GIS-based intelligent emergency resource scheduling algorithm

Abstract

This application relates to the field of big data analytics and proposes a GIS-based intelligent emergency resource scheduling algorithm. The algorithm includes: extracting transportation route maps, historical transportation times, and real-time traffic conditions for road segments from GIS data; calculating the time consumption coefficient of road segments and screening alternative transportation routes; constructing real-time road constraint coefficients; determining alternative road segments and alternative road segment groups; calculating the real-time path cost and reliability coefficient of alternative road segments; and obtaining the route planning results for emergency resource scheduling based on the reliability coefficient and real-time road constraint coefficients. This application aims to achieve adaptive route planning during emergency resource scheduling.

Description

Technical Field

[0001] This application relates to the field of big data analytics, specifically to a GIS-based intelligent emergency resource scheduling algorithm. Background Technology

[0002] GIS, short for Geographic Information System, enables the collection, storage, analysis, visualization, and decision support of various geospatial data. Intelligent emergency resource scheduling using GIS technology serves as a core platform, leveraging its spatial analysis capabilities to achieve precise matching of resources, demands, and spatiotemporal environment. Emergencies are characterized by their suddenness, uncertainty, spatiotemporal nature, and imbalances in resource supply and demand. Intelligent emergency resource scheduling using GIS can address the pain points of "unintuitive information and decision-making based on experience," enabling accurate assessment. Simultaneously, it overcomes the bottlenecks of "slow scheduling and blind routes," achieving rapid response.

[0003] When transporting emergency resources, static route planning is generally based on the transportation costs of different routes, without fully considering real-time changes in road conditions. However, the development of emergency events is often rapid, and the scheduling of static route planning cannot adapt to the dynamic changes in time costs and road conditions in a timely manner, which can easily lead to unreasonable resource allocation. Summary of the Invention

[0004] This application provides a GIS-based intelligent emergency resource scheduling algorithm to address the problem that static route planning for emergency resource transportation cannot adapt to real-time road conditions, easily leading to unreasonable route planning and untimely resource scheduling. The specific technical solution adopted is as follows: One embodiment of this application provides a GIS-based intelligent emergency resource scheduling algorithm, which includes the following steps: Based on GIS, emergency resource scheduling transportation route maps are extracted, along with the historical transportation time and real-time traffic status of each segment in the transportation route map; Based on all historical transportation times of road segments in the transportation route map, the time consumption coefficient of each road segment is calculated. The time consumption coefficient is used to characterize the overall time consumption when passing through a road segment. Based on the time consumption coefficient, all alternative transportation routes composed of road segments are selected. Based on the real-time traffic conditions of the road segments included in the alternative transportation routes, a real-time road restriction coefficient is constructed. The real-time road restriction coefficient is used to characterize the degree to which the alternative transportation routes are affected by the real-time traffic conditions of the road segments in the alternative transportation routes. Based on the real-time traffic conditions of road segments in the alternative transportation routes, alternative road segments and alternative road segment groups are determined. The real-time path cost of the alternative road segments is constructed based on the differences in the time consumption coefficients of all alternative road segments in the alternative road segment group, and the ratio of the number of alternative road segments in the alternative road segment group whose real-time traffic conditions indicate that the road segment is passable. Combined with the real-time road constraint coefficient, the reliability coefficient of the alternative road segments is calculated. This reliability coefficient characterizes the reliability of the alternative road segments. Based on the reliability coefficient and the real-time road constraint coefficient, the route planning results for emergency resource scheduling are obtained.

[0005] Furthermore, the transportation route map uses the connection positions of adjacent road segments among all road segments of the path as nodes of the transportation route map, and uses road segments as edges for connection.

[0006] Furthermore, the method for determining the time consumption coefficient of the aforementioned road segment is as follows: The average historical transport time of all historical transport times of a road segment is calculated and recorded as the average historical transport time of the road segment. The ratio of the number of historical transport times that are greater than the average historical transport time to the total number of historical transport times is recorded as the road segment time ratio. The positive correlation between the average historical transport time of a road segment and the road segment's travel time ratio is recorded as the road segment's travel time coefficient.

