A non-emergency vehicle emergency dispatch method and system

Abstract

The present invention relates to the field of path planning technology, and in particular to a non-emergency vehicle emergency dispatch method and system, comprising: obtaining vehicle information, real-time status information data, and environmental data of a plurality of non-emergency vehicles; determining a non-emergency vehicle dispatch strategy based on a collaborative demand coefficient; determining whether a non-emergency vehicle path is subject to environmental interference based on an interference response index, and adjusting the data exchange frequency between the non-emergency vehicle and a roadside unit according to a ratio; determining whether global traffic flow is unbalanced based on a global traffic flow balance, and adjusting the distance between non-emergency vehicles according to an absolute value of a difference; determining the eligibility of the relative positions of non-emergency vehicles based on a vehicle power performance coefficient, and adjusting the positional relationship between the non-emergency vehicles according to the difference; determining the eligibility of an adjusted non-emergency vehicle dispatch strategy based on a path execution deviation value, and optimizing the real-time status information data acquisition frequency according to the relative difference. The present invention improves the efficiency of non-emergency vehicle emergency dispatch.

Description

Technical Field

[0001] The present invention relates to the technical field of path planning, and in particular to a non-emergency vehicle emergency dispatch method and system. Background Art

[0002] With the accelerated aging of the population and the continuous growth of the number of patients with chronic diseases, the demand for non-emergency medical transportation has shown a significant upward trend. Social vehicles, such as rehabilitation transfer vehicles, dialysis shuttle vehicles, and postoperative escort vehicles, are responsible for transporting a large number of patients with limited mobility for daily medical treatment, rehabilitation treatment, and other tasks. Their dispatch efficiency directly affects patients' medical experience and the efficiency of medical resource utilization. Unlike the emergency response needs of emergency vehicles, social vehicle dispatch pays more attention to task punctuality, route optimization, and resource integration of multi-vehicle collaboration and multi-batch vehicle collaboration. It is necessary to balance transportation efficiency, safety, and cost control in a complex traffic environment. At present, the development of intelligent transportation systems and vehicle-road collaborative technology has provided a new technical path for non-emergency vehicle dispatch. Through data interaction between vehicles and roadside units and between vehicles, traffic flow, road conditions, vehicle status and other information can be obtained in real time, providing data support for the formulation of multi-vehicle collaboration and multi-batch vehicle collaboration dispatch strategies for social vehicles.

[0003] Chinese patent application publication number CN118396201A discloses a method and system for dispatching emergency rescue vehicles. The method includes: initializing emergency rescue information for emergency rescue vehicles; dynamically planning the path weights between a rescue center and the location requiring rescue; calculating the optimal path from the rescue center to the location requiring rescue based on the path weights and path lengths between the rescue center and the location requiring rescue; receiving road status updates, updating the relevant path weights, and dynamically allocating vehicles based on the updated optimal path. This method and corresponding system enable dynamic adjustment of rescue strategies and vehicle allocation, better addressing various complex and changing rescue scenarios and improving rescue success rates.

[0004] However, the following problems exist in the existing technology: the existing technology allocates non-emergency vehicles through dynamic planning and updating of path weights, adopts a relatively fixed path planning method, and does not take into account the interference of the environment on path planning, resulting in a low dispatch response speed of non-emergency vehicles for emergency treatment, thereby leading to the problem of low dispatch response efficiency of non-emergency vehicles. Summary of the Invention

[0005] To this end, the present invention provides an emergency dispatch method for non-emergency vehicles to overcome the problem in the prior art that the environment does not interfere with path planning, resulting in a low dispatch response speed of non-emergency vehicles for first aid, thereby resulting in low dispatch response efficiency of non-emergency vehicles.

[0006] To achieve the above objectives, the present invention provides a non-emergency vehicle emergency dispatch method, comprising:

[0007] Obtain vehicle information, real-time status information data of several non-emergency vehicles, and environmental data of roadside units;

[0008] Determining centralized path planning or distributed path planning based on the collaborative demand coefficient of the real-time status information data;

[0009] An interference response index determined based on traffic flow and weather visibility corresponding to centralized path planning or distributed path planning is used to determine whether the path of the non-emergency vehicle is subject to environmental interference, and a data exchange frequency between the non-emergency vehicle and the roadside unit is adjusted based on the ratio of the interference response index to the interference response index threshold;

[0010] Under the condition of determining the centralized path planning, determining whether the global traffic flow is unbalanced based on the global traffic flow balance of the environmental data after the data exchange frequency is adjusted, and adjusting the distance between non-emergency vehicles based on the absolute value of the difference between the global traffic flow balance and a preset global traffic flow balance;

[0011] Under the condition of determining the distributed path planning, determining the eligibility of the relative positions of the non-emergency vehicles based on the vehicle power performance coefficient of the vehicle information after the data exchange frequency is adjusted, so as to adjust the positional relationship between the non-emergency vehicles according to the difference between the vehicle power performance coefficient and a preset vehicle power performance coefficient;

[0012] The eligibility of the adjusted centralized path planning or distributed path planning is determined based on the path execution deviation value between the actual driving path of the non-emergency vehicle and the planned path, so as to optimize the real-time status information data collection frequency according to the relative difference between the path execution deviation value and the preset path execution deviation value.

