Emergency rescue system and scheduling method based on expressway network structure and detouring characteristics
By establishing a path calculation model and optimizing the allocation of station resources on highways, the problems of unreasonable resource allocation and overly idealistic path planning in traditional emergency rescue systems have been solved, enabling efficient dispatching of rescue vehicles and rapid response.
Patent Information
- Application Number
- CN202511711013.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-20
- Publication Date
- 2026-03-03
AI Technical Summary
Traditional emergency rescue systems on highways suffer from inefficient resource allocation and overly idealistic route planning, resulting in low rescue efficiency, failure to reach the accident scene within the predetermined time, and even the potential for secondary accidents.
Establish a path calculation model based on the highway network structure and detour characteristics, and combine it with the optimized allocation of on-site rescue resources. Through digital modeling and path calculation model, optimize the type and number of rescue vehicles, and automatically plan the optimal rescue route and dispatch instructions.
It improves rescue efficiency and accuracy, reduces response time, ensures that rescue vehicles arrive at the accident scene in the shortest possible time, and avoids waste of resources and errors caused by human judgment.
Smart Images
Figure CN121600710A_ABST
Abstract
Description
Technical Field
[0001] This technical solution relates to the field of transportation dispatching and emergency management technology, specifically an emergency rescue system and dispatching method based on the highway network structure and detour characteristics. Background Technology
[0002] With the rapid development of my country's economy, the mileage of expressways and the number of motor vehicles have continued to grow, leading to a continuous increase in expressway traffic flow. Consequently, frequent traffic accidents on expressways pose a serious threat to society and the safety of people's lives and property. The frequency of traffic accidents increases significantly, especially during peak holiday periods and inclement weather.
[0003] Due to the complex road network structure, high traffic volume, one-way traffic, and limited entrances and exits of highways, traditional emergency rescue systems face significant challenges in responding to emergencies. Existing accident dispatch and vehicle allocation methods have the following shortcomings: 1. Inappropriate resource allocation: The types and numbers of rescue vehicles parked at the outpost and the accident data and types near the outpost are unreasonable, which may lead to a shortage of the required vehicle types (such as large tow trucks and breakdown vehicles) at critical moments. 2. The route planning is too idealistic. It usually relies on manual planning and confirmation of straight-line distance or shortest graph theory path, without fully considering the actual network structure of the highway, traffic rules (such as one-way traffic restrictions, U-turn prohibited sections), detour routes (such as having to exit and re-enter the highway), and the actual location of facilities such as toll booths and service areas, resulting in the actual distance and rescue time exceeding the expected distance and time. These deficiencies reduce rescue efficiency, prevent rescue vehicles from arriving within the scheduled time, delay accident handling, and even lead to secondary accidents. Summary of the Invention
[0004] The purpose of this invention is to overcome the shortcomings of existing technologies and provide an emergency rescue system and dispatching method based on the highway network structure and detour characteristics. This invention shortens emergency response time and improves the accuracy and efficiency of rescue dispatching by establishing a path calculation model and combining it with optimized allocation of on-site rescue resources.
[0005] The purpose of this technical solution is achieved as follows: An emergency rescue dispatching method based on highway network structure and detour characteristics includes: Step 1: Digital modeling of the highway network: Construct a road network topology model that includes major road sections, intersections, toll stations, service areas, outposts (such as tunnel outposts), and station information; Step 2: Configure rescue resources at the outposts: Based on historical accident data and accident types, optimize the configuration of the types (such as flatbed trucks, large trailers, tire trucks, breakdown vehicles, and patrol vehicles) and quantities of rescue vehicles at each outpost, and establish an outpost resource database; Step 3: Establish a path calculation model based on the road network topology model: Calculate the rescue path from any station to the accident site using the path calculation model, and select the optimal rescue path; Step 4: Accident Response and Dispatch Decision: When an accident occurs, the system automatically obtains the location, type, and required rescue vehicle resources of the accident, calls the path calculation model in Step 3, and calculates the rescue path and estimated time from all available emergency rescue vehicle outposts to the accident site. Step 5: Vehicle Dispatch and Mission Execution: Based on the rescue route and estimated time calculation results from Step 4, and combined with the on-site rescue resource configuration from Step 2, the system generates and pushes the optimal vehicle dispatch instruction, which includes the best rescue vehicle, the dispatch point to which it belongs, and the optimal driving route.
