Emergency command vehicle scheduling and networking communication system based on multi-mode fusion

Abstract

The invention provides an emergency command vehicle scheduling and networking communication system based on multi-modal fusion, which relates to the technical field of emergency rescue and comprises an information acquisition module, a correction module, a networking communication module, a temporary parking planning module and a withdrawal planning module. According to the invention, multi-modal information of video images, ground humidity and field coordinates is fused, and means of multi-link communication switching, intelligent parking planning, optimal route screening, differential temporary parking strategies, conflict-free withdrawal and standby route planning and the like are combined; the whole-process intelligent scheduling of the rescue vehicle from demand measurement and calculation, parking planning, communication networking, route guidance to evacuation guarantee is realized, the resource imbalance of the rescue vehicle is effectively avoided, the parking safety, the space utilization rate, the communication stability and the passing efficiency are improved, and the scheduling efficiency, the communication reliability and the operation safety in an emergency rescue scene are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of emergency rescue technology, and more specifically, to an emergency command vehicle dispatching and networking communication system based on multimodal fusion. Background Technology

[0002] As emergency rescue scenarios become increasingly complex and diverse, with frequent occurrences of emergencies such as earthquakes, floods, and fires, the requirements for the precision of rescue vehicle dispatching, the continuity of communication, and operational safety are constantly increasing. Simultaneously, the rapid development of technologies such as multimodal information fusion, intelligent path planning, and multi-link communication networking provides support for the upgrading of emergency command systems. Traditional control models relying on manual labor and single technologies are no longer adequate for the real-time dynamic needs of complex scenarios, driving the evolution of emergency command towards full-process intelligentization.

[0003] Traditional emergency command vehicle dispatch and communication systems have many limitations: information collection is limited in scope, relying heavily on manual reporting or single sensor data, failing to comprehensively integrate key information such as video footage, ground humidity, and on-site coordinates, leading to significant discrepancies in the number of people awaiting rescue and imbalances in the calculation of rescue vehicle needs; parking location planning lacks a quantitative evaluation system, failing to consider factors such as personnel density, ground bearing capacity, slope, and humidity, easily causing conflicts in personnel evacuation or the risk of vehicles rolling away; communication links are fixed and lack dynamic switching mechanisms, making them prone to signal interruptions and command loss in complex environments; route planning does not fully consider congestion, temporary parking strategies are lacking, and retreat routes are poorly designed, resulting in low overall dispatch efficiency and difficulty in ensuring safety.

[0004] Therefore, it is necessary to design an emergency command vehicle dispatch and networking communication system based on multimodal fusion to solve the problems of incomplete information utilization, inaccurate calculation of rescue vehicle demand, lack of dual guarantee of safety and efficiency in parking location planning, insufficient stability of communication links and lack of redundancy backup, failure to take into account timeliness and feasibility in route planning, and imperfect design of temporary parking and retreat schemes. These problems result in low efficiency of emergency rescue dispatch, easy communication interruption, poor operational safety, and difficulty in adapting to the dynamic control requirements of complex emergency scenarios. Summary of the Invention

[0005] In view of this, the present invention proposes an emergency command vehicle dispatching and networking communication system based on multimodal fusion, aiming to solve the problems of incomplete information utilization, inaccurate calculation of rescue vehicle demand, lack of dual guarantee of safety and efficiency in parking location planning, insufficient stability of communication links and lack of redundancy backup, failure to take into account timeliness and feasibility in route planning, and imperfect design of temporary parking and retreat schemes. These problems result in low efficiency of emergency rescue dispatching, easy communication interruption, poor operational safety, and difficulty in adapting to the dynamic control requirements of complex emergency scenarios.

[0006] In one aspect, this invention proposes an emergency command vehicle dispatching and networking communication system based on multimodal fusion, comprising: The information acquisition module is used to acquire multimodal on-site information of the emergency scene, including video footage, ground humidity, and on-site coordinates. Based on the video footage, the number of people to be rescued is determined, and based on the number of people to be rescued, the required number of rescue vehicles is determined. The correction module is used to determine, based on the video footage, all permitted parking locations for rescue vehicles at the emergency site and the maximum number of vehicles that can be parked at each location, determine the slope value of each parking location based on the video footage, and correct the parking locations and the maximum number of vehicles based on the slope value and the ground humidity, thereby obtaining corrected parking locations and corrected parking numbers. The networking communication module is used to build a communication network between the emergency command vehicle and each rescue vehicle, obtain the real-time location of each rescue vehicle, and determine the first rescue route for each rescue vehicle to reach the corrected parking position based on the real-time location and the on-site coordinates. The temporary parking planning module is used to determine the nearest temporary parking point for the rescue vehicle outside the emergency site in the first rescue route based on the video footage, and to determine the temporary parking strategy for the rescue vehicle based on the required number and the corrected parking number. The evacuation planning module is used to determine the evacuation route of the rescue vehicle based on the modified parking location, and to determine a second rescue route from the temporary parking point to the modified parking location based on the evacuation route and the temporary parking point.

[0007] Furthermore, when determining all permitted parking locations for rescue vehicles at the emergency site and the maximum number of vehicles that can be parked at each location based on the video footage, the process includes: The emergency command vehicle acquires the video footage and divides the video footage into a grid using the size of the rescue vehicle. Each grid represents a candidate parking location, and the personnel density and ground bearing capacity of the candidate parking locations are obtained. When the personnel density is less than or equal to the personnel density threshold and the ground bearing capacity is greater than or equal to the bearing capacity threshold, the current candidate parking location is determined to be the parking location, and the maximum number of parking spaces is incremented by one. If the personnel density is greater than the personnel density threshold or the ground bearing capacity is less than the bearing capacity threshold, then it is determined that the current candidate parking location cannot accommodate a rescue vehicle.

[0008] Further, when correcting the parking location and the maximum parking quantity based on the slope value and the ground humidity to obtain the corrected parking location and corrected parking quantity, the following steps are included: The slope value is used to calculate the maximum ground humidity at which the rescue vehicle can be stably parked at the parking location; When the maximum ground humidity is less than or equal to the ground humidity, the current parking position is determined to be the corrected parking position, and the number of corrected parking positions is incremented by one. If the maximum ground humidity is greater than the ground humidity, it is determined that the current parking location is not suitable for parking a rescue vehicle.

[0009] Furthermore, when correcting the parking location and the maximum parking quantity based on the slope value and the ground humidity to obtain the corrected parking location and corrected parking quantity, the method further includes: The maximum ground humidity is equal to the difference between the static friction coefficient of the parking location in a dry state and the tangent of the slope value, divided by the road surface humidity minus the friction coefficient attenuation coefficient.

[0010] Furthermore, when constructing a communication network between the emergency command vehicle and various rescue vehicles, the following should be included: Detect the signal strength of the communication links between the emergency command vehicle and each rescue vehicle; The communication links include: satellite communication, public mobile networks, and dedicated wireless local area networks; When the satellite communication signal strength of the emergency command vehicle is greater than or equal to the first signal strength threshold and the satellite communication signal strength of all rescue vehicles is greater than or equal to the third signal strength threshold, the satellite communication is set as the main communication link between the emergency command vehicle and all rescue vehicles, and the public mobile network is set as the backup communication link. When the satellite communication signal strength of the emergency command vehicle is less than the first signal strength threshold, or when the satellite communication signal strength of a rescue vehicle is less than the third signal strength threshold and the public mobile network signal strength of the emergency command vehicle is greater than or equal to the second signal strength threshold and the public mobile network signal strength of all rescue vehicles is greater than or equal to the fourth signal strength threshold, then the public mobile network is set as the main communication link between the emergency command vehicle and all rescue vehicles, and the dedicated wireless local area network is set as the backup communication link. When the satellite communication signal strength of the emergency command vehicle is less than the first signal strength threshold, or the satellite communication signal strength of the rescue vehicle is less than the third signal strength threshold and the public mobile network signal strength of the emergency command vehicle is less than the second signal strength threshold, or the public mobile network signal strength of the rescue vehicle is less than the fourth signal strength threshold, the dedicated wireless communication module of the emergency command vehicle is activated to build a temporary dedicated wireless local area network and sends networking instructions to each rescue vehicle to guide all rescue vehicles to access the current temporary dedicated wireless local area network.