[0013] Furthermore, based on the comparison result that the collaborative demand coefficient of the real-time status information data is less than or equal to the preset collaborative demand coefficient, a non-emergency vehicle scheduling strategy for centralized path planning is determined, and the centralized path planning is the centralized planning of all non-emergency vehicles by the platform system.

[0014] Furthermore, based on the comparison result that the collaborative demand coefficient of the real-time status information data is greater than the preset collaborative demand coefficient, a non-emergency vehicle scheduling strategy for distributed path planning is determined, and the distributed path planning is for each non-emergency vehicle to autonomously plan a path.

[0015] Furthermore, based on the comparison result that the interference response index of the environmental data is greater than the interference response index threshold, it is determined that the path of the non-emergency vehicle is subject to environmental interference, and based on the comparison result that the ratio of the response index threshold to the interference response index is less than or equal to the preset ratio, it is determined that the data exchange frequency between the non-emergency vehicle and the roadside unit is increased by a first preset frequency adjustment coefficient.

[0016] Furthermore, based on the comparison result that the interference response index of the environmental data is greater than the interference response index threshold, it is determined that the path of the non-emergency vehicle is subject to environmental interference, and based on the comparison result that the ratio of the response index threshold to the interference response index is greater than the preset ratio, it is determined that the data exchange frequency between the non-emergency vehicle and the roadside unit is increased by a second preset frequency adjustment coefficient.

[0017] Furthermore, under the condition that the non-emergency vehicle dispatching strategy is determined to be centralized path planning, the global traffic flow imbalance is determined based on the comparison result that the global traffic flow balance degree of the environmental data is less than the preset global traffic flow balance degree, and the distance between non-emergency vehicles is increased by the first preset vehicle distance adjustment coefficient or the second preset vehicle distance adjustment coefficient based on the comparison result of the absolute value of the difference between the global traffic flow balance degree and the preset global traffic flow balance degree and the preset absolute value of the difference.

[0018] Furthermore, under the condition that the non-emergency vehicle dispatching strategy is determined to be distributed path planning, the relative position of the non-emergency vehicle is determined to be unqualified based on the comparison result of the vehicle power performance coefficient of the vehicle information being less than the preset vehicle power performance coefficient, and based on the comparison result of the absolute value of the difference between the vehicle power performance coefficient and the preset vehicle power performance coefficient and the preset absolute value of the difference, it is determined to increase the speed of the low-performance non-emergency vehicle by the preset low-performance speed adjustment coefficient or to reduce the speed of the high-performance non-emergency vehicle by the preset high-performance speed adjustment coefficient to complete the position exchange.

[0019] Furthermore, based on the comparison result that the path execution deviation value of the actual driving path of the non-emergency vehicle and the planned path is greater than the preset path execution deviation value, it is determined that the adjusted non-emergency vehicle scheduling strategy is unqualified, and based on the comparison result that the relative difference between the path execution deviation value and the preset path execution deviation value is less than or equal to the preset relative difference, it is determined that the preset collaborative demand coefficient is increased by the first preset collaborative demand correction coefficient.

[0020] Furthermore, based on the comparison result that the path execution deviation value of the actual driving path of the non-emergency vehicle and the planned path is greater than the preset path execution deviation value, it is determined that the adjusted non-emergency vehicle scheduling strategy is unqualified, and based on the comparison result that the relative difference between the path execution deviation value and the preset path execution deviation value is greater than the preset relative difference, it is determined that the preset collaborative demand coefficient is increased by the second preset collaborative demand correction coefficient.

[0021] On the other hand, the present invention also provides a non-emergency vehicle emergency dispatch system, comprising:

[0022] A data acquisition module, which is used to obtain vehicle information, real-time status information data of several non-emergency vehicles and environmental data of roadside units;

[0023] a strategy determination module, connected to the data acquisition module, for determining centralized path planning or distributed path planning based on the coordination demand coefficient of the real-time status information data;

[0024] an environmental analysis module, connected to the data acquisition module and the strategy determination module, respectively, for determining whether the path of the non-emergency vehicle is subject to environmental interference based on an interference response index determined by traffic flow and weather visibility corresponding to centralized path planning or distributed path planning, and adjusting the data exchange frequency between the non-emergency vehicle and the roadside unit based on the ratio of the interference response index to an interference response index threshold;

[0025] a global analysis module connected to the strategy determination module, configured to determine whether global traffic flow is unbalanced based on the global traffic flow balance of the environmental data after the data exchange frequency adjustment, under the condition that the centralized path planning is determined, and to adjust the distance between non-emergency vehicles based on the absolute value of the difference between the global traffic flow balance and a preset global traffic flow balance;

[0026] a performance analysis module connected to the strategy determination module, configured to determine, under the condition of determining the distributed path planning, the eligibility of the relative positions of non-emergency vehicles based on the vehicle power performance coefficient of the vehicle information after the data exchange frequency is adjusted, and to determine and adjust the positional relationship between the non-emergency vehicles based on the difference between the vehicle power performance coefficient and a preset vehicle power performance coefficient;

[0027] A strategy optimization module is connected to the data acquisition module and the strategy determination module respectively, and is used to determine the eligibility of the adjusted centralized path planning or distributed path planning based on the path execution deviation value between the actual driving path of the non-emergency vehicle and the planned path, so as to determine the optimized real-time status information data collection frequency according to the relative difference between the path execution deviation value and the preset path execution deviation value.

