of the rescue equipment that are lower than the preset threshold. The kinetic energy parameters include acceleration and driving speed. The dynamic control demand value is discriminated and processed to obtain the first-level control and the second-level control, and the dynamic control force TD corresponding to the first-level control and the second-level control is obtained, TD=c1, c2, c2>c1>1, and then the dynamic control force TD of the current rescue equipment is obtained.

[0024] The beneficial effects of the present invention are as follows:

[0025] (1) The present invention analyzes the path planning of rescue equipment from the perspective of path planning, divides the recommended planning path into a forward planning path and a return planning path, and performs targeted screening and dynamic regulation on the forward planning path and the return planning path;

[0026] (2) The present invention performs rescue driving path screening analysis on the basic planning information of the forward planning path and performs feedback route planning evaluation analysis on the return planning information, and combines the analysis with the potential rescue risk index QJ, which helps to avoid potential risks in the forward rescue path and facilitates the reasonable selection of the forward rescue path and the return rescue path to achieve fast and safe rescue operations. By means of information feedback, the present invention performs dynamic safety control evaluation analysis on the obstacle information to dynamically adjust the travel path of the rescue equipment, thereby helping to improve the flexibility and dynamic control efficiency of the rescue equipment.

[0027] (3) The return performance of the rescue equipment during the return period is analyzed in a progressive manner so as to grade the return performance of the rescue equipment, and the return rescue path is secondary adjusted based on the graded return performance to reduce the sudden risk in the return rescue path, thereby helping to improve the reliability of the return rescue of the rescue equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present invention will be further described below with reference to the accompanying drawings;

[0029] Figure 1 It is a flow chart of the system of the present invention;

[0030] Figure 2 It is a reference diagram for local analysis of the present invention. DETAILED DESCRIPTION

[0031] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0032] Example 1:

[0033] See also Figures 1 to 2 As shown, the present invention is a rescue equipment path control platform, including a rescue path control center, a rescue obstruction risk unit, a path planning unit, a dynamic management unit, a return scheduling unit and a rescue management unit. The rescue path control center is connected to the rescue obstruction risk unit in a one-way communication manner, the rescue obstruction risk unit is connected to the path planning unit and the return scheduling unit in a one-way communication manner, the path planning unit is connected to the dynamic management unit in a one-way communication manner, and the return scheduling unit and the path planning unit are connected to the dynamic management unit in a one-way communication manner.

[0034] The rescue path control platform retrieves the travel interference information of the rescue equipment's recommended planning path and sends the travel interference information to the rescue obstruction risk unit;

[0035] After receiving the travel interference information, the rescue obstruction risk unit conducts rescue obstruction risk classification and assessment analysis on the travel interference information to understand the potential impact of the water environment and obstacle avoidance factors on the rescue process, so as to reasonably grade the rescue obstruction risk and thus help to select a reasonable path. The specific rescue obstruction risk classification and assessment analysis process is as follows:

[0036] Collecting the planned path of the rescue equipment, setting the planned path of the rescue equipment as the recommended planned path, and dividing the recommended planned path into a forward planned path and a return planned path;

[0037] Obtaining travel interference information for each recommended planning path, including a disturbance interference index and an obstacle interference index;

[0038] In the embodiment of the present invention, the disturbance interference index represents the product of the normalized data processing of the path length and the travel time in the recommended planned path corresponding to the water flow velocity exceeding the preset water flow velocity threshold. It should be noted that the disturbance interference index is an influencing parameter reflecting the safety of the recommended planned path. The larger the value of the disturbance interference index, the greater the potential risk of the recommended planned path.

[0039] In the embodiment of the present invention, the obstacle interference index represents the value obtained by adding the total number of obstacle avoidance times and the total obstacle avoidance duration in the recommended planned path after data normalization. It should be noted that the larger the value of the obstacle interference index, the greater the risk of obstruction in the recommended planned path.