[0006] Preferably, the road network topology model in step 1 includes: Nodes: Set key locations as nodes. Key locations include: intersections, toll booths, service areas, and outposts for parking rescue vehicles. Arc: A road segment between nodes is defined as an arc, and each arc has corresponding attributes, including: segment ID, associated highway, chainage range, direction of travel, number of lanes, and speed limit; and... Connectivity: The turning rules at a node are defined as connectivity. Connectivity is used to determine whether turning and U-turns are allowed at a node.
[0007] Preferably, step 2 includes: Step 2a: Collect and analyze historical accident data, and statistically analyze the frequency and types of accidents on different road sections and at different times; Step 2b: Based on the accident types identified in Step 2a, analyze the types of rescue vehicles required for each accident type; Step 2c: Based on the road network topology model from Step 1, configure the type and number of rescue vehicles at each outpost.
[0008] Preferably, step 3 includes: Step 3a: When the accident site and the rest stop are located on the same highway, distinguish between cases where the accident site is downstream (i.e., traveling in the same direction) and upstream (i.e., traveling against the flow of traffic) of the rest stop; If the accident site is located downstream of the station, the difference between the station number of the accident site and the station number is calculated. If the accident occurs upstream of the station, calculate the detour distance from the station to the nearest feasible U-turn point (such as a toll station or intersection). That is, calculate the difference between the station number of the nearest feasible U-turn point and the station number, and calculate the difference between the station number of the accident location and the station number of the nearest feasible U-turn point. Then add the two differences together. Step 3b: When the accident site and the station are located on different highways, based on the road network topology model, use the Dijkstra algorithm or A* search algorithm to calculate the shortest effective path from the station to the highway where the accident site is located through one or more feasible intersections. Step 3c: Consider the functional limitations of the station: In the path calculation, constrain the passage and U-turn capabilities of specific station (such as station inside the tunnel or station on one side) to ensure the feasibility of the path. Preferably, step 3b includes: firstly calculating the distance between the station and the feasible interchange connecting the station to the highway where the station is located; then evaluating the traffic connectivity of each interchange; and using the Dijkstra algorithm or the A* search algorithm, calculating the shortest effective path to the highway where the accident occurred through each feasible interchange on the road network topology model established in step 1, and calculating the distance from the interchange to the accident location.
[0009] Preferably, step 4 includes: Step 4a: When the highway monitoring center or traffic police receive an accident alarm: the system or operator confirms the accident information, which includes: the accident location and the accident type; Step 4b: Based on the accident type, the system matches the required rescue vehicle type from the on-site resource database in Step 2; Step 4c: The system calls the path calculation model from step 3 to calculate the rescue route and estimated time from the designated outposts of the rescue vehicles required for the accident to the accident site. Step 4d: The system recommends the optimal solution to the operator on the display interface, or the system automatically makes a decision to select the optimal solution.
[0010] Preferably, step 5 includes: Step 5a: After the system or operator confirms the plan, based on the accident number, time, and road condition information, determine and push the optimal rescue vehicle configuration and dispatch instructions to the station. Step 5b: After receiving the dispatch instructions from the system, the stationed rescue vehicles proceed to the accident site according to the optimal route planned by the system.
[0011] An emergency rescue system for executing the aforementioned emergency rescue dispatch method includes: The road network modeling and analysis module is responsible for the establishment and maintenance of the database, storing the road network topology model defined in step 1, including nodes, arcs, and connectivity; The resource configuration module is responsible for managing the on-site resource database in step 2, storing the type and number of rescue vehicles configured for each on-site. The resource configuration module can analyze the type of rescue vehicles required for each on-site based on historical accident data and provide suggestions for optimized configuration. The path calculation module is used to execute step 3. The path calculation module calculates the rescue path from any station to the accident site and returns the rescue path and the estimated time. The scheduling decision module is used to execute steps 4 and 5. After an accident occurs, the scheduling decision module obtains a list of available rescue vehicles from the resource configuration module, then calls the path calculation module to calculate the rescue path and estimated time from the station to the accident site for each rescue vehicle in the list, and finally determines the optimal solution and issues a scheduling instruction.