[0028] Compared with the prior art, the beneficial effect of the present invention lies in that the present invention determines whether the emergency dispatch strategy of non-emergency vehicles is centralized or distributed through the collaborative demand coefficient, and adjusts the data exchange frequency between non-emergency vehicles and roadside units in real time in combination with the interference response index in the environmental data. In the centralized mode, the global traffic flow balance is used to synchronously optimize the vehicle distance of all non-emergency vehicles. In the distributed mode, the position relationship between the vehicle and the vehicle is adjusted according to the vehicle power performance coefficient. At the same time, the real-time status information data collection frequency is optimized based on the feedback of the path execution deviation value, thereby effectively balancing traffic flow, reducing road risks, improving the efficiency of multi-vehicle collaborative decision-making, and improving the accuracy of emergency dispatch of non-emergency vehicles.

[0029] Furthermore, the present invention determines the emergency dispatch path planning strategy for non-emergency vehicles through the collaborative demand coefficient of real-time status information data, compares the interference response index of environmental data with the threshold to determine whether the non-emergency vehicle path is affected by environmental interference, and adjusts the data exchange frequency between the non-emergency vehicle and the roadside unit accordingly, ensuring smooth communication between the non-emergency vehicle and the roadside unit, improving the adaptability and efficiency of emergency dispatch path planning, and thereby improving the overall performance and safety of the transportation system.

[0030] Furthermore, the present invention evaluates whether the traffic flow is unbalanced through the global traffic flow balance in the environmental data. Under the condition of centralized path planning, the vehicle distance of all non-emergency vehicles is simultaneously adjusted according to the absolute value of the difference between the global traffic flow balance and the preset global traffic flow balance, thereby improving the road's traffic capacity and overall traffic efficiency, enhancing the response speed and stability of the traffic system, and ensuring the efficient implementation of emergency dispatch of non-emergency vehicles.

[0031] Furthermore, the present invention compares the vehicle power performance coefficient with the preset vehicle power performance coefficient under distributed path planning conditions to determine whether the relative position of the non-emergency vehicle is qualified. If it is unqualified, the position relationship between the vehicle and the vehicle is optimized according to the difference between the two, thereby improving the adaptability of non-emergency vehicles to complex road surfaces, reducing traffic congestion, and improving overall traffic efficiency, thereby improving the accuracy of emergency dispatch path planning for non-emergency vehicles.

[0032] Furthermore, the present invention determines the eligibility of the adjusted emergency dispatch strategy through the path execution deviation value between the actual driving path of the non-emergency vehicle and the planned path of the emergency dispatch strategy. When it is unqualified, the real-time status information data collection frequency is adjusted according to the relative difference between the path execution deviation and the preset path execution deviation value, thereby ensuring the effectiveness and practicality of the emergency dispatch strategy and improving the accuracy and reliability of path planning. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a flow chart of a method for emergency dispatch of non-emergency vehicles according to an embodiment of the present invention;

[0034] Figure 2 A flowchart of an embodiment of the present invention for determining whether a non-emergency vehicle path is interfered with by the environment;

[0035] Figure 3 A flowchart of the relative position qualification of non-emergency vehicles according to an embodiment of the present invention;

[0036] Figure 4 A flowchart of determining the eligibility of the adjusted non-emergency vehicle dispatch strategy according to an embodiment of the present invention. DETAILED DESCRIPTION

[0037] In order to make the objects and advantages of the present invention more clearly understood, the present invention is further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are merely used to explain the present invention and are not intended to limit the present invention.

[0038] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0039] It should be pointed out that the data in this embodiment are obtained by comprehensive analysis and evaluation of the historical test data and the corresponding historical test results of the three months before this test. It can be understood by those skilled in the art that the present invention can determine the above parameters for a single item by selecting the value with the highest proportion as the preset standard parameter based on the data distribution, using weighted summation to use the obtained value as the preset standard parameter, substituting each historical data into a specific formula and using the value obtained by the formula as the preset standard parameter or other selection methods, as long as the present invention can clearly define the different specific situations in the single determination process through the obtained values.

[0040] See also Figure 1 As shown, it is a flow chart of the emergency dispatch method for non-emergency vehicles according to an embodiment of the present invention.

[0041] The non-emergency vehicle emergency dispatch method according to an embodiment of the present invention includes:

[0042] Step S1, obtaining vehicle information, real-time status information data and environmental data of a number of non-emergency vehicles and roadside units;

[0043] Step S2, determining centralized path planning or distributed path planning based on the coordination demand coefficient of the real-time status information data;

[0044] Step S3, determining whether the non-emergency vehicle path is subject to environmental interference based on an interference response index determined by traffic flow and weather visibility corresponding to centralized or distributed path planning, and adjusting the data exchange frequency between the non-emergency vehicle and the roadside unit based on the ratio of the interference response index to the interference response index threshold;

[0045] Step S4, under the condition of determining the centralized path planning, determining whether the global traffic flow is unbalanced based on the global traffic flow balance of the environmental data after the data exchange frequency adjustment, and adjusting the distance between non-emergency vehicles based on the absolute value of the difference between the global traffic flow balance and a preset global traffic flow balance;

[0046] Step S5, under the condition of determining the distributed path planning, determining the eligibility of the relative positions of the non-emergency vehicles based on the vehicle power performance coefficient of the vehicle information after the data exchange frequency adjustment, and adjusting the positional relationship between the non-emergency vehicles based on the absolute value of the difference between the vehicle power performance coefficient and a preset vehicle power performance coefficient;

[0047] Step S6, determining the eligibility of the adjusted centralized path planning or distributed path planning based on the path execution deviation value between the actual driving path of the non-emergency vehicle and the planned path, and determining the optimized real-time status information data collection frequency based on the relative difference between the path execution deviation value and the preset path execution deviation value.