[0040] The spoiler interference index and the obstacle interference index are compared and analyzed with the preset spoiler interference index threshold and the preset obstacle interference index threshold. The number of spoiler interference indexes and obstacle interference indexes that are greater than or equal to the preset spoiler interference index threshold and the preset obstacle interference index threshold is set as the rescue obstruction risk coefficient, and the rescue obstruction risk coefficient is discriminated:

[0041] If the rescue obstruction risk coefficient = 0, it is judged as level one safety;

[0042] If the rescue obstruction risk factor = 1, it is judged as level 2 safety;

[0043] If the rescue obstruction risk coefficient = 2, it is determined to be level three safety, among which the potential obstruction risks corresponding to level one safety, level two safety and level three safety increase in turn, and the potential rescue risk index QJ corresponding to level one safety, level two safety and level three safety is obtained, QJ = a1, a2 and a3, that is, the potential rescue risk index QJ = a1 for level one safety, the potential rescue risk index QJ = a2 for level two safety, and the potential rescue risk index QJ = a3 for level three safety. It should be noted that 1 < a1 < a2 < a3, and the potential rescue risk index QJ is sent to the path planning unit and the return scheduling unit.

[0044] Example 2:

[0045] After receiving the potential rescue risk index QJ, the path planning unit immediately performs rescue driving path screening and analysis on the collected basic planning information to reasonably select the forward rescue path. At the same time, it helps to avoid potential risks in the forward rescue path and improve travel safety. The specific rescue driving path screening and analysis process is as follows:

[0046] Obtain basic planning information for the forward planned path, including travel time, travel path distance, and energy consumption value. Also obtain preset weight factor coefficients corresponding to the travel time, travel path distance, and energy consumption value. Set the sum of the product of the travel time and the corresponding preset weight factor coefficient, the product of the travel path distance and the corresponding preset weight factor coefficient, and the product of the energy consumption value and the corresponding preset weight factor coefficient as the planning feasibility value. It should be noted that the planning feasibility value is an influencing parameter reflecting the basic advantage evaluation of the recommended planning path.

[0047] The planning feasible value is labeled GK, and the planning feasible value GK and the potential rescue risk index QJ are substituted into the formula Obtain the selected evaluation coefficient of the forward planning path, where f1 and f2 are respectively the preset proportional factor coefficients of the planning feasibility value and the potential rescue risk index, f3 is the preset fault tolerance factor coefficient, f1, f2 and f3 are all greater than zero, and D is the selected evaluation coefficient. Then, the minimum value of the selected evaluation coefficients of each forward planning path is obtained, and the forward planning path corresponding to the minimum value of the selected evaluation coefficient is set as the preferred rescue path, and the preferred rescue path is sent to the rescue management unit. After receiving the preferred rescue path, the rescue management unit immediately executes the operation according to the preferred rescue path, which helps to eliminate the impact of potential risks on the rescue during the rescue process, so as to achieve fast and safe rescue operations;

[0048] The dynamic management unit is used to collect obstacle information and perform dynamic safety control evaluation and analysis on the obstacle information to dynamically adjust the travel path of the rescue equipment, thereby helping to improve the flexibility and dynamic control efficiency of the rescue equipment. The specific dynamic safety control evaluation and analysis process is as follows:

[0049] The rescue time period of the rescue equipment is collected and set as the time threshold. Obstacle information of obstacles encountered by the rescue equipment during its movement along the preferred rescue path within the time threshold is obtained. The obstacle information includes known avoidable obstacles and unknown avoidable obstacles, and the obstacle information is identified and processed:

[0050] If the obstacle is a known obstacle, a normal signal is generated. When a normal signal is generated, the vehicle continues to move along the preferred rescue path;

[0051] If the obstacle is an unknown avoidance obstacle, a dynamic control signal is generated. When the dynamic control signal is generated, the unknown avoidance obstacle is set as a dynamic obstacle, and the dynamic information of the dynamic obstacle is obtained. The dynamic information includes the travel speed, travel path, dynamic obstacle size, etc. Based on the dynamic information of the dynamic obstacle, the collision information between the dynamic obstacle and the rescue equipment is obtained. The collision information includes whether a collision occurs or not, and the collision information is judged and processed:

[0052] If the collision information indicates that no collision occurs, a forward signal is generated;

[0053] If the collision information indicates that a collision has occurred, an avoidance signal is generated. When the avoidance signal is generated, the avoidance route of the generated dynamic obstacle is obtained, and the minimum value of the selected evaluation coefficient corresponding to the avoidance route is obtained. The avoidance route corresponding to the minimum value of the selected evaluation coefficient is set as the planned avoidance route, and the starting intersection point and the end intersection point of the planned avoidance route and the preferred rescue path are obtained. The line segment between the starting intersection point and the end intersection point in the preferred rescue path is replaced with the planned avoidance route, and the fused path is set as the safe rescue path. The safe rescue path is sent to the rescue management unit. Upon receiving the safe rescue path, the rescue management unit immediately performs operations according to the safe rescue path so as to dynamically adjust the travel path of the rescue equipment, thereby helping to improve the flexibility and dynamic control efficiency of the rescue equipment.

[0054] Example 3:

[0055] After receiving the potential rescue risk index QJ, the return scheduling unit collects the return planning information of the return planning path and performs feedback route planning evaluation and analysis on the return planning information. The specific feedback route planning evaluation and analysis process is as follows:

[0056] Obtain return planning information of the return planning path, the return planning information including the return time and the travel path distance, obtain preset weight coefficients corresponding to the return time and the travel path distance, set the sum of the product of the return time and the corresponding preset weight coefficient and the product of the travel path distance and the corresponding preset weight coefficient as the return selection coefficient, and simultaneously obtain the potential rescue risk index QJ of the return planning path, set the product of the return selection coefficient, the potential rescue risk index QJ, and the preset error correction coefficient as the return evaluation coefficient, obtain the return planning path corresponding to the minimum value of the return evaluation coefficient, and set it as the return rescue path;

[0057] The return period of the rescue equipment is collected, and the portion of the actual operating performance value of the rescue equipment on the return rescue path during the return period that is lower than the preset threshold is obtained. This portion is set as the dynamic control demand value. The actual operating performance value represents the number of times the corresponding value of the kinetic energy parameter of the rescue equipment is lower than the preset threshold. The kinetic energy parameters include acceleration, driving speed, etc., and the dynamic control demand value is judged and processed:

[0058] If the dynamic control demand value is less than the preset dynamic control demand value threshold, it is determined to be level one control;

[0059] If the dynamic control demand value is greater than or equal to the preset dynamic control demand value threshold, a secondary control is generated, wherein the dynamic control demands corresponding to the primary control and the secondary control are enhanced in sequence, and the dynamic control strengths TD corresponding to the primary control and the secondary control are obtained, TD=c1, c2, that is, the dynamic control strength TD corresponding to the primary control is TD=c1, the dynamic control strength TD corresponding to the secondary control is TD=c2, c2>c1>1, and then the dynamic control strength TD of the rescue equipment is obtained, and the dynamic control strength TD is sent to the rescue management unit. After receiving the dynamic control strength TD, the rescue management unit immediately displays the preset warning text corresponding to the dynamic control strength TD, so as to perform secondary control on the return rescue path to reduce the sudden risk in the return rescue path, thereby helping to improve the reliability and flexible control effect of the return rescue of the rescue equipment;

[0060] In summary, the present invention analyzes from the perspective of rescue equipment path planning, divides the recommended planned path into a forward planned path and a return planned path, and performs targeted screening and dynamic regulation on the forward planned path and the return planned path, that is, the basic planning information of the forward planned path is subjected to rescue driving path screening analysis and the return planning information is subjected to feedback route planning evaluation analysis, and at the same time, combined with the potential rescue risk index QJ for analysis, it helps to avoid potential risks in the forward rescue path, and facilitates the reasonable selection of the forward rescue path and the return rescue path to achieve fast and safe rescue operations, and performs dynamic safety regulation evaluation analysis on the obstacle information through information feedback, so as to dynamically adjust the travel path of the rescue equipment, thereby helping to improve the flexibility and dynamic regulation efficiency of the rescue equipment;

[0061] The return performance of the rescue equipment during the return period is analyzed in a progressive manner through information, so as to grade the return performance of the rescue equipment, and based on the graded return performance, the return rescue path is secondary adjusted to reduce the sudden risk in the return rescue path, thereby helping to improve the reliability of the return rescue of the rescue equipment.