[0012] The key and beneficial technical effects of this technical solution compared to existing technologies are: 1. This technical solution combines the actual characteristics of the highway network topology model, traffic flow, traffic rules, toll booths, service areas, etc., to optimize the configuration of rescue vehicles at the station, avoid resource waste or shortage at the station, and improve rescue efficiency.
[0013] 2. This technical solution establishes a path calculation model based on the road network topology model. The path calculation model can cope with complex traffic conditions and optimize the path according to real-time factors such as the specific accident location, road segment characteristics, and traffic flow. This ensures that rescue vehicles select the shortest and most efficient route and arrive at the accident location in the shortest possible time, avoiding the errors and delays of traditional manual judgment.
[0014] 3. This technical solution reduces accident response time and improves the performance of the rescue system. Through route planning and optimization of station resources, it can reduce the response time after an accident occurs, ensure that rescue vehicles arrive at the accident scene in the shortest possible time, and improve the overall efficiency and response time of the emergency rescue system.
[0015] 4. This technical solution improves the rationality of resource allocation and the accuracy of emergency response. By modeling the actual highway network and analyzing real historical accident data, it can improve the rationality of station vehicle allocation. For one-way or complex road sections, the system can automatically adjust the route selection, avoiding inaccuracies and resource waste caused by manual judgment, and ensuring timely response after an accident. Attached Figure Description
[0016] Figure 1This is a schematic diagram of a highway accident collaborative scheduling route that takes into account the road network topology model and detour characteristics, as presented in this invention.
[0017] Figure 2 This is a flowchart of the emergency rescue dispatch method in this invention. Detailed Implementation
[0018] The specific implementation of this technical solution will be further described in detail below with reference to the accompanying drawings.
[0019] Example 1: like Figure 2 An emergency rescue dispatching method based on highway network structure and detour characteristics includes: Step 1: Digital Modeling and Structural Analysis of the Expressway Network: First, it is necessary to digitally model the expressway network, constructing a network topology model that includes major road sections, intersections, toll stations, service areas, outposts (such as tunnel outposts), and station information. The structure of the expressway network itself is relatively fixed. The number of expressways in a certain area, the number of outposts on each expressway, and their distribution are all existing and publicly available information. This invention abstracts this information to construct a graph theory mathematical model, that is, digitally constructing the network topology model. Step 2: Configure the rescue resources at the outposts to optimize the allocation of rescue resources (i.e., rescue vehicles): Based on historical accident data and accident types (highway companies have specific rescue data for each accident per day), optimize the type (e.g., flatbed trucks, large trailers, tire trucks) and quantity of rescue vehicles in each outpost, establish an outpost resource database, and the optimization of outpost rescue resource allocation is obtained by directly solving an integer programming model, specifically using a branch and bound algorithm; Step 3: Establish a path calculation model based on the road network topology model: The path calculation model is used to calculate the rescue path from any outpost to the accident site and select the optimal rescue path. Step 3 is the core innovation of this invention, providing a path calculation model that differs from traditional map navigation and conforms to the realities of highway rescue. The goal of the path calculation model is to calculate the "shortest effective rescue time," that is, to calculate the paths from all outposts near the accident site (e.g., within 50 kilometers) to the accident site, calculate the time required for each path, and then select the shortest feasible path. After an accident occurs, multiple outposts can provide services. The specific outpost chosen to provide services depends on the distance between the outpost and the accident site and whether the outpost has the corresponding type of rescue vehicle. The optimal rescue path can be understood as the rescue path with the shortest time. Step 4: Accident Response and Dispatch Decision: When an accident occurs, the system automatically obtains the location, type, and required rescue vehicle resources of the accident, calls the path calculation model in Step 3, and calculates the rescue path and estimated time from all available emergency rescue vehicle outposts to the accident site. Step 5: Vehicle Dispatch and Mission Execution: Based on the rescue route and estimated time calculation results from Step 4, and combined with the on-site rescue resource configuration from Step 2, the system generates and pushes the optimal vehicle dispatch instruction, which includes the best rescue vehicle, the dispatch point to which it belongs, and the optimal driving route.