[0007] Furthermore, the method for determining the alternative transportation routes is as follows: The time consumption coefficient of the road segment is used as the weight of the edge corresponding to the road segment in the transportation route map. All paths from the starting point to the destination of the transportation vehicle in the transportation route map are obtained, and the path with the shortest time and the first preset proportion is selected as the transportation candidate path.

[0008] Furthermore, the specific method for constructing the real-time road restriction coefficient is as follows: Based on the real-time traffic conditions of the road segment, the real-time traffic condition coefficient of the road segment is assigned a value of 0 or 1; The ratio of the number of alternative transportation routes that include a road segment to the total number of alternative transportation routes is denoted as the road segment availability rate. The positive correlation between the occurrence rate of all road segments included in all alternative transportation routes and the real-time traffic condition coefficient is recorded as the real-time road restriction coefficient.

[0009] Furthermore, the alternative road segments are specifically: alternative road segments among all alternative transportation routes where the real-time traffic status is that the road segment is impassable.

[0010] Furthermore, the specific method for constructing the real-time path cost of the alternative road segment is as follows: Any one of the alternative road segments in the alternative road segment group is denoted as the target alternative road segment. The average time consumption coefficient of all alternative road segments in the alternative road segment group is denoted as the average time consumption coefficient of the alternative road segment group. The ratio of the difference between the average time consumption coefficient of the alternative road segment group and the time consumption coefficient of the target alternative road segment to the average time consumption coefficient of the alternative road segment group is denoted as the first ratio of the target alternative road segment. The second ratio of the alternative road segment group is calculated based on the proportion of alternative road segments in the alternative road segment group whose real-time traffic conditions are passable. The positive correlation between the first ratio of the target alternative road segment and the second ratio of the alternative road segment group is recorded as the real-time path cost of the target alternative road segment.

[0011] Furthermore, the specific method for determining the second ratio of the alternative road segment group is as follows: The number of alternative road segments in the alternative road segment group whose real-time traffic status is that the road segment is passable is recorded as the first quantity of the alternative road segment group. The total number of alternative road segments included in the alternative road segment group is recorded as the second quantity of the alternative road segment group. The ratio of the first quantity to the second quantity of the alternative road segment group is recorded as the second ratio of the alternative road segment group.

[0012] Furthermore, the reliability coefficient of the alternative road section is: The ratio of the real-time road restriction coefficient to the maximum value of the real-time road restriction coefficient at all times prior to the time corresponding to the real-time road restriction coefficient is denoted as the relative real-time road restriction coefficient. The positive correlation between the relative real-time road constraint coefficient and the real-time path cost of the target alternative road segment is denoted as the reliability coefficient of the target alternative road segment.

[0013] Furthermore, the specific method for obtaining the path planning results for emergency resource scheduling based on the reliability coefficient and the real-time road constraint coefficient includes: When the reliability coefficient is greater than the reliability threshold, the alternative road segment with the highest reliability coefficient is used to replace the road segment in the alternative transportation route whose real-time traffic status is impassable. When the reliability coefficient of all alternative road segments in the alternative road segment group is less than or equal to the reliability threshold, the transportation alternative route corresponding to the real-time traffic conditions of the alternative road segment group is excluded and the road segment is impassable. The transportation alternative with the lowest real-time road restriction coefficient among the remaining alternative routes is taken as the route planning result for emergency resource transportation.

[0014] The beneficial effects of this application are: This application evaluates the overall time consumption of passing through road segments based on all historical transportation times of road segments in the transportation route map. Based on the time consumption coefficient, it filters all alternative transportation routes for transporting emergency resources. Considering that emergencies may affect the real-time traffic conditions of road segments in the transportation route map, it evaluates the degree to which alternative transportation routes are affected by the real-time traffic conditions of road segments within those alternative routes, obtaining real-time road constraint coefficients. Furthermore, when the real-time traffic condition of a road segment indicates that the segment is impassable, it can be replaced by other alternative road segments. Therefore, it evaluates the reliability of the alternative road segments, obtains their reliability coefficients, and combines these with the real-time road constraint coefficients to obtain the route planning results for emergency resource dispatch. This addresses the problem that static route planning for emergency resource transportation cannot adapt to changes in real-time traffic conditions in a timely manner, easily leading to unreasonable route planning and untimely resource dispatch. It achieves adaptive route planning during emergency resource dispatch. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of a GIS-based intelligent emergency resource scheduling algorithm provided in one embodiment of this application. Detailed Implementation