[0011] Furthermore, when determining the first rescue route for each rescue vehicle to reach the corrected parking position based on the real-time location and the on-site coordinates, the process includes: The emergency command vehicle establishes a geographic information coordinate system based on the on-site coordinates, maps the real-time location of each rescue vehicle and all the corrected parking locations to the geographic information coordinate system, and matches a corrected parking location for each rescue vehicle. Retrieve road traffic data from the geographic information coordinate system to obtain multiple alternative routes for each rescue vehicle from the real-time location to the corrected parking location, and obtain the estimated travel time and road congestion index for each alternative route; When the road congestion index of the candidate route is less than or equal to the congestion threshold, the current candidate route is included in the set of valid routes. The candidate route with the shortest estimated travel time is selected from the set of valid routes and determined as the first rescue route for the rescue vehicle to reach the corrected parking location.

[0012] Further, when determining the nearest temporary parking point for the rescue vehicle outside the emergency site and close to the emergency site along the first rescue route based on the video footage, this includes: The emergency command vehicle determines the geographical boundary of the emergency site based on the on-site coordinates and designates all areas outside the geographical boundary as candidate temporary parking areas. The candidate temporary parking area is divided into grids using the dimensions of the rescue vehicle to obtain candidate temporary parking points; When the first rescue route coincides with the candidate temporary parking point, the current candidate temporary parking point is included in the candidate temporary parking point set, and the path distance between the current candidate temporary parking point and the corrected parking location is obtained; The candidate temporary parking point with the smallest path distance is selected from the set of candidate temporary parking points and designated as the temporary parking point. If the temporary parking spot corresponding to the current rescue vehicle has already been selected by another rescue vehicle, then the current temporary parking spot is deleted from the candidate temporary parking spot set, and the temporary parking spots are re-selected.

[0013] Furthermore, when determining the temporary parking strategy for the rescue vehicle based on the demand quantity and the adjusted parking quantity, the following steps are included: When the demand exceeds the corrected parking capacity, the excess rescue vehicles will be parked at the corresponding temporary parking points. When the required quantity is less than or equal to the corrected parking quantity, all rescue vehicles are parked in the corresponding corrected parking locations.

[0014] Furthermore, when determining the retreat route of the rescue vehicle based on the corrected parking location, the process includes: The emergency command vehicle identifies the surrounding area of ​​the corrected parking position based on the video footage and establishes a sub-coordinate system for evacuation path planning in conjunction with the on-site coordinates; Each of the modified parking locations is taken as the starting point of the retreat, and the external safe assembly point at the emergency site is taken as the destination of the retreat. The road traffic data in the retreat path planning sub-coordinate system is retrieved to generate multiple alternative retreat routes from the starting point to the destination, and the retreat distance of each alternative retreat route is obtained. The width of the first passage of each candidate evacuation route is detected. When the width of the first passage is greater than or equal to the sum of the width of the rescue vehicle and the safe clearance for evacuation, the current candidate evacuation route is included in the set of valid evacuation routes. The candidate evacuation route with the shortest evacuation distance is selected from the set of valid evacuation routes and used as the evacuation route.

[0015] Furthermore, when determining the second rescue route from the temporary parking point to the corrected parking location based on the evacuation route and the temporary parking point, it includes: The emergency command vehicle synchronously maps the temporary parking point, the corrected parking position, and the corresponding evacuation route to the evacuation path planning sub-coordinate system. Starting from the temporary parking point and ending at the corrected parking position, the road traffic data in the evacuation path planning sub-coordinate system is retrieved to generate multiple alternative second rescue routes that do not conflict with the evacuation route, and the rescue distance of each alternative second rescue route is obtained. The width of the second passage of each of the candidate second rescue routes is detected. When the width of the second passage is greater than or equal to the sum of the width of the rescue vehicle and the safety clearance for rescue, the current candidate second rescue route is included in the set of valid second rescue routes. The candidate second rescue route with the shortest rescue distance is selected from the set of valid second rescue routes and designated as the second rescue route.

[0016] Compared with existing technologies, the beneficial effects of this invention are as follows: The multimodal fusion-based emergency command vehicle dispatching and networking communication system integrates video footage, ground humidity, and on-site coordinates through an information acquisition module. This accurately counts the number of people awaiting rescue and scientifically calculates the required number of rescue vehicles, effectively avoiding redundancy or shortage of rescue vehicle resources. The correction module first divides candidate parking locations based on a grid of rescue vehicle dimensions, then selects compliant parking locations based on personnel density, ground bearing capacity, and their thresholds. Next, it calculates the maximum ground humidity using slope, static friction coefficient in dry conditions, and road surface humidity-friction coefficient attenuation coefficient, and corrects the parking locations and quantities based on the actual ground humidity, significantly improving the space utilization rate of rescue vehicle parking and enhancing anti-rollover safety. The networking communication module employs a multi-link signal strength detection and hierarchical switching mechanism using satellite communication, public mobile networks, and dedicated wireless LANs to ensure continuous and stable communication between the emergency command vehicle and all rescue vehicles. Simultaneously, it utilizes geographic information... The system uses a coordinate system to match and correct parking locations, and combines road congestion index, congestion threshold, and estimated travel time to select the optimal first rescue route, significantly improving the efficiency of rescue vehicles reaching the target parking location. The temporary parking planning module accurately locates the nearest temporary parking point outside the emergency site on the first rescue route, and formulates differentiated temporary parking strategies based on the number of rescue vehicles needed and the corrected parking quantity, effectively solving the parking problem when the supply and demand of rescue vehicles are unbalanced. The retreat planning module generates the shortest retreat route with sufficient channel width based on the corrected parking location and external safe assembly point. At the same time, it generates alternative second rescue routes that do not conflict with the retreat route and calculates the rescue distance, ensuring the safe and efficient retreat of rescue vehicles and providing backup passage routes for rescue vehicles at temporary parking points. Overall, it realizes intelligent scheduling of rescue vehicles throughout the entire process from demand calculation, parking planning, communication networking, route guidance to retreat support, significantly improving vehicle scheduling efficiency, communication reliability, and operational safety in emergency rescue scenarios. Attached Figure Description

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This is a functional block diagram of an emergency command vehicle dispatching and networking communication system based on multimodal fusion, provided in an embodiment of the present invention. Detailed Implementation

[0018] Exemplary embodiments of the present invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the present invention and to fully convey the scope of the invention to those skilled in the art. It should be noted that, without conflict, the embodiments and features described herein can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0019] Reference Figure 1 As shown in some embodiments of this application, an emergency command vehicle dispatching and networking communication system based on multimodal fusion includes: The information acquisition module is used to acquire multimodal on-site information of the emergency scene, including video footage, ground humidity, and on-site coordinates. Based on the video footage, the number of people to be rescued is determined, and based on the number of people to be rescued, the required number of rescue vehicles is determined. The correction module is used to determine, based on the video footage, all permitted parking locations for rescue vehicles at the emergency site and the maximum number of vehicles that can be parked at each location, determine the slope value of each parking location based on the video footage, and correct the parking locations and the maximum number of vehicles based on the slope value and the ground humidity, thereby obtaining corrected parking locations and corrected parking numbers. The networking communication module is used to build a communication network between the emergency command vehicle and each rescue vehicle, obtain the real-time location of each rescue vehicle, and determine the first rescue route for each rescue vehicle to reach the corrected parking position based on the real-time location and the on-site coordinates. The temporary parking planning module is used to determine the nearest temporary parking point for the rescue vehicle outside the emergency site in the first rescue route based on the video footage, and to determine the temporary parking strategy for the rescue vehicle based on the required number and the corrected parking number. The evacuation planning module is used to determine the evacuation route of the rescue vehicle based on the modified parking location, and to determine a second rescue route from the temporary parking point to the modified parking location based on the evacuation route and the temporary parking point.