[0020] The road network topology model in step 1 includes: Nodes: Key locations are set as nodes. Key locations include: highway intersections (interchanges), toll stations (entrances and exits), service areas, and outposts for parking rescue vehicles (such as maintenance work areas and tunnel management stations). Arcs: Road segments between nodes are defined as arcs, and each arc is assigned corresponding attributes. These attributes include: segment ID, associated highway, chainage range (starting and ending chainages), direction of travel (one-way or two-way), number of lanes, and speed limit; and... Connectivity: Turning rules at nodes are defined as connectivity, which determines whether turning and U-turns are permitted at nodes. For example, permitted turns at intersections (such as turning from one highway to another), and whether U-turns are permitted at toll booths or service areas.
[0021] Step 2 includes: Step 2a: Collect and analyze historical accident data, and statistically analyze the frequency and types of accidents (such as tire blowouts, rear-end collisions, and large truck rollovers) on different road sections and at different times. Step 2b: Based on the accident types counted in Step 2a, analyze the types of rescue vehicles required for each accident type, i.e., select the best rescue vehicle; for example, a tire blowout accident requires a "tire truck", a car rear-end collision requires a "flatbed truck", and a large truck accident requires a "large tow truck" or a "crane". Step 2c: Combining the road network topology model from Step 1 with historical accident data, configure the type and number of rescue vehicles at each outpost.
[0022] Step 2 of the invention optimizes the type and number of rescue vehicles that should be configured at each outpost. For example, at outposts near road sections with high truck traffic and frequent accidents, large trailers or cranes should be prioritized; while a certain number of flatbed trucks and tire trucks should be evenly distributed throughout the entire road network to ensure basic rescue capabilities.
[0023] Step 3 includes: Step 3a: When the accident site and the rest stop are located on the same highway, distinguish between cases where the accident site is downstream (i.e., traveling in the same direction) and upstream (i.e., traveling against the flow of traffic) of the rest stop; If the accident occurred downstream of the camp, the difference between the station number of the accident location and the station number is calculated; for example... Figure 1 As shown, if the first station is located at chainage K100 and the first accident site is located at chainage K86 (downstream of the first station at chainage K100), the rescue vehicle can start directly from the first station at chainage K100 and calculate the distance based on the chainage difference (100-86=14 kilometers). If the accident occurs upstream (on the wrong side of the road) of the station, calculate the detour distance from the station to the nearest feasible U-turn point (such as a toll station or interchange). This involves calculating the difference between the station number of the nearest feasible U-turn point and the station number, and then calculating the difference between the station number of the accident location and the station number of the nearest feasible U-turn point. Finally, add the two differences together. Figure 1 As shown, station 2 is located at chainage K80, the accident site 2 (i.e., anchorage 2 in the diagram) is at chainage K90, and station 1 is at chainage K100. There are no rescue vehicles needed for accident site 2 at station 2. Since highways are one-way, rescue vehicles are strictly prohibited from traveling against the flow of traffic. Station 1, while providing vehicles suitable for the accident, cannot directly reach accident site 2. Therefore, vehicles at station 1 must travel uphill to the nearest feasible U-turn point (such as a toll station or interchange), i.e., detour to station 2 to reach accident site 2. The total distance is (100-80) + (90-80) = 30 kilometers, which is greater than the chainage difference between station 1 and accident site 2 (i.e., 90-80 = 10 kilometers). The method of this invention will automatically calculate the distance generated by this detour characteristic.
[0024] The detour characteristic refers to the fact that when a vehicle stationed at a certain location needs to handle an accident that is not within the jurisdiction of that station, it needs to travel upstream of the accident site and perform a detour (U-turn, turn) operation at the upstream station to reach the accident site.
[0025] On highways, location is determined by station marks. For example, location A is at station K100+200, meaning it's 100 km + 200 meters from the starting point of the highway. Location B is at station K110+300, meaning it's 110 km + 300 meters. The difference between the station marks of locations A and B is 10 km + 100 meters.
[0026] Step 3b: When the accident location and the station are located on different highways, based on the road network topology model, such as when the accident occurs on Highway A and the station is located on Highway B (Highway A and Highway B are just convenient terms for description), the system first needs to calculate the paths from the station to all feasible hubs connected to Highway A. Since a highway may intersect with multiple highways, the system needs to evaluate the traffic connectivity of each intersection hub (i.e., whether it is allowed to transfer from Highway B to Highway A).