[0048] Specifically, the present invention determines whether the emergency dispatch strategy of non-emergency vehicles is centralized or distributed through the collaborative demand coefficient, and adjusts the data exchange frequency between non-emergency vehicles and roadside units in real time in combination with the interference response index in the environmental data. In the centralized mode, the global traffic flow balance is used to synchronously optimize the vehicle distance of all non-emergency vehicles. In the distributed mode, the position relationship between the vehicle and the vehicle is adjusted according to the vehicle power performance coefficient. At the same time, the real-time status information data collection frequency is optimized based on the feedback of the path execution deviation value, thereby effectively balancing traffic flow, reducing road risks, improving the efficiency of multi-vehicle collaborative decision-making, and improving the accuracy of emergency dispatch path planning for non-emergency vehicles.

[0049] In the embodiment of the present invention, the non-emergency vehicle is a social vehicle that undertakes the transportation tasks of daily medical treatment, rehabilitation treatment, etc. for patients with limited mobility. The emergency vehicle dispatches services for emergency injured and sick people who suffer from sudden illnesses, accidents, etc., and is equipped with advanced medical equipment and first aid medicines.

[0050] In an embodiment of the present invention, the vehicle information includes engine rated power, maximum torque, etc., and the real-time status information data includes the real-time position, vehicle distance, acceleration, remaining fuel amount, etc. of several non-emergency vehicles. The real-time status information data is collected in real time through the on-board OBD interface, and the real-time status information data collection frequency is set to 200ms / time.

[0051] In the embodiment of the present invention, the environmental data includes traffic flow, weather visibility, etc., which are acquired by the roadside unit through cameras, radars, and weather stations, and the acquisition frequency is set to 500ms / time.

[0052] In the embodiment of the present invention, the data exchange frequency between non-emergency vehicles and roadside units is set to 5 times / second. The above data is obtained by taking the average of the data exchange frequencies of several historical path planning experiments.

[0053] In the embodiment of the present invention, a high-performance non-emergency vehicle is a vehicle with an engine rated power ≥150kW and a maximum torque ≥350N·m, and an acceleration time of 0-60km / h under no-load state ≤8 seconds; a low-performance non-emergency vehicle is a vehicle with an engine rated power <100kW or a maximum torque <250N·m, and an acceleration time of 0-60km / h under no-load state ≥12 seconds.

[0054] In the embodiment of the present invention, obtaining vehicle information, real-time status information data and environmental data requires authorization.

[0055] Specifically, the embodiment of the present invention determines a non-emergency vehicle dispatching strategy based on a comparison result of a coordination demand coefficient of the real-time status information data and a preset coordination demand coefficient, under the condition of obtaining real-time status information data of a plurality of non-emergency vehicles;

[0056] When the coordination demand coefficient is less than or equal to a preset coordination demand coefficient, determining that the non-emergency vehicle dispatching strategy is centralized path planning;

[0057] When the coordination demand coefficient is greater than a preset coordination demand coefficient threshold, the non-emergency vehicle dispatching strategy is determined to be distributed path planning.

[0058] In the embodiment of the present invention, the preset collaborative demand coefficient is 0.75, but the above value is not limited thereto, and those skilled in the art may also adjust the value according to actual needs.

[0059] In an embodiment of the present invention, the centralized route planning is for the case where there are patients with serious conditions, and all non-emergency vehicles are centrally planned through a platform system. The platform system is a non-emergency vehicle emergency intelligent dispatching system that adopts the city brain system; the distributed route planning is for the case where there are patients with mild conditions, and each non-emergency vehicle independently plans a route based on local information. The seriously ill patients are those whose conditions are urgent and require immediate medical treatment, otherwise their lives may be endangered or their health may be seriously damaged, such as patients with sudden myocardial infarction, acute respiratory failure, severe poisoning, etc. The mildly ill patients are those whose conditions are relatively stable and do not require emergency treatment, such as patients with minor trauma, chronic disease attacks, etc.

[0060] During the implementation process, the coordination demand coefficient is the product of the average ratio of the actual distance to the safety distance and the weight of 0.7, plus the product of the average ratio of the number of sudden accelerations to the number of sudden decelerations and the weight of 0.3.

[0061] See also Figure 2 As shown in FIG, it is a flowchart of determining whether a non-emergency vehicle path is interfered with by the environment according to an embodiment of the present invention.

[0062] Specifically, in the embodiment of the present invention, under the condition of determining the corresponding non-emergency vehicle dispatching strategy, whether the non-emergency vehicle path is subject to environmental interference is determined based on the comparison result of the interference response index of the environmental data and the interference response index threshold;

[0063] When the interference response index is less than or equal to the interference response index threshold, it is determined that the non-emergency vehicle path is not affected by environmental interference;

[0064] When the interference response index is greater than the interference response index threshold, it is determined that the non-emergency vehicle path is subject to environmental interference.