[0062] The threshold is set to facilitate comparison. The size of the threshold depends on the amount of sample data and the number of bases set by technicians in this field for each set of sample data; as long as it does not affect the proportional relationship between the parameter and the quantized value.

[0063] The size of the coefficient is to quantify each parameter to obtain a specific numerical value, which is convenient for subsequent comparison. The size of the coefficient depends on the amount of sample data and the preliminary setting of the corresponding operating coefficient for each set of sample data by technical personnel in this field; as long as it does not affect the proportional relationship between the parameter and the quantized value.

[0064] The above formulas are obtained by collecting a large amount of data and performing software simulation, and a formula close to the actual value is selected. The coefficients in the formula are set by those skilled in the art according to actual conditions. The above is only a preferred specific implementation method of the present invention, but the protection scope of the present invention is not limited to this. Any technician familiar with this technical field, within the technical scope disclosed by the present invention, can make equivalent replacements or changes based on the technical solution and inventive concept of the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A rescue equipment path control platform, characterized in that: It includes rescue route control center, rescue obstruction risk unit, route planning unit, dynamic management unit, return dispatch unit and rescue management unit; The rescue path control center retrieves the travel interference information of the rescue equipment's recommended planned path, and sends the travel interference information to the rescue obstruction risk unit for rescue obstruction risk classification, assessment and analysis to obtain a potential rescue risk index QJ; The path planning unit is used to screen and analyze the rescue driving path based on the basic planning information, and analyze it in combination with the rescue risk index QJ to obtain the preferred rescue path; the dynamic management unit is used to perform dynamic safety control evaluation and analysis on the collected obstacle information to obtain a safe rescue path; The return scheduling unit is used to conduct feedback route planning evaluation and analysis on the return planning information, and analyze it in combination with the rescue risk index QJ to obtain the return rescue path. At the same time, the return rescue path is analyzed to obtain the dynamic control force TD; The dynamic security control evaluation and analysis process is as follows: The rescue time period of the rescue equipment is collected and set as the time threshold. Obstacle information of obstacles encountered by the rescue equipment during its movement along the preferred rescue path within the time threshold is obtained. The obstacle information includes known avoidable obstacles and unknown avoidable obstacles, and the obstacle information is identified and processed: If the obstacle is a known obstacle, a normal signal is generated; if the obstacle is an unknown avoidance obstacle, a dynamic control signal is generated; The feedback route planning evaluation and analysis process is as follows: Obtain the return planning information of the return planning path, the return planning information includes the return time and the travel path distance, obtain the preset weight coefficients corresponding to the return time and the travel path distance, set the sum of the product of the return time and the corresponding preset weight coefficient and the product of the travel path distance and the corresponding preset weight coefficient as the return selection coefficient, and at the same time obtain the potential rescue risk index QJ of the return planning path, set the product of the return selection coefficient, the potential rescue risk index QJ and the preset error correction coefficient as the return evaluation coefficient, obtain the return planning path corresponding to the minimum value of the return evaluation coefficient, and set it as the return rescue path.