[0027] Using Dijkstra's algorithm or A* search algorithm, on the road network topology model established in step 1, the shortest effective path from the stationary point to the highway where the accident occurred is calculated through one or more feasible intersections, and the distance from the intersection to the accident occurred is added; furthermore, the path calculation model can automatically select the optimal path from multiple alternative paths. Step 3c: Consider the functional limitations of the checkpoints: In route calculation, constraints are imposed on the passage and U-turn capabilities of specific checkpoints (such as checkpoints inside tunnels or single-sided checkpoints) to ensure the feasibility of the route. For example, some checkpoints are located inside tunnels and are only used to accommodate rescue vehicles. However, due to the structural limitations of the tunnels, U-turns cannot be performed at these checkpoints (specifically, there are many tunnels on highways, and checkpoints may be set up near some tunnel entrances, and these checkpoints often only allow one-way access to a tunnel, not two-way access. Therefore, other vehicles naturally cannot use these checkpoints to perform U-turns); or, some checkpoints are only located on one side of the highway and cannot provide two-way passage or U-turn functionality.
[0028] The path calculation model of this invention analyzes the specific location and service range of the outposts and identifies these limitations in advance (by marking the attributes of these nodes in the road network topology model), ensuring that the dispatch of rescue vehicles matches the actual situation and avoiding incorrect path planning (for example, not assigning an outpost that cannot turn around to handle an accident located upstream of that outpost).
[0029] Step 3b is as follows: First, calculate the distance between the station and the feasible interchange connecting the station to the highway where the station is located. Then, evaluate the traffic connection of each interchange. Using the Dijkstra algorithm or the A* search algorithm, calculate the shortest effective path to the highway where the accident occurred through each feasible interchange on the road network topology model established in step 1, and calculate the distance from the interchange to the accident location.
[0030] Step 4 includes: Step 4a: When the highway monitoring center or traffic police receive an accident alarm: the system (such as video analysis) or operator confirms the accident information, which includes: the accident location (including highway name and station number) and the accident type (such as rear-end collision or tire blowout). Step 4b: Based on the accident type, the system matches the required rescue vehicle type (such as "flatbed truck" or "tire truck") from the on-site resource database in Step 2. Step 4c: The system calls the path calculation model from step 3 to calculate the rescue route and estimated time from the designated outposts of the rescue vehicles required for the accident to the accident site. Step 4d: The system recommends the optimal solution to the operator on the display interface (e.g., Station 1 takes 15 minutes; Station 2 takes 25 minutes), or the system automatically decides to select the optimal solution (e.g., select Station 1 with the shortest time).
[0031] Step 5 includes: Step 5a: After the system or operator confirms the plan, based on the accident number, time, and road condition information, determine and push the optimal rescue vehicle configuration and dispatch instructions to the station. Step 5b: After receiving the dispatch instructions from the system, the stationed rescue vehicles proceed to the accident site according to the optimal route planned by the system (which has taken into account detours and restrictions).
[0032] Example 2: An emergency rescue system for executing the aforementioned emergency rescue dispatch method includes: The road network modeling and analysis module is responsible for the establishment and maintenance of the database, storing the road network topology model defined in step 1, including nodes (such as checkpoints, toll stations, and intersections), arcs (such as road segment station numbers, directions, and speed limits), and connectivity (such as U-turn restrictions). The resource configuration module is responsible for managing the on-site resource database in step 2, storing the type and quantity of rescue vehicles configured for each on-site (e.g., on-site 1 has 2 flatbed trucks and 1 large trailer). The resource configuration module can analyze the type of rescue vehicles required for each on-site based on historical accident data and provide suggestions for optimized configuration. The path calculation module is used to execute step 3. The path calculation module calculates the rescue path from any station to the accident site and returns the rescue path and the estimated time. When the scheduling decision module inputs the "starting point" (station) and "end point" (accident site), the path calculation module can quickly query the road network topology model and consider all constraints (one-way, detour, U-turn restrictions) to return the optimal path and the estimated time.