[0017] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0018] Please see Figure 1 The diagram illustrates a flowchart of a GIS-based intelligent emergency resource scheduling algorithm according to an embodiment of this application. The algorithm includes the following steps: Step S001: Extract the transportation route map for emergency resource scheduling based on GIS, as well as the historical transportation time and real-time traffic status of each segment in the transportation route map.

[0019] Based on the needs of emergency resource allocation, the origin and destination of the transport vehicles for transporting emergency resources are determined, and the transport route map of the transport vehicles is extracted from the GIS geographic information system.

[0020] The transportation route map includes all road segments and real-time traffic conditions of all different routes from the origin of the transport vehicle to the destination, as well as the historical transportation time of the transport vehicle passing through each road segment in the historical transportation record. The real-time traffic conditions of the road segments include whether the road segment is passable or impassable.

[0021] The transportation route map is built based on a graph structure, where the connection points between adjacent road segments in all road segments are used as nodes, and there are edges connecting the nodes. Each edge corresponds to a road segment, that is, road segments are used as edges for connection.

[0022] Among them, the construction of transportation route maps based on GIS geographic information systems and graph structures is a well-known technology and will not be elaborated further.

[0023] This allows us to obtain the transportation route map for emergency resource allocation, as well as the historical transportation time and real-time traffic status of each segment of the transportation route map.

[0024] Step S002: Calculate the time consumption coefficient of each road segment based on all historical transportation times of the road segments in the transportation route map. The time consumption coefficient is used to characterize the overall time consumption when passing through the road segment. Based on the time consumption coefficient, select all alternative transportation routes composed of the road segments.

[0025] The core considerations for intelligent emergency material dispatch are timeliness and safety. In the event of a sudden emergency, it is essential to ensure that the necessary materials are delivered to their destination quickly to guarantee safe rescue operations. Common scenarios for emergency material dispatch include natural disasters such as earthquakes and floods, as well as production safety accidents such as factory accidents and construction site accidents. Resource dispatch planning for different scenarios needs to be tailored to local conditions and implemented in a differentiated manner.

[0026] First, alternative transportation routes from the origin to the destination of transport vehicles are selected based on historical transportation records. Then, dynamic replanning is carried out in combination with the real-time traffic conditions of each section of the alternative routes to balance the timeliness and safety of emergency material dispatch.

[0027] For any segment in the transportation route map, calculate the average of all historical transportation times for the segment, and record it as the average historical transportation time of the segment. The ratio of the number of historical transportation times greater than the average historical transportation time to the total number of historical transportation times is recorded as the segment time consumption ratio. The positive correlation between the average historical transportation time of the segment and the segment time consumption ratio is recorded as the segment time consumption coefficient.

[0028] It is understood that a positive correlation is applied to the average historical transport time and the time-consuming ratio of a road segment, ensuring that the average historical transport time and the time-consuming ratio of the road segment are positively correlated with the time-consuming coefficient of the road segment. It is understood that the positive correlation in this application refers to the relationship between the independent and dependent variables, where the independent variables are the average historical transport time and the time-consuming ratio of the road segment, and the dependent variable is the time-consuming coefficient of the road segment. A positive correlation means that the dependent variable increases (decreases) as the independent variable increases (decreases), and can be an additive or multiplicative relationship.

[0029] Preferably, as an embodiment of this application, the product of the sum of the road segment time ratio and the number 1 and the average historical transportation time of the road segment is recorded as the road segment time coefficient.