[0020] Specifically, the information acquisition module first preprocesses the acquired emergency scene video footage, improving image quality through image noise reduction, contrast enhancement, and distortion correction. Then, based on known reference points in the scene coordinate system, it performs pixel-to-actual-size calibration and geographic coordinate mapping of the video footage. Subsequently, it calls a pre-trained human target detection and classification model to perform real-time detection of human targets in the video footage. By extracting information such as human contours, posture features, and clothing features, it distinguishes between those awaiting rescue, on-site rescue personnel, and emergency command personnel. For situations involving occlusion or overlap of personnel in the footage, it uses algorithms such as multi-frame image fusion and human key point pose estimation for completion and recognition, accurately statistically analyzing the video footage. The system first identifies the number of people awaiting rescue within the video's coverage area. Then, based on pre-defined rescue vehicle configuration standards, it obtains core parameters such as the rated capacity of a single rescue vehicle and the number of people served by the supporting rescue equipment. Simultaneously, it combines auxiliary information obtained from video analysis, such as the distribution of injuries to on-site personnel and the terrain complexity coefficient, to calculate the required number of rescue vehicles using a pre-defined algorithm. Specifically, when the injuries to on-site personnel are minor and the terrain complexity is low, the required number of rescue vehicles is the rounded-up ratio of the number of people awaiting rescue to the rated capacity of a single rescue vehicle. When the injuries to on-site personnel are severe and the terrain complexity is high, an emergency redundancy coefficient of 1.2-1.5 times is introduced to ultimately determine the required number of rescue vehicles to meet the on-site rescue needs.

[0021] Understandably, through five major functional modules—information collection, correction, network communication, temporary parking planning, and evacuation planning—the system systematically covers the entire process of emergency vehicle dispatch, from demand calculation, parking planning, communication networking, route guidance to evacuation support. Relying on multimodal information fusion and the collaborative linkage of various modules, it breaks through the limitations of information fragmentation and process fragmentation in traditional dispatch, laying the foundation for the intelligent management and control of the entire emergency rescue vehicle process, and ensuring the accuracy, continuity, and efficiency of dispatch and communication as a whole.

[0022] In some embodiments of this application, determining all permitted parking locations for rescue vehicles at an emergency site and the maximum number of vehicles that can be parked at each location based on the video footage includes: The emergency command vehicle acquires the video footage and divides the video footage into a grid using the size of the rescue vehicle. Each grid represents a candidate parking location, and the personnel density and ground bearing capacity of the candidate parking locations are obtained. When the personnel density is less than or equal to the personnel density threshold and the ground bearing capacity is greater than or equal to the bearing capacity threshold, the current candidate parking location is determined to be the parking location, and the maximum number of parking spaces is incremented by one. If the personnel density is greater than the personnel density threshold or the ground bearing capacity is less than the bearing capacity threshold, then it is determined that the current candidate parking location cannot accommodate a rescue vehicle.

[0023] Specifically, personnel density refers to the total number of people present within a unit physical area of ​​the candidate parking location. These people include those awaiting rescue, on-site rescue personnel, and emergency command personnel. Its core function is to reflect the degree of crowding at the candidate parking location, and it is a key indicator for determining whether parking a rescue vehicle will affect personnel evacuation and rescue operation access. Ground bearing capacity refers to the maximum vertical pressure that the ground structure per unit area of ​​the candidate parking location can safely withstand. This indicator is closely related to the ground's base material (such as asphalt, cement, soil, and steel plates), the strength of the base structure, ground moisture, and the presence of cracks or subsidence. It directly determines whether ground subsidence or vehicle tilting will occur after the rescue vehicle is parked. Safety issues such as slant height; the personnel density threshold is a pre-set critical value for personnel density used by the emergency command vehicle to determine whether a candidate parking location is suitable for parking a rescue vehicle. This threshold is not a fixed value and is set differently according to the type of rescue scenario (such as earthquake, fire, flood) and the operating space requirements of the rescue vehicle (such as ambulances needing to reserve a passage for transferring the wounded, and fire trucks needing to reserve space for equipment deployment). Exceeding this threshold indicates that the candidate parking location is too crowded and cannot meet the operating space requirements after the rescue vehicle is parked; the load-bearing capacity threshold is a pre-set critical value for ground load-bearing capacity used by the emergency command vehicle to determine whether a candidate parking location is suitable for parking a rescue vehicle. This threshold is based on the total weight of the rescue vehicle to be parked and the pressure per unit area. Based on force, calculations are performed using a preset safety factor (usually 1.2-1.5 times). Fine-tuning is also made based on the characteristics of the ground material. If the ground is below this threshold, it indicates that the ground at the candidate parking location cannot safely support the weight of the rescue vehicle, potentially causing an accident. The personnel density calculation process involves the emergency command vehicle first locating the selected candidate parking locations within the video feed. Based on the previously established calibration relationship between video pixel dimensions and actual physical dimensions using known reference points (such as road signs, guardrails, and standard-sized rescue equipment), the actual physical area of ​​the candidate parking location is calculated. Then, a pre-trained human target detection model is used to identify and count all personnel within the area. Finally... Dividing the total number of people by the actual physical area of ​​the candidate parking location yields the personnel density of that location. The ground bearing capacity is obtained as follows: The emergency command vehicle first uses image recognition algorithms from the video feed to extract the ground material characteristics of the candidate parking location. It then matches and retrieves the corresponding foundation values ​​from a pre-set database of bearing capacity for different ground materials. Combined with the acquired on-site ground humidity data, a pre-set "ground humidity-bearing capacity attenuation coefficient model" is used to attenuate and correct the foundation bearing capacity. Subsequently, the video feed is used again to analyze whether the ground at the candidate parking location has cracks, collapses, loosening, or other damage. Based on the degree of damage, the corrected bearing capacity is adjusted from 0.6 to 0.The actual ground bearing capacity of the candidate parking location is finally obtained after a 9-fold secondary adjustment. The operation to obtain the personnel density threshold is as follows: the emergency command vehicle first determines the scenario type of the current emergency scene (such as earthquake rubble rescue, high-rise building fire rescue, urban flood rescue) by analyzing video footage and on-site coordinate information, and then determines its operating space requirements by combining the type of rescue vehicle to be parked (such as ambulance, fire truck, engineering rescue vehicle). Finally, the corresponding personnel density threshold is extracted from the preset "scenario type - rescue vehicle type - personnel density threshold" database. The operation to obtain the bearing capacity threshold is as follows: the emergency command vehicle first obtains the rated weight of the rescue vehicle to be parked, calculates the unit area pressure when the rescue vehicle is parked by combining it with the actual area of ​​the candidate parking location, then retrieves the preset ground bearing safety factor (usually 1.2-1.5), multiplies the unit area pressure by the safety factor to obtain the preliminary bearing capacity threshold, and finally fine-tunes the preliminary threshold according to the ground material of the identified candidate parking location (such as a fine-tuning coefficient of 1.1 for dirt roads and 1.0 for asphalt roads), and finally determines the bearing capacity threshold of the candidate parking location. .

[0024] Specifically, assuming an emergency command vehicle is evaluating a candidate parking location, the actual area of ​​which, calculated using video image pixel-to-actual-size calibration, is 25 square meters. A human target monitoring model indicates a total of 20 people in the area, resulting in a personnel density of 20 people ÷ 25 square meters = 0.8 people / square meter. The current emergency scenario is a high-rise building fire rescue, and the proposed parking vehicle is a fire truck. The personnel density threshold matched from the preset database is 0.5 people / square meter. The ground material at the candidate parking location is asphalt, with a foundation bearing capacity of 35 tons / square meter. The on-site ground humidity is 70%, and after correction using a humidity-bearing capacity attenuation model, the bearing capacity is 28 tons / square meter. Video analysis shows no significant ground damage, and after a second adjustment, the actual ground bearing capacity remains 28 tons / square meter. The rated weight of the proposed fire truck is 20 tons, and the pressure per unit area is 20 tons ÷ 25 square meters. With a density of 0.8 tons / square meter and a safety factor of 1.2, the initial bearing capacity threshold is 0.8 tons / square meter × 1.2 = 0.96 tons / square meter. The asphalt pavement fine-tuning coefficient is 1.0, resulting in a final bearing capacity threshold of 0.96 tons / square meter. At this point, the personnel density of 0.8 people / square meter is greater than the personnel density threshold of 0.5 people / square meter, and the emergency command vehicle determines that this candidate parking location is unsuitable for a rescue vehicle. If another candidate parking location has an actual area of ​​25 square meters, a total of 10 people, a personnel density of 0.4 people / square meter, a ground bearing capacity of 1.5 tons / square meter, and a bearing capacity threshold of 0.96 tons / square meter, then the personnel density of 0.4 people / square meter is less than or equal to the personnel density threshold of 0.5 people / square meter, and the ground bearing capacity of 1.5 tons / square meter is greater than or equal to the bearing capacity threshold of 0.96 tons / square meter. In this case, the emergency command vehicle determines that this candidate parking location is acceptable, and the maximum parking capacity is increased by one.