[0033] The scheduling decision module is used to execute steps 4 and 5. The scheduling decision module is an interactive interface or automated service program. When an accident occurs, the scheduling decision module obtains a list of available rescue vehicles from the resource configuration module, then calls the route calculation module to calculate the rescue route and estimated time from the station to the accident site for each rescue vehicle in the list, and finally determines the optimal solution and issues a scheduling instruction.
[0034] Figure 2 Flowchart description: Step 1: Highway network modeling. The highway is abstracted as a "node-arc" structure. This step constructs the network topology model for the entire method. Nodes are constructed, including: intersections, toll stations, service areas, outposts, and mileage information; Constructing an arc includes: direction (upstream / downstream), speed limit, mileage, and U-turn capability.
[0035] Step Two: Optimize the allocation of on-site resources: Analyze historical accident data to determine the optimal vehicle type and quantity distribution; Update the types (flatbed trucks, large trailers, tire trucks, etc.) and quantities of rescue vehicles stationed at the site.
[0036] Step 3: Calculate the path and time, and determine the following cases: 1. If the accident site and the station are on the same highway and the accident site is downstream of the station, proceed directly in the direction of traffic. 2. If the accident site and the station are on the same highway and the accident site is upstream of the station, find the nearest possible U-turn point and make a forced detour; 3. The accident site and the base are on different highways, so the search should be conducted by turning around at the intersection. 4. Simultaneously combine: station restrictions (tunnel, one side) and travel time calculation (based on speed limit and arc length).
[0037] Step 4: Accident Triggering and Candidate Solution Generation: Filter available vehicles according to accident type, calculate the shortest effective arrival time for the station of each available vehicle, and generate a list of candidate solutions (1 or more).
[0038] Step 5: Output dispatch instructions: Select the optimal or several plans to output, specify the dispatched vehicles, routes and estimated arrival times, and can be connected to the rescue platform system to execute dispatch operations.
[0039] The foregoing has shown and described the basic principles, main features, and advantages of this technical solution. Those skilled in the art should understand that this technical solution is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this technical solution. Various changes and modifications can be made to this technical solution without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed technical solution. The scope of protection of this technical solution is defined by the appended claims and their equivalents.
[0040] It should be noted that the structures, proportions, and sizes depicted in the accompanying drawings are solely for illustrative purposes and to aid those skilled in the art in understanding and reading the content disclosed herein. They are not intended to limit the implementation of this technical solution and therefore have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, provided they do not affect the effectiveness or purpose of this technical solution, should still fall within the scope of the technical content disclosed herein. Furthermore, the terms used in this specification, such as "upper," "lower," "left," "right," "middle," and "one," are merely for clarity and not intended to limit the scope of implementation of this technical solution. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the technical solution's implementation.
[0041] It should also be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or may be connected to an intermediary component. When a component is referred to as being "connected to" another component, it can be directly connected to the other component or indirectly connected to the other component through an intermediary component.
[0042] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed in this application.
Claims
1. An emergency rescue dispatching method based on highway network structure and detour characteristics, characterized in that, include: Step 1: Model the highway network: Construct a road network topology model that includes information on major road sections, intersections, toll stations, service areas, outposts, and station numbers; Step 2: Configure rescue resources at the outposts: Based on historical accident data and accident types, optimize the type and number of rescue vehicles in each outpost and establish an outpost resource database; Step 3: Establish a path calculation model based on the road network topology model: Calculate the rescue path from any station to the accident site using the path calculation model, and select the optimal rescue path; Step 4: Accident Response and Dispatch Decision: When an accident occurs, the system automatically obtains the location, type, and required rescue vehicle resources of the accident, calls the path calculation model in Step 3, and calculates the rescue path and estimated time from all available emergency rescue vehicle outposts to the accident site. Step 5: Vehicle Dispatch and Mission Execution: Based on the rescue route and estimated time calculation results from Step 4, and combined with the on-site rescue resource configuration from Step 2, the system generates and pushes the optimal vehicle dispatch instruction, which includes the best rescue vehicle, the dispatch point to which it belongs, and the optimal driving route.