[0030] The time consumption coefficient of a road segment is determined based on historical transportation time and is used to evaluate the overall time consumption of transport vehicles when transporting emergency resources through the road segment. It can be understood that the larger the road segment time ratio, the greater the possibility that the time required for transport vehicles to transport emergency resources through the road segment exceeds the average of all historical transportation times of the road segment. At the same time, when the average historical transportation time of the road segment is larger, the time required for transport vehicles to transport emergency resources through the road segment is relatively more, and at this time, the time consumption coefficient of the road segment is larger.

[0031] The time consumption coefficient of the road segment is used as the weight of the edge corresponding to the road segment in the transportation route map. The K-shortest path algorithm is used to obtain all paths from the starting point to the destination of the transportation vehicle in the transportation route map. The path with the shortest time and the first preset proportion is selected as the transportation candidate path.

[0032] The average historical transportation time of all road segments is summed and recorded as the time taken for the route. The first preset ratio is a preset ratio value, which is 30% in this embodiment. The K-shortest path algorithm is a well-known technology and will not be described in detail here.

[0033] At this point, all alternative transportation routes have been obtained.

[0034] Step S003: Based on the real-time traffic conditions of the road segments included in the alternative transportation routes, construct real-time road restriction coefficients. The real-time road restriction coefficients are used to characterize the degree to which the alternative transportation routes are affected by the real-time traffic conditions of the road segments in the alternative transportation routes.

[0035] Alternative transportation routes determined based on historical traffic conditions represent the most timely options under normal road conditions. However, unforeseen events can affect the real-time traffic conditions of road segments on the transportation route map. For example, earthquakes and floods can severely damage roads, rendering them impassable. Therefore, it is necessary to further determine the traffic risks and stability of each segment of the alternative transportation routes based on the real-time traffic conditions.

[0036] The real-time traffic condition coefficient of a road segment is assigned a value based on its real-time traffic status. Specifically: when a road segment is passable, its real-time traffic condition coefficient is assigned a value of 0; when a road segment is impassable, its real-time traffic condition coefficient is assigned a value of 1. The ratio of the number of alternative transportation routes containing the road segment to the total number of alternative transportation routes is recorded as the road segment's alternative occurrence rate. The positive correlation between the alternative occurrence rates of all road segments included in all alternative transportation routes and the real-time traffic condition coefficient is recorded as the real-time road restriction coefficient.

[0037] It is understood that a positive correlation is applied to the occurrence rate of all road segments included in all alternative transportation routes and the real-time traffic condition coefficient, ensuring a positive correlation between the occurrence rate of the alternative routes, the real-time traffic condition coefficient, and the real-time road restriction coefficient. It is also understood that the positive correlation in this application refers to the relationship between the independent and dependent variables. The independent variables are the occurrence rate of all road segments included in all alternative transportation routes and the real-time traffic condition coefficient, and the dependent variable is the real-time road restriction coefficient. The positive correlation means that the dependent variable increases (decreases) as the independent variable increases (decreases), and can be an additive or multiplicative relationship.

[0038] Preferably, as an embodiment of this application, the product of the alternative occurrence rate of a road segment and the real-time traffic condition coefficient is recorded as the first product of the road segment, and the normalized result of the mean of the first products of all road segments included in all alternative transportation routes is recorded as the real-time road restriction coefficient.

[0039] Specifically, the normalization result is the ratio of the mean of the first product of all road segments included in all alternative transportation routes to the maximum value of the first product of all road segments.

[0040] The larger the number of alternative transportation routes containing a road segment, the more likely that the road segment is a critical transportation hub among the alternative routes. The real-time traffic conditions of the road segment have a greater impact on the smooth flow of traffic on the alternative routes, and thus, the higher the occurrence rate of alternative routes. When the real-time road restriction coefficient is higher, the alternative transportation routes are more significantly affected by the real-time traffic conditions of the road segments within those routes, necessitating consideration of the further spread of risks associated with poor traffic conditions during emergency resource allocation.

[0041] At this point, the real-time road restriction coefficient is obtained.