[0065] In the embodiment of the present invention, the interference response index threshold is set to 0.8, but the above value is not limited thereto, and those skilled in the art may also adjust the value according to actual needs.

[0066] In the embodiment of the present invention, the interference response index is the product of the ratio of the current traffic flow to the historical average and the inverse of the weather visibility.

[0067] Specifically, the embodiment of the present invention determines, under the condition that the path of the non-emergency vehicle is subject to environmental interference, to adjust the data exchange frequency between the non-emergency vehicle and the roadside unit based on the comparison result of the ratio of the response index threshold to the interference response index and the preset ratio;

[0068] When the ratio is less than or equal to the preset ratio, it is determined to increase the data exchange frequency between the non-emergency vehicle and the roadside unit to a corresponding value using a first preset frequency adjustment coefficient of 1.2;

[0069] When the ratio is greater than the preset ratio, it is determined to increase the data exchange frequency between the non-emergency vehicle and the roadside unit to a corresponding value using a second preset frequency adjustment coefficient of 1.5;

[0070] The ratio is the ratio of the response index threshold to the interference response index.

[0071] In the embodiment of the present invention, the preset ratio is 0.55, but the above value is not limited thereto, and those skilled in the art may also adjust the value according to actual needs.

[0072] In an embodiment of the present invention, the increased data exchange frequency is the product of the data exchange frequency and the preset frequency adjustment coefficient. The preset frequency adjustment coefficient includes a first frequency adjustment coefficient, which has a value of 1.2 and a second preset frequency adjustment coefficient, which has a value of 1.5. It can be understood that the increased data exchange frequency should be an integer. In order to ensure that the adjusted data exchange frequency meets actual needs, the adjustment range should not be too large, so the adjustment coefficient is set accordingly to control the adjustment range.

[0073] Specifically, the present invention determines the emergency dispatch path planning strategy for non-emergency vehicles through the collaborative demand coefficient of real-time status information data, compares the interference response index of environmental data with the threshold to determine whether the non-emergency vehicle path is affected by environmental interference, and adjusts the data exchange frequency between the non-emergency vehicle and the roadside unit accordingly, ensuring smooth communication between the non-emergency vehicle and the roadside unit, improving the adaptability and efficiency of emergency dispatch path planning, and thereby improving the overall performance and safety of the transportation system.

[0074] Specifically, in an embodiment of the present invention, under the condition that the non-emergency vehicle dispatching strategy is determined to be centralized path planning, whether the global traffic flow is unbalanced is determined based on a comparison result of the global traffic flow balance degree of the environmental data with a preset global traffic flow balance degree;

[0075] When the global traffic flow balance degree is less than or equal to the preset global traffic flow balance degree, it is determined that the global traffic flow is unbalanced;

[0076] When the global traffic flow balance degree is greater than the preset global traffic flow balance degree, it is determined that the global traffic flow is not unbalanced.

[0077] In the embodiment of the present invention, the preset global traffic flow balance value is 0.84, and those skilled in the art may also adjust the value according to actual needs.

[0078] During implementation, the global traffic flow balance is 1 minus the sum of the absolute values ​​of the differences between the traffic flow of the ith region and the average traffic flow of the entire region, divided by the product of the number of regions and the average traffic flow of the entire region.

[0079] Specifically, under the condition that the global traffic flow is unbalanced, the embodiment of the present invention determines that the distances between all non-emergency vehicles are adjusted simultaneously according to the comparison result of the absolute value of the difference between the global traffic flow balance degree and the preset global traffic flow balance degree and the preset absolute value of the difference;

[0080] When the absolute value of the difference is less than or equal to the preset absolute value of the difference, it is determined to increase the distance between the non-emergency vehicles to a corresponding value using a first preset vehicle distance adjustment coefficient of 1.05;

[0081] When the absolute value of the difference is greater than the preset absolute value of the difference, it is determined to increase the distance between the non-emergency vehicles to a corresponding value using a second preset vehicle distance adjustment coefficient of 1.07;

[0082] The absolute value of the difference is the absolute value of the difference between the global traffic flow balance degree and the preset global traffic flow balance degree.

[0083] In the embodiment of the present invention, the preset absolute value of the difference is 0.68, but the above value is not limited thereto, and those skilled in the art may also adjust the value according to actual needs.

[0084] In an embodiment of the present invention, the increased vehicle distance is the product of the distance between non-emergency vehicles and a preset vehicle distance adjustment coefficient. The preset vehicle distance adjustment coefficient includes a first preset vehicle distance adjustment coefficient, which has a value of 1.05 and a second preset vehicle distance adjustment coefficient, which has a value of 1.07. It can be understood that in order to ensure that the adjusted vehicle distance meets actual needs, the adjustment range should not be too large, so the corresponding adjustment coefficient is set to control the adjustment range.

[0085] Specifically, the present invention evaluates whether traffic flow is unbalanced through the global traffic flow balance in environmental data. Under centralized path planning conditions, the vehicle distances of all non-emergency vehicles are simultaneously adjusted according to the absolute value of the difference between the global traffic flow balance and the preset global traffic flow balance, thereby improving the road's traffic capacity and overall traffic efficiency, enhancing the response speed and stability of the traffic system, and ensuring the efficient implementation of emergency dispatch of non-emergency vehicles.