2. The emergency rescue dispatching method based on highway network structure and detour characteristics according to claim 1, characterized in that: The road network topology model in step 1 includes: Nodes: Set key locations as nodes. Key locations include: intersections, toll booths, service areas, and outposts for parking rescue vehicles. Arc: A road segment between nodes is defined as an arc, and each arc has corresponding attributes, including: segment ID, associated highway, chainage range, direction of travel, number of lanes, and speed limit; and... Connectivity: The turning rules at a node are defined as connectivity. Connectivity is used to determine whether turning and U-turns are allowed at a node.
3. The emergency rescue dispatching method based on highway network structure and detour characteristics according to claim 1, characterized in that: Step 2 includes: Step 2a: Collect and analyze historical accident data, and statistically analyze the frequency and types of accidents on different road sections and at different times; Step 2b: Based on the accident types identified in Step 2a, analyze the types of rescue vehicles required for each accident type; Step 2c: Based on the road network topology model from Step 1, configure the type and number of rescue vehicles at each outpost.
4. An emergency rescue dispatching method based on highway network structure and detour characteristics according to any one of claims 1-3, characterized in that: Step 3 includes: Step 3a: When the accident site and the camp are located on the same highway, distinguish between cases where the accident site is downstream or upstream of the camp; If the accident site is located downstream of the station, the difference between the station number of the accident site and the station number is calculated. If the accident site is located upstream of the station, calculate the difference between the station number of the nearest feasible U-turn point and the station number, and calculate the difference between the station number of the accident site and the station number of the nearest feasible U-turn point. Then add the two differences together. Step 3b: When the accident site and the station are located on different highways, based on the road network topology model, use the Dijkstra algorithm or A* search algorithm to calculate the shortest effective path from the station to the highway where the accident site is located through one or more feasible intersections. Step 3c: Consider the functional limitations of the station: In the path calculation, constrain the passage and U-turn capabilities of specific station points.
5. The emergency rescue dispatching method based on highway network structure and detour characteristics according to claim 4, characterized in that: Step 3b includes: first, calculating the distance between the camp and the feasible interchange connecting the camp to the highway where the camp is located; then, evaluating the traffic connectivity of each interchange; and using the Dijkstra algorithm or the A* search algorithm, calculating the shortest effective path to the highway where the accident occurred through each feasible interchange on the road network topology model established in step 1, and calculating the distance from the interchange to the accident location.
6. An emergency rescue dispatching method based on highway network structure and detour characteristics according to claim 1, 2, 3, or 5, characterized in that: Step 4 includes: Step 4a: When the highway monitoring center or traffic police receive an accident alarm: the system or operator confirms the accident information, which includes: the accident location and the accident type; Step 4b: Based on the accident type, the system matches the required rescue vehicle type from the on-site resource database in Step 2; Step 4c: The system calls the path calculation model from step 3 to calculate the rescue route and estimated time from the designated outposts of the rescue vehicles required for the accident to the accident site. Step 4d: The system recommends the optimal solution to the operator on the display interface, or the system automatically makes a decision to select the optimal solution.
7. An emergency rescue dispatching method based on highway network structure and detour characteristics according to claim 1, 2, 3, or 5, characterized in that: Step 5 includes: Step 5a: After the system or operator confirms the plan, based on the accident number, time, and road condition information, determine and push the optimal rescue vehicle configuration and dispatch instructions to the station. Step 5b: After receiving the dispatch instructions from the system, the stationed rescue vehicles proceed to the accident site according to the optimal route planned by the system.
8. An emergency rescue system for executing the emergency rescue dispatch method according to any one of claims 1-7, characterized in that, include: The road network modeling and analysis module is responsible for the establishment and maintenance of the database, storing the road network topology model defined in step 1, including nodes, arcs, and connectivity; The resource configuration module is responsible for managing the on-site resource database in step 2, storing the type and number of rescue vehicles configured for each on-site. The resource configuration module can analyze the type of rescue vehicles required for each on-site based on historical accident data and provide suggestions for optimized configuration. The path calculation module is used to execute step 3. The path calculation module calculates the rescue path from any station to the accident site and returns the rescue path and the estimated time. The scheduling decision module is used to execute steps 4 and 5. After an accident occurs, the scheduling decision module obtains a list of available rescue vehicles from the resource configuration module, then calls the path calculation module to calculate the rescue path and estimated time from the station to the accident site for each rescue vehicle in the list, and finally determines the optimal solution and issues a scheduling instruction.