[0042] Step S004: Based on the real-time traffic conditions of road segments in the alternative transportation routes, determine alternative road segments and alternative road segment groups composed of alternative road segments. Based on the differences in the time consumption coefficients of all alternative road segments in the alternative road segment group, and the ratio of the number of alternative road segments in the alternative road segment group whose real-time traffic conditions indicate that the road segment is passable, construct the real-time path cost of the alternative road segments. Combined with the real-time road restriction coefficient, calculate the reliability coefficient of the alternative road segments. The reliability coefficient is used to characterize the reliability of the alternative road segments. Based on the reliability coefficient and the real-time road restriction coefficient, obtain the route planning results for emergency resource scheduling.

[0043] When a road segment is deemed impassable in real-time, alternative road segments can be used to replace it, allowing transport vehicles to pass. Therefore, the reliability of alternative transport routes can be analyzed by considering these alternative road segments.

[0044] Based on the transportation route map, identify all alternative road segments in the alternative transportation routes whose real-time traffic conditions are impassable. The set of all alternative road segments corresponding to the same impassable road segment is denoted as the alternative road segment group.

[0045] It is important to understand that for any road segment whose real-time traffic status is "unpassable", there may be one or more alternative road segments. That is, the alternative road segment group may contain one or more alternative road segments.

[0046] The ratio of the real-time road restriction coefficient to the maximum value of the real-time road restriction coefficient at all times prior to the time corresponding to the real-time road restriction coefficient is denoted as the relative real-time road restriction coefficient.

[0047] It should be noted that when the real-time road restriction coefficient corresponds to the first moment of monitoring, the maximum value of the real-time road restriction coefficient for all moments before the real-time road restriction coefficient is set to 1 to ensure the smooth progress of the calculation.

[0048] Based on the differences in the time consumption coefficients of alternative road segments in the alternative road segment group and the proportion of alternative road segments in the alternative road segment group whose real-time traffic status is passable, the real-time path cost of all alternative road segments in the alternative road segment group is constructed.

[0049] Let any one alternative road segment in the alternative road segment group be designated as the target alternative road segment. Let the average time coefficient of all alternative road segments in the alternative road segment group be designated as the average time coefficient of the alternative road segment group. Let the ratio of the difference between the average time coefficient of the alternative road segment group and the time coefficient of the target alternative road segment to the average time coefficient of the alternative road segment group be designated as the first ratio of the target alternative road segment. Let the number of alternative road segments in the alternative road segment group whose real-time traffic status is passable be designated as the first quantity of the alternative road segment group. Let the total number of alternative road segments included in the alternative road segment group be designated as the second quantity of the alternative road segment group. Let the ratio of the first quantity to the second quantity of the alternative road segment group be designated as the second ratio of the alternative road segment group. Let the positive correlation between the first ratio of the target alternative road segment and the second ratio of the alternative road segment group be designated as the real-time path cost of the target alternative road segment.

[0050] It is understood that a positive correlation is applied to the first ratio of the target alternative road segment and the second ratio of the alternative road segment group, ensuring that both the first ratio of the target alternative road segment and the second ratio of the alternative road segment group are positively correlated with the real-time path cost of the target alternative road segment. It is understood that the positive correlation in this application refers to the relationship between the independent and dependent variables, where the independent variable is the first ratio of the target alternative road segment and the second ratio of the alternative road segment group, and the dependent variable is the real-time path cost of the target alternative road segment. A positive correlation means that the dependent variable increases (decreases) as the independent variable increases (decreases), and can be an additive or multiplicative relationship.

[0051] Preferably, as an embodiment of this application, the normalized value of the product of the first ratio of the target alternative road segment and the second ratio of the alternative road segment group is recorded as the real-time path cost of the target alternative road segment.

[0052] In this embodiment, the sigmoid function is used to calculate the normalized value. The sigmoid function is a well-known technique and will not be described in detail here. As other implementation methods, implementers can use other methods of the prior art, such as the tanh function.

[0053] The positive correlation between the relative real-time road constraint coefficient and the real-time path cost of the target alternative road segment is denoted as the reliability coefficient of the target alternative road segment.

[0054] Preferably, as an embodiment of this application, the product of the relative real-time road restriction coefficient and the real-time path cost of the target alternative road segment is denoted as the reliability coefficient of the target alternative road segment.