[0086] See also Figure 3 As shown, it is a flow chart of determining the relative position eligibility of a non-emergency vehicle according to an embodiment of the present invention.

[0087] Specifically, in an embodiment of the present invention, under the condition that the non-emergency vehicle dispatching strategy is determined to be distributed path planning, the eligibility of the relative position of the non-emergency vehicle is determined based on the comparison result of the vehicle power performance coefficient of the vehicle information with the preset vehicle power performance coefficient;

[0088] When the vehicle power performance coefficient is less than or equal to a preset vehicle power performance coefficient, determining that the relative position of the non-emergency vehicle is unqualified;

[0089] When the vehicle power performance coefficient is greater than or equal to a preset vehicle power performance coefficient, it is determined that the relative position of the non-emergency vehicle is qualified.

[0090] In the embodiment of the present invention, the preset value of the vehicle power performance coefficient is 0.4, but the above value is not limited thereto, and those skilled in the art can also adjust the value according to actual needs.

[0091] During implementation, the vehicle dynamic performance coefficient is the ratio of the engine rated power to the engine rated power threshold multiplied by the ratio of the maximum torque to the maximum torque threshold. The engine rated power threshold is set to 200kW, and the maximum torque threshold is set to 400N·m.

[0092] Specifically, in an embodiment of the present invention, under the condition that the relative position of the non-emergency vehicle is determined to be unqualified, the position relationship between the non-emergency vehicles is adjusted according to the comparison result of the absolute value of the difference between the vehicle power performance coefficient and the preset vehicle power performance coefficient and the preset absolute value of the difference;

[0093] When the absolute value of the difference is less than or equal to the preset absolute value of the difference, it is determined to increase the speed of the low-performance non-emergency vehicle to a corresponding value using a preset low-performance speed adjustment coefficient of 1.05 to change the position of the corresponding vehicle;

[0094] When the absolute value of the difference is greater than the preset absolute value of the difference, it is determined to reduce the speed of the high-performance non-emergency vehicle to a corresponding value using a preset high-performance speed adjustment coefficient of 0.95 to change the position of the corresponding vehicle.

[0095] In the embodiment of the present invention, the preset absolute value of the difference is 0.25, but the above value is not limited thereto, and those skilled in the art may also adjust the value according to actual needs.

[0096] In an embodiment of the present invention, the increased low-performance non-emergency vehicle speed is the product of the low-performance non-emergency vehicle speed and a preset low-performance speed adjustment coefficient, and the preset low-performance speed adjustment coefficient is 1.05; the decreased high-performance non-emergency vehicle speed is the product of the high-performance non-emergency vehicle speed and a preset high-performance speed adjustment coefficient, and the preset high-performance speed adjustment coefficient is 0.95.

[0097] Specifically, the present invention compares the vehicle power performance coefficient with the preset vehicle power performance coefficient under distributed path planning conditions to determine whether the relative position of the non-emergency vehicle is qualified. If it is unqualified, the position relationship between the vehicle and the vehicle is optimized according to the difference between the two, thereby improving the adaptability of non-emergency vehicles to complex road surfaces, reducing traffic congestion, and improving overall traffic efficiency, thereby improving the accuracy of emergency dispatch path planning for non-emergency vehicles.

[0098] See also Figure 4 As shown, it is a flow chart of determining the eligibility of the adjusted non-emergency vehicle dispatching strategy according to an embodiment of the present invention.

[0099] Specifically, the embodiment of the present invention determines the eligibility of the adjusted non-emergency vehicle dispatching strategy based on a comparison result of a path execution deviation value between the actual driving path of the non-emergency vehicle and the planned path of the non-emergency vehicle dispatching strategy and a preset path execution deviation value;

[0100] When the path execution deviation value is less than or equal to the preset path execution deviation value, it is determined that the adjusted non-emergency vehicle dispatching strategy is qualified;

[0101] When the path execution deviation value is less than or equal to the preset path execution deviation value, it is determined that the adjusted non-emergency vehicle dispatching strategy is unqualified;

[0102] In the implementation of the present invention, the preset path execution deviation value is 0.72, but the above value is not limited to this. Those skilled in the art can also adjust the value according to actual needs.

[0103] During implementation, the path execution deviation value is the ratio of the sum of the displacement differences between the actual position of the vehicle at the jth sampling point and the planned position to the total length of the planned path, multiplied by the ratio of the absolute value of the difference between the actual driving time of the vehicle and the expected driving time of the planned path to the expected driving time.

[0104] Specifically, in an embodiment of the present invention, when it is determined that the non-emergency vehicle dispatching strategy after adjustment is unqualified, the frequency of collecting the real-time status information data is optimized according to a comparison result of a relative difference between the path execution deviation value and a preset path execution deviation value and a preset relative difference;

[0105] When the relative difference is less than or equal to the preset relative difference, determining to increase the real-time status information data collection frequency to a corresponding value using a first preset collection frequency correction coefficient of 1.35;

[0106] When the relative difference is greater than the preset relative difference, determining to increase the real-time status information data collection frequency to a corresponding value using a second preset collection frequency correction coefficient of 1.39;

[0107] The relative difference is the relative difference between the path execution deviation value and a preset path execution deviation value.