2. A rescue equipment path control platform according to claim 1, characterized in that: The rescue obstacle risk classification assessment and analysis process is as follows: The planned path of the rescue equipment is collected and set as the recommended planned path. The recommended planned path is divided into a forward planned path and a return planned path. The travel interference information of each recommended planned path is obtained, and the travel interference information includes a spoiler interference index and an obstacle interference index. The spoiler interference index and the obstacle interference index are compared and analyzed with the preset spoiler interference index threshold and the preset obstacle interference index threshold, and the number of spoiler interference indices and obstacle interference indices that are greater than or equal to the preset spoiler interference index threshold and the preset obstacle interference index threshold is set as the rescue obstruction risk coefficient, and the rescue obstruction risk coefficient is discriminated and processed to obtain level one safety, level two safety and level three safety, and the potential rescue risk index QJ corresponding to level one safety, level two safety and level three safety is obtained, QJ=a1, a2 and a3, 1<a1<a2<a3, that is, the potential rescue risk index QJ=a1 corresponding to level one safety, the potential rescue risk index QJ=a2 corresponding to level two safety, and the potential rescue risk index QJ=a3 corresponding to level three safety.

3. A rescue equipment path control platform according to claim 2, characterized in that: The disturbance interference index represents the product of the path length and driving time in the recommended planned path corresponding to the water flow rate exceeding the preset water flow rate threshold after data normalization processing; the obstacle interference index represents the value obtained by adding the total number of obstacle avoidance times and the total obstacle avoidance time in the recommended planned path after data normalization processing.

4. A rescue equipment path control platform according to claim 1, characterized in that: The rescue driving path screening and analysis process is as follows: Obtaining basic planning information of the forward planned path, the basic planning information including travel time, travel path distance, and energy consumption value, and simultaneously obtaining preset weight factor coefficients corresponding to the travel time, travel path distance, and energy consumption value, and setting the sum of the product of the travel time and the corresponding preset weight factor coefficient, the product of the travel path distance and the corresponding preset weight factor coefficient, and the product of the energy consumption value and the corresponding preset weight factor coefficient as the planning feasible value; The planning feasible value is labeled GK, and the planning feasible value GK and the potential rescue risk index QJ are substituted into the formula to obtain the selected evaluation coefficient D of the forward planning path, and then the minimum value of the selected evaluation coefficients of each forward planning path is obtained, and the forward planning path corresponding to the minimum value of the selected evaluation coefficient is set as the preferred rescue path.

5. A rescue equipment path control platform according to claim 1, characterized in that: When a dynamic control signal is generated, the unknown avoidance obstacle is set as a dynamic obstacle, and the dynamic information of the dynamic obstacle is obtained. The dynamic information includes the travel speed, travel path, and dynamic obstacle size. Based on the dynamic information of the dynamic obstacle, the collision information between the dynamic obstacle and the rescue equipment is obtained. The collision information includes whether a collision occurs or not, and the collision information is judged and processed to obtain a forward signal or an avoidance signal. When an avoidance signal is generated, the avoidance route of the generated dynamic obstacle is obtained, and the minimum value of the selected evaluation coefficient corresponding to the avoidance route is obtained. The avoidance route corresponding to the minimum value of the selected evaluation coefficient is set as the planned avoidance route. The starting intersection point and the end intersection point of the planned avoidance route and the preferred rescue path are obtained, and the line segment between the starting intersection point and the end intersection point in the preferred rescue path is replaced with the planned avoidance route, and the fused path is set as the safe rescue path.

6. A rescue equipment path control platform according to claim 1, characterized in that: The return period of the rescue equipment is collected, and the part of the actual operating performance value of the rescue equipment in the return rescue path during the return period that is lower than the preset threshold is obtained, and it is set as the dynamic control demand value. The actual operating performance value represents the number of corresponding values ​​of the kinetic energy parameters of the rescue equipment that are lower than the preset threshold. The kinetic energy parameters include acceleration and driving speed. The dynamic control demand value is distinguished and processed to obtain the first-level control and the second-level control, and the dynamic control strength TD corresponding to the first-level control and the second-level control is obtained, TD=c1, c2, that is, the dynamic control strength TD corresponding to the first-level control is TD=c1, and the dynamic control strength TD corresponding to the second-level control is TD=c2, c2>c1>1, and then the dynamic control strength TD of the current rescue equipment is obtained.

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