[0055] Since the two nodes in the transportation route map that connect the alternative road segment group and the corresponding impassable road segment are the same, when a road segment is impassable, the alternative road segment group in the alternative road segment group is more likely to become impassable.

[0056] In the process of calculating the reliability coefficient of the target alternative road segment, a relative real-time road constraint coefficient is introduced to consider the evaluation results of the overall road anomaly.

[0057] The higher the first ratio of the target alternative route, the lower the time cost of using the target alternative route for emergency material transportation, and the higher the priority of selecting the target alternative route. The higher the second ratio of the alternative route group, the more alternative routes in the group are currently passable, and the more these alternative routes should be included as part of the dispatch route to reduce the risk of traversing the dispatch path. The higher the first ratio of the target alternative route, the lower the overall time consumption of the target alternative route relative to other alternative routes in the alternative route group, and the more likely the target alternative route should be selected as part of the dispatch route to reduce the time consumption risk of traversing the dispatch path.

[0058] The reliability coefficient of the target alternative road segment is used to evaluate the reliability of the target alternative road segment as a replacement road segment. The higher the reliability coefficient of the target alternative road segment, the more reliable it is to use the target alternative road segment as a replacement road segment.

[0059] The same method can be used to obtain the reliability coefficient of each alternative road segment for which the real-time traffic status is unusable.

[0060] The reliability coefficient of the alternative road segment is compared with the preset reliability threshold: when the reliability coefficient is greater than the reliability threshold, the alternative road segment with the highest reliability coefficient is used to replace the road segment in the transportation alternative route whose real-time traffic status is that the road segment is impassable; when the reliability coefficient of all alternative road segments in the alternative road segment group is less than or equal to the reliability threshold, the transportation alternative route corresponding to the road segment in the alternative road segment group whose real-time traffic status is that the road segment is impassable is excluded.

[0061] In this embodiment, the reliability threshold is set to 0.3.

[0062] The transportation alternative with the lowest real-time road restriction coefficient among the remaining alternative routes is taken as the route planning result for emergency resource transportation.

[0063] At this point, the path planning for emergency resource allocation is complete.

[0064] The above description is only a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A GIS-based intelligent emergency resource scheduling algorithm, characterized in that, The algorithm includes the following steps: Based on GIS, emergency resource scheduling transportation route maps are extracted, along with the historical transportation time and real-time traffic status of each segment in the transportation route map; Based on all historical transportation times of road segments in the transportation route map, the time consumption coefficient of each road segment is calculated. The time consumption coefficient is used to characterize the overall time consumption when passing through a road segment. Based on the time consumption coefficient, all alternative transportation routes composed of road segments are selected. Based on the real-time traffic conditions of the road segments included in the alternative transportation routes, a real-time road restriction coefficient is constructed. The real-time road restriction coefficient is used to characterize the degree to which the alternative transportation routes are affected by the real-time traffic conditions of the road segments in the alternative transportation routes. Based on the real-time traffic conditions of road segments in the alternative transportation routes, alternative road segments and alternative road segment groups are determined. The real-time path cost of the alternative road segments is constructed based on the differences in the time consumption coefficients of all alternative road segments in the alternative road segment group, and the ratio of the number of alternative road segments in the alternative road segment group whose real-time traffic conditions indicate that the road segment is passable. Combined with the real-time road constraint coefficient, the reliability coefficient of the alternative road segments is calculated. This reliability coefficient characterizes the reliability of the alternative road segments. Based on the reliability coefficient and the real-time road constraint coefficient, the route planning results for emergency resource scheduling are obtained.

2. The GIS-based intelligent emergency resource scheduling algorithm according to claim 1, characterized in that, The transportation route map uses the connection points of adjacent road segments in all road segments of the path as nodes of the transportation route map, and uses road segments as edges to connect them.

3. The GIS-based intelligent emergency resource scheduling algorithm according to claim 1, characterized in that, The method for determining the time consumption coefficient of the aforementioned road segment is as follows: The average historical transport time of all historical transport times of a road segment is calculated and recorded as the average historical transport time of the road segment. The ratio of the number of historical transport times that are greater than the average historical transport time to the total number of historical transport times is recorded as the road segment time ratio. The positive correlation between the average historical transport time of a road segment and the road segment's travel time ratio is recorded as the road segment's travel time coefficient.