[0108] In the embodiment of the present invention, the preset relative difference value is 0.34, but the above value is not limited thereto, and those skilled in the art may also adjust the value according to actual needs.

[0109] In an embodiment of the present invention, the increased real-time status information data collection frequency is the product of the real-time status information data collection frequency and a preset collection frequency correction coefficient. The preset collection frequency correction coefficient includes a first preset collection frequency correction coefficient, whose value is 1.35, and a second preset collection frequency correction coefficient, whose value is 1.39. It can be understood that in order to ensure that the adjusted real-time status information data collection frequency meets actual needs, the adjustment range should not be too large, so the adjustment coefficient is set accordingly to control the adjustment range.

[0110] Specifically, the present invention determines the eligibility of the adjusted emergency dispatch strategy through the path execution deviation value between the actual driving path of the non-emergency vehicle and the planned path of the emergency dispatch strategy. When it is unqualified, the real-time status information data collection frequency is adjusted according to the relative difference between the path execution deviation and the preset path execution deviation value, so as to ensure the effectiveness and practicality of the emergency dispatch strategy and improve the accuracy and reliability of path planning.

[0111] On the other hand, the present invention also provides a non-emergency vehicle emergency dispatch system, comprising:

[0112] A data acquisition module, which is used to obtain vehicle information, real-time status information data of several non-emergency vehicles and environmental data of roadside units;

[0113] a strategy determination module, connected to the data acquisition module, for determining centralized path planning or distributed path planning based on the coordination demand coefficient of the real-time status information data;

[0114] an environmental analysis module, connected to the data acquisition module and the strategy determination module, respectively, for determining whether the path of the non-emergency vehicle is subject to environmental interference based on an interference response index determined by traffic flow and weather visibility corresponding to centralized path planning or distributed path planning, and adjusting the data exchange frequency between the non-emergency vehicle and the roadside unit based on the ratio of the interference response index to an interference response index threshold;

[0115] a global analysis module connected to the strategy determination module, configured to determine whether global traffic flow is unbalanced based on the global traffic flow balance of the environmental data after the data exchange frequency adjustment, under the condition that the centralized path planning is determined, and to adjust the distance between non-emergency vehicles based on the absolute value of the difference between the global traffic flow balance and a preset global traffic flow balance;

[0116] a performance analysis module connected to the strategy determination module, configured to determine, under the condition of determining the distributed path planning, the eligibility of the relative positions of non-emergency vehicles based on the vehicle power performance coefficient of the vehicle information after the data exchange frequency adjustment, and to determine and adjust the positional relationship between the non-emergency vehicles based on the absolute value of the difference between the vehicle power performance coefficient and a preset vehicle power performance coefficient;

[0117] A strategy optimization module is connected to the data acquisition module and the strategy determination module respectively, and is used to determine the eligibility of the adjusted centralized path planning or distributed path planning based on the path execution deviation value between the actual driving path of the non-emergency vehicle and the planned path, so as to determine the optimized real-time status information data collection frequency according to the relative difference between the path execution deviation value and the preset path execution deviation value.

[0118] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

[0119] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A non-emergency vehicle emergency dispatch method, characterized in that: include: Obtain vehicle information, real-time status information data of several non-emergency vehicles, and environmental data of roadside units; Determining centralized path planning or distributed path planning based on the collaborative demand coefficient of the real-time status information data; An interference response index determined based on traffic flow and weather visibility corresponding to centralized path planning or distributed path planning is used to determine whether the path of the non-emergency vehicle is subject to environmental interference, and a data exchange frequency between the non-emergency vehicle and the roadside unit is adjusted based on the ratio of the interference response index to the interference response index threshold; Under the condition of determining the centralized path planning, determining whether the global traffic flow is unbalanced based on the global traffic flow balance of the environmental data after the data exchange frequency is adjusted, and adjusting the distance between non-emergency vehicles based on the absolute value of the difference between the global traffic flow balance and a preset global traffic flow balance; Under the condition of determining the distributed path planning, determining the eligibility of the relative positions of the non-emergency vehicles based on the vehicle power performance coefficient of the vehicle information after the data exchange frequency is adjusted, so as to adjust the positional relationship between the non-emergency vehicles according to the difference between the vehicle power performance coefficient and a preset vehicle power performance coefficient; The eligibility of the adjusted centralized path planning or distributed path planning is determined based on the path execution deviation value between the actual driving path of the non-emergency vehicle and the planned path, so as to optimize the real-time status information data collection frequency according to the relative difference between the path execution deviation value and the preset path execution deviation value.

2. The non-emergency vehicle emergency dispatch method according to claim 1, characterized in that: Based on the comparison result that the collaborative demand coefficient of the real-time status information data is less than or equal to the preset collaborative demand coefficient, a non-emergency vehicle scheduling strategy for centralized path planning is determined. The centralized path planning is the centralized planning of all non-emergency vehicles by the platform system.

3. The non-emergency vehicle emergency dispatch method according to claim 2, characterized in that: Based on the comparison result that the collaborative demand coefficient of the real-time status information data is greater than the preset collaborative demand coefficient, a non-emergency vehicle scheduling strategy for distributed path planning is determined, and the distributed path planning is for each non-emergency vehicle to independently plan a path.