[0025] Understandably, by dividing candidate parking locations into grids based on the size of the rescue vehicle and combining this with factors such as personnel density, ground bearing capacity, and their corresponding thresholds, a quantitative assessment and accurate determination of candidate parking locations was achieved. This effectively avoided selecting densely populated areas or areas with insufficient ground bearing capacity as parking locations. It not only ensured the safety of on-site personnel evacuation and the structural safety of the rescue vehicle parking, but also improved the scientificity and rationality of the initial selection of emergency site parking resources, providing reliable basic data support for subsequent parking location adjustments.

[0026] In some embodiments of this application, when correcting the parking location and the maximum parking quantity based on the slope value and the ground humidity to obtain the corrected parking location and corrected parking quantity, the following steps are included: The slope value is used to calculate the maximum ground humidity at which the rescue vehicle can be stably parked at the parking location; When the maximum ground humidity is less than or equal to the ground humidity, the current parking position is determined to be the corrected parking position, and the number of corrected parking positions is incremented by one. If the maximum ground humidity is greater than the ground humidity, it is determined that the current parking location is not suitable for parking a rescue vehicle.

[0027] Specifically, maximum ground humidity refers to the critical ground humidity value at which a rescue vehicle can be stably parked without rolling under specific road surface type and slope conditions at a specific parking location. This value is a theoretical critical value calculated using a formula based on the static friction coefficient of the road surface in a dry state, the tangent of the slope value, and the road surface humidity-friction coefficient attenuation coefficient. Its core function is to determine whether the actual ground humidity meets the safety requirements for stable parking of the rescue vehicle. The unit is consistent with ground humidity, usually expressed as a percentage (%) or road surface moisture content (g / cm³). Ground humidity refers to the actual dampness of the ground at the emergency parking location. It is a physical quantity reflecting the ground water vapor content. Its magnitude is closely related to factors such as on-site weather conditions, the water absorption performance of the ground material, and the distribution of surrounding water sources. It directly affects the magnitude of the road surface static friction coefficient, thus determining the rescue vehicle's anti-rolling ability when parked. The unit is usually expressed as a percentage (%) or road surface moisture content (g / cm³). The operation of obtaining maximum ground humidity is as follows: the emergency command vehicle first extracts the road surface material characteristics of the parking location through image recognition algorithms from the video footage, and matches... The system retrieves a pre-defined database of static friction coefficients for road surface materials in dry conditions to obtain the static friction coefficient μ0 corresponding to the parking location in dry conditions. Then, using a slope recognition algorithm based on the video footage, combined with the height difference and horizontal distance data in the on-site coordinate system, the tangent value tanθ of the slope at the parking location is calculated. Subsequently, the system retrieves the road surface humidity-friction coefficient attenuation coefficient k corresponding to the road surface material, and finally substitutes it into the formula specified in claim 4, "maximum ground humidity = (static friction coefficient in dry condition - tangent value of slope) ÷ road surface humidity - friction coefficient attenuation coefficient," to calculate the maximum ground humidity at the parking location. The ground humidity acquisition process is as follows: the emergency command vehicle collects ground humidity data at the parking location in real time using its onboard ground humidity sensor, or estimates the ground humidity at the parking location by combining image texture analysis and brightness change feature recognition of the video footage with the humidity-visual feature model of the road surface material. Simultaneously, it receives feedback data from the on-site portable humidity monitoring device, calibrates the sensor acquisition or image estimation results, and finally determines the actual ground humidity at the parking location.

[0028] Specifically, assuming the road surface material at a certain parking location is asphalt, and the corresponding dry static friction coefficient μ0 is 0.7, the tangent value tanθ of the slope at this location is calculated to be 0.03 (i.e., a 3% slope) by combining video image recognition with on-site coordinates. The matched asphalt road surface humidity-friction coefficient attenuation coefficient k is 0.01. According to the formula in claim 4, the maximum ground humidity Hmax = (0.7 - 0.03) ÷ 0.01 = 67%. If the actual ground humidity at this parking location, after being collected and calibrated by a humidity sensor, is 60%, then the maximum ground humidity of 67% is greater than or equal to the actual ground humidity. According to the operating rules of claim 3, the emergency command vehicle determines that the current parking position is the corrected parking position and increases the number of corrected parking positions by one. If the static friction coefficient μ0 of the dry state of another parking position is 0.6, the tangent of the slope value tanθ is 0.05, and the road surface humidity-friction coefficient attenuation coefficient k is 0.012, the maximum ground humidity Hmax is calculated to be (0.6-0.05)÷0.012≈45.83%, while the actual ground humidity at this position is 50%. At this time, the maximum ground humidity of 45.83% is less than the actual ground humidity of 50%, and the emergency command vehicle determines that the current parking position cannot be used to park the rescue vehicle.

[0029] Understandably, by calculating the maximum ground humidity for stable parking of rescue vehicles based on slope values ​​and adjusting the initially selected parking locations and maximum number of vehicles based on actual ground humidity, the system upgrades parking locations from "basic compliance" to "safe adaptation." By quantitatively determining whether ground humidity meets the requirements for preventing vehicles from rolling away, it accurately eliminates unsafe parking locations where slope and humidity do not match, significantly improving the safety of rescue vehicle parking against rolling away. At the same time, it optimizes the accuracy of the number of vehicles parked, avoiding the occupation of ineffective parking resources.

[0030] In some embodiments of this application, when correcting the parking location and the maximum parking quantity based on the slope value and the ground humidity to obtain the corrected parking location and corrected parking quantity, the method further includes: The maximum ground humidity is equal to the difference between the static friction coefficient of the parking location in a dry state and the tangent of the slope value, divided by the road surface humidity minus the friction coefficient attenuation coefficient.

[0031] Understandably, by clarifying the specific calculation formula for maximum ground humidity, and quantifying and linking key parameters such as the static friction coefficient in dry conditions, the tangent of the slope value, and the attenuation coefficient of the road surface humidity-friction coefficient, a standardized and quantifiable calculation basis is provided for the correction operation of claim 3. This avoids the subjectivity and ambiguity in the judgment of maximum ground humidity, ensures the consistency and accuracy of the calculation of maximum ground humidity under different road surface types and different slope conditions, and further improves the scientificity and operability of parking position correction.

[0032] In some embodiments of this application, constructing a communication network between the emergency command vehicle and various rescue vehicles includes: Detect the signal strength of the communication links between the emergency command vehicle and each rescue vehicle; The communication links include: satellite communication, public mobile networks, and dedicated wireless local area networks; When the satellite communication signal strength of the emergency command vehicle is greater than or equal to the first signal strength threshold and the satellite communication signal strength of all rescue vehicles is greater than or equal to the third signal strength threshold, the satellite communication is set as the main communication link between the emergency command vehicle and all rescue vehicles, and the public mobile network is set as the backup communication link. When the satellite communication signal strength of the emergency command vehicle is less than the first signal strength threshold, or when the satellite communication signal strength of a rescue vehicle is less than the third signal strength threshold and the public mobile network signal strength of the emergency command vehicle is greater than or equal to the second signal strength threshold and the public mobile network signal strength of all rescue vehicles is greater than or equal to the fourth signal strength threshold, then the public mobile network is set as the main communication link between the emergency command vehicle and all rescue vehicles, and the dedicated wireless local area network is set as the backup communication link. When the satellite communication signal strength of the emergency command vehicle is less than the first signal strength threshold, or the satellite communication signal strength of the rescue vehicle is less than the third signal strength threshold and the public mobile network signal strength of the emergency command vehicle is less than the second signal strength threshold, or the public mobile network signal strength of the rescue vehicle is less than the fourth signal strength threshold, the dedicated wireless communication module of the emergency command vehicle is activated to build a temporary dedicated wireless local area network and sends networking instructions to each rescue vehicle to guide all rescue vehicles to access the current temporary dedicated wireless local area network.