4. The GIS-based intelligent emergency resource scheduling algorithm according to claim 1, characterized in that, The method for determining the alternative transportation routes is as follows: The time consumption coefficient of the road segment is used as the weight of the edge corresponding to the road segment in the transportation route map. All paths from the starting point to the destination of the transportation vehicle in the transportation route map are obtained, and the path with the shortest time and the first preset proportion is selected as the transportation candidate path.

5. The GIS-based intelligent emergency resource scheduling algorithm according to claim 1, characterized in that, The specific method for constructing the real-time road restriction coefficient is as follows: Based on the real-time traffic conditions of the road segment, the real-time traffic condition coefficient of the road segment is assigned a value of 0 or 1; The ratio of the number of alternative transportation routes that include a road segment to the total number of alternative transportation routes is denoted as the road segment availability rate. The positive correlation between the occurrence rate of all road segments included in all alternative transportation routes and the real-time traffic condition coefficient is recorded as the real-time road restriction coefficient.

6. The GIS-based intelligent emergency resource scheduling algorithm according to claim 1, characterized in that, The alternative road segments are specifically the alternative road segments for all road segments in the alternative transportation routes whose real-time traffic conditions are impassable.

7. The GIS-based intelligent emergency resource scheduling algorithm according to claim 1, characterized in that, The specific method for constructing the real-time path cost of the alternative route is as follows: Any one of the alternative road segments in the alternative road segment group is denoted as the target alternative road segment. The average time consumption coefficient of all alternative road segments in the alternative road segment group is denoted as the average time consumption coefficient of the alternative road segment group. The ratio of the difference between the average time consumption coefficient of the alternative road segment group and the time consumption coefficient of the target alternative road segment to the average time consumption coefficient of the alternative road segment group is denoted as the first ratio of the target alternative road segment. The second ratio of the alternative road segment group is calculated based on the proportion of alternative road segments in the alternative road segment group whose real-time traffic conditions are passable. The positive correlation between the first ratio of the target alternative road segment and the second ratio of the alternative road segment group is recorded as the real-time path cost of the target alternative road segment.

8. The GIS-based intelligent emergency resource scheduling algorithm according to claim 7, characterized in that, The specific method for determining the second ratio of the alternative road segment group is as follows: The number of alternative road segments in the alternative road segment group whose real-time traffic status is that the road segment is passable is recorded as the first quantity of the alternative road segment group. The total number of alternative road segments included in the alternative road segment group is recorded as the second quantity of the alternative road segment group. The ratio of the first quantity to the second quantity of the alternative road segment group is recorded as the second ratio of the alternative road segment group.

9. The GIS-based intelligent emergency resource scheduling algorithm according to claim 1, characterized in that, The reliability coefficient of the alternative road section is: The ratio of the real-time road restriction coefficient to the maximum value of the real-time road restriction coefficient at all times prior to the time corresponding to the real-time road restriction coefficient is denoted as the relative real-time road restriction coefficient. The positive correlation between the relative real-time road constraint coefficient and the real-time path cost of the target alternative road segment is denoted as the reliability coefficient of the target alternative road segment.

10. The GIS-based intelligent emergency resource scheduling algorithm according to claim 1, characterized in that, The specific method for obtaining the path planning results for emergency resource scheduling based on the reliability coefficient and the real-time road constraint coefficient includes: When the reliability coefficient is greater than the reliability threshold, the alternative road segment with the highest reliability coefficient is used to replace the road segment in the alternative transportation route whose real-time traffic status is impassable. When the reliability coefficient of all alternative road segments in the alternative road segment group is less than or equal to the reliability threshold, the transportation alternative route corresponding to the real-time traffic conditions of the alternative road segment group is excluded and the road segment is impassable. The transportation alternative with the lowest real-time road restriction coefficient among the remaining alternative routes is taken as the route planning result for emergency resource transportation.

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