4. The non-emergency vehicle emergency dispatch method according to claim 3, characterized in that: Based on the comparison result that the interference response index of the environmental data is greater than the interference response index threshold, it is determined that the path of the non-emergency vehicle is subject to environmental interference, and based on the comparison result that the ratio of the interference response index threshold to the interference response index is less than or equal to the preset ratio, it is determined that the data exchange frequency between the non-emergency vehicle and the roadside unit is increased by a first preset frequency adjustment coefficient.

5. The non-emergency vehicle emergency dispatch method according to claim 4, characterized in that: Based on the comparison result that the interference response index of the environmental data is greater than the interference response index threshold, it is determined that the path of the non-emergency vehicle is subject to environmental interference, and based on the comparison result that the ratio of the interference response index threshold to the interference response index is greater than the preset ratio, it is determined that the data exchange frequency between the non-emergency vehicle and the roadside unit is increased by a second preset frequency adjustment coefficient.

6. The non-emergency vehicle emergency dispatch method according to claim 5, characterized in that: Under the condition that the non-emergency vehicle dispatching strategy is determined to be centralized path planning, a global traffic flow imbalance is determined based on a comparison result that the global traffic flow balance degree of the environmental data is less than a preset global traffic flow balance degree, and based on a comparison result of an absolute value of a difference between the global traffic flow balance degree and the preset global traffic flow balance degree and a preset absolute value of the difference, it is determined to increase the distance between non-emergency vehicles by a first preset vehicle distance adjustment coefficient or a second preset vehicle distance adjustment coefficient.

7. The non-emergency vehicle emergency dispatch method according to claim 6, characterized in that: Under the condition that the non-emergency vehicle scheduling strategy is determined to be distributed path planning, the relative position of the non-emergency vehicle is determined to be unqualified based on the comparison result of the vehicle power performance coefficient of the vehicle information being less than the preset vehicle power performance coefficient, and based on the comparison result of the absolute value of the difference between the vehicle power performance coefficient and the preset vehicle power performance coefficient and the preset absolute value of the difference, it is determined to increase the speed of the low-performance non-emergency vehicle by the preset low-performance speed adjustment coefficient or to reduce the speed of the high-performance non-emergency vehicle by the preset high-performance speed adjustment coefficient to complete the position exchange.

8. The non-emergency vehicle emergency dispatch method according to claim 7, characterized in that: Based on the comparison result that the path execution deviation value of the actual driving path of the non-emergency vehicle and the planned path is greater than the preset path execution deviation value, it is determined that the adjusted non-emergency vehicle scheduling strategy is unqualified, and based on the comparison result that the relative difference between the path execution deviation value and the preset path execution deviation value is less than or equal to the preset relative difference, it is determined that the preset collaborative demand coefficient is increased by the first preset collaborative demand correction coefficient.

9. The non-emergency vehicle emergency dispatch method according to claim 8, characterized in that: Based on the comparison result that the path execution deviation value of the actual driving path of the non-emergency vehicle and the planned path is greater than the preset path execution deviation value, it is determined that the adjusted non-emergency vehicle scheduling strategy is unqualified, and based on the comparison result that the relative difference between the path execution deviation value and the preset path execution deviation value is greater than the preset relative difference, it is determined that the preset collaborative demand coefficient is increased by the second preset collaborative demand correction coefficient.

10. A non-emergency vehicle emergency dispatch system, using the non-emergency vehicle emergency dispatch method according to any one of claims 1 to 9, characterized in that: include: A data acquisition module, which is used to obtain vehicle information, real-time status information data of several non-emergency vehicles and environmental data of roadside units; a strategy determination module, connected to the data acquisition module, for determining centralized path planning or distributed path planning based on the coordination demand coefficient of the real-time status information data; an environmental analysis module, connected to the data acquisition module and the strategy determination module, respectively, for determining whether the path of the non-emergency vehicle is subject to environmental interference based on an interference response index determined by traffic flow and weather visibility corresponding to centralized path planning or distributed path planning, and adjusting the data exchange frequency between the non-emergency vehicle and the roadside unit based on the ratio of the interference response index to an interference response index threshold; a global analysis module connected to the strategy determination module, configured to determine whether global traffic flow is unbalanced based on a global traffic flow balance of the environmental data after the data exchange frequency adjustment, under the condition that the centralized path planning is determined, and to adjust the distance between non-emergency vehicles based on an absolute value of a difference between the global traffic flow balance and a preset global traffic flow balance; a performance analysis module connected to the strategy determination module, configured to determine, under the condition of determining the distributed path planning, the eligibility of the relative positions of non-emergency vehicles based on the vehicle power performance coefficient of the vehicle information after the data exchange frequency is adjusted, and to determine and adjust the positional relationship between the non-emergency vehicles based on the difference between the vehicle power performance coefficient and a preset vehicle power performance coefficient; A strategy optimization module is connected to the data acquisition module and the strategy determination module respectively, and is used to determine the eligibility of the adjusted centralized path planning or distributed path planning based on the path execution deviation value between the actual driving path of the non-emergency vehicle and the planned path, so as to determine the optimized real-time status information data collection frequency according to the relative difference between the path execution deviation value and the preset path execution deviation value.

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