[0033] Specifically, the first signal strength threshold is a preset critical value for the satellite communication link signal strength of the emergency command vehicle. This threshold is used to determine whether the emergency command vehicle's own satellite communication link can meet the stable transmission requirements of real-time location, route instructions, and other data with all rescue vehicles. This threshold is based on the minimum transmission bandwidth of satellite communication (usually ≥2Mbps), data transmission latency requirements (≤500ms), and communication priorities in emergency scenarios. It also considers the impact of environmental factors such as rain attenuation and obstruction to ensure the reliability of the main communication link. The second signal strength threshold is a preset critical value for the public mobile network communication link signal strength of the emergency command vehicle. This threshold is used to determine whether the emergency command vehicle's own public mobile network link can stably transmit data as the main communication link. The first signal strength threshold is based on the coverage quality and data transmission rate requirements (≥1Mbps) of the public mobile network's 4G / 5G, adjusted according to the on-site base station load. It serves as the core backup main link criterion when the satellite communication link is unavailable. The second signal strength threshold is a preset signal strength threshold for the emergency command vehicle's satellite communication links, applicable to all rescue vehicles. It determines whether all rescue vehicles can stably exchange data with the emergency command vehicle via the satellite communication link. This threshold takes into account the rescue vehicle's antenna size, installation location (e.g., roof, side of the vehicle), and potential obstructions, and is typically slightly lower than the first signal strength threshold to ensure all rescue vehicles can access the satellite main communication link. The third signal strength threshold is a preset threshold for the emergency command vehicle's satellite communication links, applicable to all rescue vehicles. The signal strength threshold of the public mobile network communication link is used to determine whether all rescue vehicles can stably exchange data with the emergency command vehicle through the public mobile network link. Its setting references the performance of the rescue vehicle's mobile network module and the uniformity of signal coverage at the on-site base station, and is typically slightly lower than the second signal strength threshold to ensure that all rescue vehicles can access the main public mobile network communication link when the satellite communication link is unavailable. The acquisition of the first signal strength threshold involves the emergency command vehicle first determining the minimum data transmission bandwidth, latency, and bit error rate requirements for communication with all rescue vehicles, querying the link performance parameters provided by the satellite communication operator, and combining this with the geographical environment of the emergency site (e.g., plains, mountains, urban high-rises) to predict signal strength attenuation, and then conducting simulations in a simulated environment. Multiple satellite communication signal strength tests were conducted to record the minimum signal strength value required to meet communication needs. An environmental redundancy of 10-15dB was then added to determine the first signal strength threshold, which was then stored in the system. The second signal strength threshold was obtained as follows: The emergency command vehicle first determined the required transmission rate and stability when the public mobile network was used as the main link. It then retrieved the coverage and load capacity data of the surrounding base stations and simulated signal coverage based on the distribution range of the rescue vehicle. By testing the correspondence between the public mobile network signal strength and communication quality at different locations in the field, the minimum signal strength value required to meet communication needs was selected. An 8-12dB redundancy was added, and the second signal strength threshold was determined and stored by referring to the network quality standards provided by the operator.The process for obtaining the third signal strength threshold is as follows: The emergency command vehicle collects parameters such as the satellite communication antenna model, installation location, and receiving sensitivity of all rescue vehicles to be dispatched. Combined with an analysis of the terrain at the emergency site, it determines the potential signal obstruction faced by the rescue vehicles. All rescue vehicles undergo satellite communication signal reception tests in a simulated scenario, recording the minimum signal strength value at which all vehicles can maintain stable communication. A redundancy of 12-18 dB is added to ensure that all rescue vehicles can still access the network even in complex environments. This final determination of the third signal strength threshold is then made. The process for obtaining the fourth signal strength threshold is as follows: The emergency command vehicle collects the public mobile network module model and receiving sensitivity parameters of all rescue vehicles. Combined with the signal transmission power and coverage radius of the on-site base stations, it simulates the possible distribution locations of the rescue vehicles at the site, conducting mobile network signal strength tests. The minimum signal strength value at which all rescue vehicles can meet data transmission requirements is recorded, with a redundancy of 10-15 dB added. Considering the impact of base station load changes on signal quality, the fourth signal strength threshold is determined and stored in the system.

[0034] Specifically, assuming the first signal strength threshold is set to -70dBm, the second to -75dBm, the third to -75dBm, and the fourth to -80dBm, and the emergency command vehicle detects its own satellite communication signal strength as -65dBm (≥-70dBm), and all rescue vehicles report satellite communication signal strengths of -72dBm, -70dBm, and -68dBm (all ≥-75dBm) respectively, then satellite communication is set as the primary communication link with all rescue vehicles, and the public mobile network is set as the backup communication link; if the emergency command vehicle's own satellite communication signal strength is -78dBm (<-70dBm), but its own public mobile network signal strength is -70dBm (≥-75dBm), and all rescue vehicles report satellite communication signal strengths of -72dBm, -70dBm, and -68dBm respectively (all ≥-75dBm), then satellite communication is set as the primary communication link with all rescue vehicles, and the public mobile network is set as the backup communication link; if the emergency command vehicle's own satellite communication signal strength is -78dBm (<-70dBm), but its own public mobile network signal strength is -70dBm (≥-75dBm), and all rescue vehicles report satellite communication signal strengths of -72dBm, -70dBm, and -68dBm (all ≥-75dBm), then satellite communication is set as the primary communication link with all rescue vehicles, and the public mobile network signal strength is set as the backup communication link; If the public mobile network signal strength reported by the vehicles is -76dBm, -78dBm, and -75dBm (all ≥ -80dBm), then the public mobile network is set as the primary communication link, and the dedicated wireless LAN is set as the backup communication link. If the satellite communication signal strength of the emergency command vehicle is -80dBm (< -70dBm), and the satellite communication signal strength of some rescue vehicles is -82dBm (< -75dBm), and the public mobile network signal strength of the emergency command vehicle is -82dBm (< -75dBm), and the public mobile network signal strength of some rescue vehicles is -85dBm (< -80dBm), then the emergency command vehicle activates the dedicated wireless communication module to build a temporary dedicated wireless LAN, sends a network setup command to all rescue vehicles, and guides all rescue vehicles to connect to the temporary dedicated wireless LAN.

[0035] Understandably, by designing a multi-link signal strength detection mechanism for satellite communication, public mobile networks, and dedicated wireless LANs, and setting first to fourth signal strength thresholds for graded judgment and link switching, adaptive construction and stable guarantee of the communication network are achieved. This ensures efficient transmission of primary and backup links when satellite communication or public mobile network signals are good, and guarantees uninterrupted communication through temporary dedicated wireless LANs when traditional communication links fail. This effectively copes with the complex and ever-changing communication environment at emergency sites, ensuring continuous transmission of critical data such as real-time location and route instructions between emergency command vehicles and all rescue vehicles.

[0036] In some embodiments of this application, determining the first rescue route for each rescue vehicle to reach the corrected parking position based on the real-time location and the on-site coordinates includes: The emergency command vehicle establishes a geographic information coordinate system based on the on-site coordinates, maps the real-time location of each rescue vehicle and all the corrected parking locations to the geographic information coordinate system, and matches a corrected parking location for each rescue vehicle. Retrieve road traffic data from the geographic information coordinate system to obtain multiple alternative routes for each rescue vehicle from the real-time location to the corrected parking location, and obtain the estimated travel time and road congestion index for each alternative route; When the road congestion index of the candidate route is less than or equal to the congestion threshold, the current candidate route is included in the set of valid routes. The candidate route with the shortest estimated travel time is selected from the set of valid routes and determined as the first rescue route for the rescue vehicle to reach the corrected parking location.

[0037] Specifically, the network communication module first extracts the real-time location coordinates of all rescue vehicles, as well as the geographic coordinates of all corrected parking locations, the remaining parking capacity, the type of rescue vehicle (e.g., ambulance, fire truck, engineering rescue vehicle), and supporting rescue resources (e.g., patient transfer channels, fire hydrant interfaces) from the established geographic information coordinate system. Then, it labels each rescue vehicle with its vehicle type, the priority of its current rescue mission (e.g., special level, first level, second level), and whether it is carrying seriously injured patients. Subsequently, it calculates the road network travel distance (not the straight-line distance, to ensure the actual reachability of the matched location) from each rescue vehicle to each corrected parking location with a remaining capacity greater than 0 and matching type. A distance matching matrix is ​​constructed between rescue vehicles and their modified parking locations. Weighting coefficients are assigned based on the priority of the rescue missions: rescue vehicles performing top-priority emergency rescue missions are assigned a distance weighting coefficient of 1.0 (distance priority); first-priority and second-priority rescue vehicles are assigned weighting coefficients of 1.2 and 1.5 respectively. Furthermore, a matching weight is set based on the compatibility between the available rescue resources at the modified parking location and the mission requirements of the rescue vehicle (1.0 for perfect fit, 1.2 for basic fit, and the location is discarded if there is no fit). A weighted calculation is then performed to obtain a comprehensive matching score for each rescue vehicle for each available modified parking location. A lower matching score indicates a higher matching priority. The vehicles are then ranked in ascending order of comprehensive matching score. Each rescue vehicle is assigned the lowest-scoring corrected parking location. After assignment, the remaining available parking space at that location is updated in real time (remaining space decremented by 1). If the remaining space becomes 0, the vehicle is removed from the list of available corrected parking locations. For multiple rescue vehicles with the same overall matching score, the road congestion index from the real-time location of the rescue vehicle to the corrected parking location is further compared. The vehicle with the lower congestion index is prioritized for the corrected parking location assignment. Ultimately, each rescue vehicle is matched with a unique, reachable, type-appropriate, and mission-required corrected parking location. The road congestion index is a dimensionless indicator that comprehensively reflects the smoothness of traffic flow on alternative routes. Its value range is typically 0-100, and its core value is determined by the route. The congestion threshold is calculated based on factors such as the matching degree between vehicle density, driving speed and road design capacity, the number and impact range of obstacles (such as collapsed objects and temporary control points). The higher the value, the more severe the route congestion, which directly determines the efficiency of rescue vehicle passage. The congestion threshold is a critical value of road congestion index preset by the emergency command vehicle to determine whether alternative routes are passable. This threshold is set according to the urgency of the emergency rescue scenario (such as special rescue requiring rapid arrival, with a lower threshold), the type of rescue vehicle (ambulances and fire trucks need priority passage, with a lower threshold than engineering rescue vehicles), and the importance of the route in the rescue system. Exceeding this threshold indicates that the route is severely congested and cannot meet the needs of rapid arrival of rescue vehicles.Estimated travel time refers to the estimated time for a rescue vehicle to travel from its current real-time location along a candidate route to its target corrected parking location. The unit is usually minutes. Its calculation requires comprehensive consideration of factors such as the actual mileage of the route, road speed limits, delays caused by road congestion, and additional time due to road damage or temporary obstacles. It is a core reference indicator for selecting the optimal rescue route. The road congestion index is obtained by the emergency command vehicle retrieving basic road data (including design capacity, road width, and speed limits) from the geographic information coordinate system and analyzing video footage. The system identifies the number of vehicles and average speed within the route, and combines this with traffic data from the past 10 minutes provided by satellite positioning. Using a preset algorithm (e.g., congestion index = (actual vehicle density / designed vehicle density) × 40 + (designed speed - actual average speed) / designed speed × 40 + obstacle influence coefficient × 20, where the obstacle influence coefficient is set to 0-1 based on the number of obstacles and the area occupied by the road), it calculates the road congestion index for each candidate route. The congestion threshold is obtained by the emergency command vehicle first determining the urgency of the current rescue mission. Based on the emergency response level (Special, Level 1, Level 2, Level 3) and the type of rescue vehicle, an initial threshold is retrieved from the preset "Mission Level - Vehicle Type - Congestion Threshold" database (e.g., the congestion threshold for a Special Level ambulance is 50). Then, combined with on-site traffic control conditions (e.g., whether emergency lanes are open) and historical route congestion data for similar rescues, the initial threshold is dynamically fine-tuned by ±5-10, ultimately determining and storing the congestion threshold for the current scenario. The estimated travel time is obtained by: the emergency command vehicle first calculating the actual mileage of the alternative routes, then combining this with the route speed limit standards to obtain... The theoretical travel time is calculated, and then a pre-defined "congestion index - delay coefficient" table is consulted based on the road congestion index of the route (e.g., a congestion index of 0-30 corresponds to a delay coefficient of 1.0, 31-50 to 1.2, 51-70 to 1.5, and 71-100 to 2.0). The theoretical travel time is multiplied by the delay coefficient. Simultaneously, road damage and temporary construction are identified through video footage, and an additional 1-5 minutes of delay time is added. Finally, the estimated travel time for each alternative route is compared and calibrated with the actual travel time under the same route and congestion conditions.

[0038] Specifically, assuming the emergency command vehicle establishes a geographic information coordinate system based on the on-site coordinates, the real-time location (coordinates X1, Y1) and three corrected parking locations (coordinates X2, Y2, X3, Y3, X4, Y4) of a fire rescue vehicle are mapped to this coordinate system, and a target corrected parking location (X2, Y2) is matched for it. Then, three alternative routes from the real-time location to the target corrected parking location are retrieved. Route 1 has an actual distance of 6 kilometers, a speed limit of 60 km / h, a calculated theoretical travel time of 6 minutes, a road congestion index of 45, a corresponding delay coefficient of 1.2, and no additional road condition delays; the estimated travel time is 6 × 1.2 = 7.2 minutes. Route 2 has an actual distance of 5.5 kilometers, a speed limit of 60 km / h, a theoretical travel time of 5.5 minutes, and is subject to road congestion. With an index of 65, corresponding to a delay coefficient of 1.5, and an additional 2 minutes of road damage delay, the estimated travel time is 5.5 × 1.5 + 2 = 10.25 minutes. Route 3 has an actual mileage of 7 kilometers, a speed limit of 60 km / h, and a theoretical travel time of 7 minutes. Its road congestion index is 38, corresponding to a delay coefficient of 1.2, and an additional 1 minute of temporary traffic control delay, resulting in an estimated travel time of 7 × 1.2 + 1 = 9.4 minutes. The preset congestion threshold is 50. At this point, the road congestion index for Route 1 is 45 ≤ 50, for Route 2 it is 65 > 50, and for Route 3 it is 38 ≤ 50. Therefore, Route 1 and Route 3 are included in the effective route set. From this set, Route 1 (7.2 minutes), which has the shortest estimated travel time, is selected as the first rescue route for the fire rescue vehicle to reach the target correction parking position.

[0039] Understandably, by using a geographic information coordinate system to accurately map and match the real-time location of rescue vehicles with their corrected parking locations, and by combining road congestion index, congestion threshold, and estimated travel time to select the optimal first rescue route, the problem of properly matching rescue vehicles with corrected parking locations is solved, avoiding the waste of efficiency caused by resource mismatch. Furthermore, by effectively filtering out heavily congested routes, the system ensures that rescue vehicles can reach their target parking locations in the shortest possible time, significantly improving the route planning efficiency and timeliness of rescue vehicle dispatch.

[0040] In some embodiments of this application, determining the nearest temporary parking point for the rescue vehicle outside the emergency site and close to the emergency site in the first rescue route based on the video footage includes: The emergency command vehicle determines the geographical boundary of the emergency site based on the on-site coordinates and designates all areas outside the geographical boundary as candidate temporary parking areas. The candidate temporary parking area is divided into grids using the dimensions of the rescue vehicle to obtain candidate temporary parking points; When the first rescue route coincides with the candidate temporary parking point, the current candidate temporary parking point is included in the candidate temporary parking point set, and the path distance between the current candidate temporary parking point and the corrected parking location is obtained; The candidate temporary parking point with the smallest path distance is selected from the set of candidate temporary parking points and designated as the temporary parking point. If the temporary parking spot corresponding to the current rescue vehicle has already been selected by another rescue vehicle, then the current temporary parking spot is deleted from the candidate temporary parking spot set, and the temporary parking spots are re-selected.

[0041] Understandably, by defining the geographical boundaries of the emergency site using on-site coordinates, candidate temporary parking areas outside the emergency site are selected along the first rescue route. After grid division and conflict detection, the nearest temporary parking point is determined, achieving precise positioning and unique allocation of temporary parking points. This ensures that the temporary parking point is closest to the emergency site, facilitating rapid subsequent arrival at the rescue site. It also solves the problem of temporary parking conflicts by avoiding multiple vehicles choosing the same temporary parking point, providing an orderly and efficient parking solution for redundant rescue vehicles when the demand exceeds the corrected parking capacity.

[0042] In some embodiments of this application, determining the temporary parking strategy for rescue vehicles based on the demand quantity and the adjusted parking quantity includes: When the demand exceeds the corrected parking capacity, the excess rescue vehicles will be parked at the corresponding temporary parking points. When the required quantity is less than or equal to the corrected parking quantity, all rescue vehicles are parked in the corresponding corrected parking locations.

[0043] Understandably, a differentiated temporary parking strategy is developed based on the comparison between the demand and the corrected parking capacity. When the demand exceeds the corrected parking capacity, excess rescue vehicles are guided to temporary parking points. When the demand is less than or equal to the corrected parking capacity, all rescue vehicles are guided to the corrected parking locations. This achieves dynamic optimization of parking resources, avoiding resource waste caused by idle corrected parking locations and solving the problem of redundant rescue vehicles having no reasonable parking areas. This ensures the maximization of parking resource utilization and the standardization of parking order at emergency sites.

[0044] In some embodiments of this application, determining the retreat route of the rescue vehicle based on the modified parking location includes: The emergency command vehicle identifies the surrounding area of ​​the corrected parking position based on the video footage and establishes a sub-coordinate system for evacuation path planning in conjunction with the on-site coordinates; Each of the modified parking locations is taken as the starting point of the retreat, and the external safe assembly point at the emergency site is taken as the destination of the retreat. The road traffic data in the retreat path planning sub-coordinate system is retrieved to generate multiple alternative retreat routes from the starting point to the destination, and the retreat distance of each alternative retreat route is obtained. The width of the first passage of each candidate evacuation route is detected. When the width of the first passage is greater than or equal to the sum of the width of the rescue vehicle and the safe clearance for evacuation, the current candidate evacuation route is included in the set of valid evacuation routes. The candidate evacuation route with the shortest evacuation distance is selected from the set of valid evacuation routes and used as the evacuation route.

[0045] Specifically, the evacuation planning module, within the established evacuation path planning sub-coordinate system, first determines the geographical coordinates of each corrected parking location as the evacuation starting point and the geographical coordinates of the external safe assembly point at the emergency site as the evacuation endpoint. Then, it retrieves pre-stored road traffic data from this sub-coordinate system, including the topological connections, road segment directions, and basic attribute information of existing municipal roads, temporary emergency rescue passages, passable open spaces or gaps in rubble, etc. Simultaneously, it combines real-time road condition data identified through video footage, such as the distribution of obstacles around the corrected parking location and the status of remaining rescue passages, to dynamically update the road traffic data, eliminating completely blocked and impassable road segments. Next, a multi-strategy path search algorithm is employed, using "main road priority," "shortest straight distance guidance," and "minimum obstacle detour" as core strategies, to perform path search based on the updated road topology network. The "Main Road Priority" strategy prioritizes generating routes from municipal main roads with high traffic capacity; the "Shortest Straight Distance Guidance" strategy prioritizes searching for road segment combinations with high overlap with the straight-line direction of the start and end points; and the "Minimum Obstacle Detour" strategy prioritizes road segments with fewer obstacles and smaller road occupancy areas identified by video footage. Multiple unique alternative evacuation routes from the evacuation start point to the evacuation end point are generated through these different strategies. Finally, for each generated alternative evacuation route, it is decomposed into several continuous road segments. The actual length data of each segment is retrieved from the sub-coordinate system, and the initial evacuation distance of the alternative evacuation route is obtained by summing the lengths of all segments. Simultaneously, for road segments without a preset length, such as temporary emergency passages, their actual physical length is calculated using the coordinate difference in the sub-coordinate system and added to the initial evacuation distance. Ultimately, the evacuation distance of each alternative evacuation route is accurately obtained.

[0046] Understandably, by establishing a sub-coordinate system for evacuation path planning, generating multiple alternative evacuation routes and obtaining evacuation distances, and combining this with the first channel width threshold to filter the shortest effective evacuation route, safe and shortest evacuation route planning was achieved. This not only ensured the passage space for rescue vehicles during evacuation through channel width detection, but also avoided congestion or scrapes caused by narrow channels. Furthermore, the shortest evacuation distance filtering improved evacuation efficiency, providing a reliable guarantee for the rapid and safe evacuation of rescue vehicles from the scene after the rescue mission is completed.

[0047] In some embodiments of this application, determining a second rescue route from the temporary parking point to the corrected parking location based on the evacuation route and the temporary parking point includes: The emergency command vehicle synchronously maps the temporary parking point, the corrected parking position, and the corresponding evacuation route to the evacuation path planning sub-coordinate system. Starting from the temporary parking point and ending at the corrected parking position, the road traffic data in the evacuation path planning sub-coordinate system is retrieved to generate multiple alternative second rescue routes that do not conflict with the evacuation route, and the rescue distance of each alternative second rescue route is obtained. The width of the second passage of each of the candidate second rescue routes is detected. When the width of the second passage is greater than or equal to the sum of the width of the rescue vehicle and the safety clearance for rescue, the current candidate second rescue route is included in the set of valid second rescue routes. The candidate second rescue route with the shortest rescue distance is selected from the set of valid second rescue routes and designated as the second rescue route.

[0048] Specifically, the evacuation planning module first precisely locates the geographical coordinates (starting point), the geographical coordinates (end point), and the corresponding evacuation route of the temporary parking point in the evacuation path planning sub-coordinate system. Simultaneously, it extracts core information such as the road segment distribution, traffic direction, and occupied road resources of the evacuation route. The "no conflict" criterion is defined as follows: the alternative second rescue route does not share the same undiverted road segment as the evacuation route, the route has no more than one intersection, and sufficient staggered traffic space is reserved at the intersection. Then, it retrieves complete road traffic data from this sub-coordinate system, including the topology, road segment attributes, and real-time traffic status of municipal roads, temporary emergency lanes, and passable open spaces. Combined with real-time road conditions identified from video footage, it eliminates collapsed, blocked, or occupied road segments and dynamically updates the road traffic data. Finally, a multi-objective path search algorithm is used to... Using "shortest path orientation," "main road priority," and "fewest intersections" as core strategies, the system searches for routes from the starting point to the destination in the updated road topology network. During the search, the system compares the overlap of each candidate route with the evacuation route in real time, as well as the number and location of intersections. Candidate routes with conflict risks such as shared road segments and too many intersections are eliminated, generating multiple non-overlapping and conflict-free alternative second rescue routes. Finally, each alternative second rescue route is broken down into several continuous road segment units. The system retrieves the preset actual length data of each road segment unit in the sub-coordinate system, and sums up the lengths of all road segment units to obtain the preliminary rescue distance. For road segments without preset lengths, such as temporary emergency channels and open spaces, the actual physical length is calculated by the coordinate difference between the two ends of the road segment in the sub-coordinate system and added to the preliminary rescue distance. After calibration, the rescue distance of each alternative second rescue route is accurately obtained.

[0049] Understandably, by mapping temporary parking points, corrected parking locations, and retreat routes to the same sub-coordinate system, generating alternative second rescue routes that do not conflict with the retreat routes and obtaining the rescue distance, it not only avoids traffic conflicts between rescue vehicles at temporary parking points and retreat routes when they rush to corrected parking locations, ensuring route traffic order and safety, but also ensures the efficiency of alternative second rescue routes through rescue distance screening, providing a safe and smooth secondary rescue passage path for temporarily parked rescue vehicles, and further improving the full-scenario adaptability of rescue vehicle dispatch.

[0050] It should be noted that: Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known structures and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0051] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features included in other embodiments but not others, combinations of features from different embodiments are meant to be within the scope of this application and form different embodiments.

[0052] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An emergency command vehicle dispatching and networking communication system based on multimodal fusion, characterized in that, include: The information acquisition module is used to acquire multimodal on-site information of the emergency scene, including video footage, ground humidity, and on-site coordinates. Based on the video footage, the number of people to be rescued is determined, and based on the number of people to be rescued, the required number of rescue vehicles is determined. The correction module is used to determine, based on the video footage, all permitted parking locations for rescue vehicles at the emergency site and the maximum number of vehicles that can be parked at each location, determine the slope value of each parking location based on the video footage, and correct the parking locations and the maximum number of vehicles based on the slope value and the ground humidity, thereby obtaining corrected parking locations and corrected parking numbers. The networking communication module is used to build a communication network between the emergency command vehicle and each rescue vehicle, obtain the real-time location of each rescue vehicle, and determine the first rescue route for each rescue vehicle to reach the corrected parking position based on the real-time location and the on-site coordinates. The temporary parking planning module is used to determine the nearest temporary parking point for the rescue vehicle outside the emergency site in the first rescue route based on the video footage, and to determine the temporary parking strategy for the rescue vehicle based on the required number and the corrected parking number. The evacuation planning module is used to determine the evacuation route of the rescue vehicle based on the modified parking location, and to determine a second rescue route from the temporary parking point to the modified parking location based on the evacuation route and the temporary parking point.

2. The emergency command vehicle dispatching and networking communication system based on multimodal fusion according to claim 1, characterized in that, When determining the permitted parking locations for all rescue vehicles at the emergency site and the maximum number of vehicles that can be parked at each location based on the video footage, the following steps are included: The emergency command vehicle acquires the video footage and divides the video footage into a grid using the size of the rescue vehicle. Each grid represents a candidate parking location, and the personnel density and ground bearing capacity of the candidate parking locations are obtained. When the personnel density is less than or equal to the personnel density threshold and the ground bearing capacity is greater than or equal to the bearing capacity threshold, the current candidate parking location is determined to be the parking location, and the maximum number of parking spaces is incremented by one. If the personnel density is greater than the personnel density threshold or the ground bearing capacity is less than the bearing capacity threshold, then it is determined that the current candidate parking location cannot accommodate a rescue vehicle.

3. The emergency command vehicle dispatching and networking communication system based on multimodal fusion according to claim 2, characterized in that, The parking location and the maximum parking quantity are corrected based on the slope value and the ground moisture, resulting in the corrected parking location and corrected parking quantity, including: The slope value is used to calculate the maximum ground humidity at which the rescue vehicle can be stably parked at the parking location; When the maximum ground humidity is less than or equal to the ground humidity, the current parking position is determined to be the corrected parking position, and the number of corrected parking positions is incremented by one. If the maximum ground humidity is greater than the ground humidity, it is determined that the current parking location is not suitable for parking a rescue vehicle.

4. The emergency command vehicle dispatching and networking communication system based on multimodal fusion according to claim 3, characterized in that, The parking location and the maximum parking quantity are corrected based on the slope value and the ground humidity. When obtaining the corrected parking location and corrected parking quantity, the method further includes: The maximum ground humidity is equal to the difference between the static friction coefficient of the parking location in a dry state and the tangent of the slope value, divided by the road surface humidity minus the friction coefficient attenuation coefficient.

5. The emergency command vehicle dispatching and networking communication system based on multimodal fusion according to claim 4, characterized in that, When constructing a communication network between the emergency command vehicle and various rescue vehicles, the following should be included: Detect the signal strength of the communication links between the emergency command vehicle and each rescue vehicle; The communication links include: satellite communication, public mobile networks, and dedicated wireless local area networks; When the satellite communication signal strength of the emergency command vehicle is greater than or equal to the first signal strength threshold and the satellite communication signal strength of all rescue vehicles is greater than or equal to the third signal strength threshold, the satellite communication is set as the main communication link between the emergency command vehicle and all rescue vehicles, and the public mobile network is set as the backup communication link. When the satellite communication signal strength of the emergency command vehicle is less than the first signal strength threshold, or when the satellite communication signal strength of a rescue vehicle is less than the third signal strength threshold and the public mobile network signal strength of the emergency command vehicle is greater than or equal to the second signal strength threshold and the public mobile network signal strength of all rescue vehicles is greater than or equal to the fourth signal strength threshold, then the public mobile network is set as the main communication link between the emergency command vehicle and all rescue vehicles, and the dedicated wireless local area network is set as the backup communication link. When the satellite communication signal strength of the emergency command vehicle is less than the first signal strength threshold, or the satellite communication signal strength of the rescue vehicle is less than the third signal strength threshold and the public mobile network signal strength of the emergency command vehicle is less than the second signal strength threshold, or the public mobile network signal strength of the rescue vehicle is less than the fourth signal strength threshold, the dedicated wireless communication module of the emergency command vehicle is activated to build a temporary dedicated wireless local area network and sends networking instructions to each rescue vehicle to guide all rescue vehicles to access the current temporary dedicated wireless local area network.

6. The emergency command vehicle dispatching and networking communication system based on multimodal fusion according to claim 5, characterized in that, When determining the first rescue route for each rescue vehicle to reach the corrected parking position based on the real-time location and the on-site coordinates, the following is included: The emergency command vehicle establishes a geographic information coordinate system based on the on-site coordinates, maps the real-time location of each rescue vehicle and all the corrected parking locations to the geographic information coordinate system, and matches a corrected parking location for each rescue vehicle. Retrieve road traffic data from the geographic information coordinate system to obtain multiple alternative routes for each rescue vehicle from the real-time location to the corrected parking location, and obtain the estimated travel time and road congestion index for each alternative route; When the road congestion index of the candidate route is less than or equal to the congestion threshold, the current candidate route is included in the set of valid routes. The candidate route with the shortest estimated travel time is selected from the set of valid routes and determined as the first rescue route for the rescue vehicle to reach the corrected parking location.

7. The emergency command vehicle dispatching and networking communication system based on multimodal fusion according to claim 6, characterized in that, When determining the nearest temporary parking spot for the rescue vehicle outside the emergency site and close to the emergency site based on the video footage along the first rescue route, including: The emergency command vehicle determines the geographical boundary of the emergency site based on the on-site coordinates and designates all areas outside the geographical boundary as candidate temporary parking areas. The candidate temporary parking area is divided into grids using the dimensions of the rescue vehicle to obtain candidate temporary parking points; When the first rescue route coincides with the candidate temporary parking point, the current candidate temporary parking point is included in the candidate temporary parking point set, and the path distance between the current candidate temporary parking point and the corrected parking location is obtained; The candidate temporary parking point with the smallest path distance is selected from the set of candidate temporary parking points and designated as the temporary parking point. If the temporary parking spot corresponding to the current rescue vehicle has already been selected by another rescue vehicle, then the current temporary parking spot is deleted from the candidate temporary parking spot set, and the temporary parking spots are re-selected.

8. The emergency command vehicle dispatching and networking communication system based on multimodal fusion according to claim 7, characterized in that, When determining the temporary parking strategy for rescue vehicles based on the demand quantity and the adjusted parking quantity, the following are included: When the demand exceeds the corrected parking capacity, the excess rescue vehicles will be parked at the corresponding temporary parking points. When the required quantity is less than or equal to the corrected parking quantity, all rescue vehicles are parked in the corresponding corrected parking locations.

9. The emergency command vehicle dispatching and networking communication system based on multimodal fusion according to claim 8, characterized in that, When determining the retreat route of the rescue vehicle based on the corrected parking location, the following is included: The emergency command vehicle identifies the surrounding area of ​​the corrected parking position based on the video footage and establishes a sub-coordinate system for evacuation path planning in conjunction with the on-site coordinates; Each of the modified parking locations is taken as the starting point of the retreat, and the external safe assembly point at the emergency site is taken as the destination of the retreat. The road traffic data in the retreat path planning sub-coordinate system is retrieved to generate multiple alternative retreat routes from the starting point to the destination, and the retreat distance of each alternative retreat route is obtained. The width of the first passage of each candidate evacuation route is detected. When the width of the first passage is greater than or equal to the sum of the width of the rescue vehicle and the safe clearance for evacuation, the current candidate evacuation route is included in the set of valid evacuation routes. The candidate evacuation route with the shortest evacuation distance is selected from the set of valid evacuation routes and used as the evacuation route.

10. The emergency command vehicle dispatching and networking communication system based on multimodal fusion according to claim 9, characterized in that, When determining a second rescue route from the temporary parking point to the corrected parking location based on the evacuation route and the temporary parking point, it includes: The emergency command vehicle synchronously maps the temporary parking point, the corrected parking position, and the corresponding evacuation route to the evacuation path planning sub-coordinate system. Starting from the temporary parking point and ending at the corrected parking position, the road traffic data in the evacuation path planning sub-coordinate system is retrieved to generate multiple alternative second rescue routes that do not conflict with the evacuation route, and the rescue distance of each alternative second rescue route is obtained. The width of the second passage of each of the candidate second rescue routes is detected. When the width of the second passage is greater than or equal to the sum of the width of the rescue vehicle and the safety clearance for rescue, the current candidate second rescue route is included in the set of valid second rescue routes. The candidate second rescue route with the shortest rescue distance is selected from the set of valid second rescue routes and designated as the second rescue route.

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