CN113420920B - Synchronous decision-making method and system for emergency resource delivery path and traffic control measure - Google Patents
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Abstract
A synchronous decision-making method and system for emergency resource delivery path and traffic control measure belongs to the technical field of emergency management. The invention solves the problem that the optimal delivery route cannot be decided by adopting the existing method. According to the method, the most basic mathematical model of the shortest emergency material transportation path is obtained according to a Beckmann traffic flow distribution model and a BRP function of a warp balance rule, meanwhile, a node importance index is introduced as a basis for judging whether a control measure needs to be taken, and a proper control mode is selected for a specific node to dredge other vehicles if necessary. Therefore, the vehicle for transporting goods and materials can smoothly run and timely arrive at the accident site, and casualties and other losses are reduced. And the selection of control measures is introduced into the mathematical model, so that the error of the original model in calculating the path is reduced to a certain extent, and a better transportation path is obtained conveniently. The method and the device can be applied to emergency resource delivery path decision.
Description
Technical Field
The invention belongs to the technical field of emergency management, and particularly relates to a synchronous decision-making method and system for an emergency resource delivery path and a traffic control measure.
Background
When emergencies such as natural disasters, accident disasters, public health events, social safety events and the like occur, the rapid delivery of emergency resources is a key for effectively carrying out emergency treatment, rescue and event control, so the selection of the transport path of the emergency resources is particularly important. The location distribution of emergency resources, real-time road conditions, and emergency interference all have dynamic and non-negligible influence on the selection of the transport path. At present, when the emergency path is selected, factors such as real-time road conditions, path reliability and the like are usually considered, and the shortest time or the best reliability is taken as an optimization target. For example, patent application CN112071060A provides an emergency path planning method based on urban road network traffic environment change, which mainly constructs a basic framework for emergency rescue path planning collaborative optimization by analyzing characteristics of urban emergency rescue and determining emergency rescue path planning evaluation indexes, provides a collaborative optimization algorithm to solve and output an optimal path planning result, and continuously reduces rescue journey time and improves reliability of emergency rescue based on the basic framework. According to the patent application CN111882909A, an emergency scheduling and dynamic path integration method based on double-layer planning is established by fully considering different priority emergency vehicles and real-time changing traffic environments, and a double-layer planning emergency scheduling and dynamic path inheritance scheme is established, so that the emergency vehicles can timely avoid traffic jam road sections, the rapid destination arrival is ensured, and the emergency rescue operation efficiency is practically improved.
However, the emergency resource transportation is different from the conventional travel route selection of residents, and scientific and reasonable traffic control measures are often required to be implemented to reduce the interference on the emergency resource transportation process as much as possible and ensure the rapid and safe delivery of the emergency resources. However, in the actual emergency handling process, the traffic control measure and the route selection are not synchronously decided, and the traffic control is usually implemented on the selected route after the route selection decision. In view of the sudden change of traffic demand or the limitation of road conditions in an emergency, the traffic control does not necessarily achieve the ideal effect, the selected path is not necessarily the optimal delivery route, and the timeliness of emergency rescue is affected.
Disclosure of Invention
The invention aims to solve the problem that the optimal transport route cannot be decided by adopting the conventional method, and provides a synchronous decision method and a synchronous decision system for an emergency resource transport route and traffic control measures.
The technical scheme adopted by the invention for solving the technical problems is as follows:
a synchronous decision-making method for emergency resource delivery paths and traffic control measures specifically comprises the following steps:
step one, determining an initial selection path for emergency resource transportation
Step one, abstracting a traffic road network into a graph G (V, E), wherein V represents a set of all nodes in the road network, E represents a set of all road sections connecting the nodes, and (i, j) belongs to E, i, j is a node in the road network, and (i, j) is a road section connecting the nodes i, j;
step two, solving a shortest path solution between the initial supply node of the material and the node of the required material, taking the solved shortest path solution as a primary selected path, and marking the primary selected path as Route _ initial;
step two, respectively calculating the importance indexes of each node in the initially selected path, then selecting the node corresponding to the two largest importance indexes, and taking the road section where the selected node is located as a control area CD;
after carrying out traffic control on the CD in the control area, obtaining a controlled initial path, and marking the controlled initial path as Route _ ctrl;
obtaining a new shortest path solution according to the nodes after the control, and recording the new shortest path solution as Route _ new;
and step three, comparing the Route _ ctrl with the Route _ new, if the Route _ ctrl = the Route _ new, selecting the Route _ new as a final decision path, otherwise, making the Route _ initial = the Route _ new, and repeating the process of the step two until the Route _ ctrl = the Route _ new to obtain the final decision path.
A synchronous decision-making system for emergency resource delivery paths and traffic control measures is used for executing a synchronous decision-making method for emergency resource delivery paths and traffic control measures.
The invention has the beneficial effects that: the invention provides a synchronous decision method and a synchronous decision system for emergency resource delivery paths and traffic control measures. Therefore, the vehicle for transporting goods and materials can smoothly run and timely arrive at the accident site, and casualties and other losses are reduced. And the selection of control measures is introduced into the mathematical model, so that the error of the original model in calculating the path is reduced to a certain extent, and a better transportation path is obtained conveniently.
Drawings
Fig. 1 is a flowchart of a method for synchronously deciding an emergency resource transportation path and a traffic control measure according to the present invention.
Detailed Description
First embodiment this embodiment will be described with reference to fig. 1. The method for synchronously deciding the emergency resource delivery path and the traffic control measure in the embodiment specifically comprises the following steps:
step one, determining an emergency resource conveying initial selection path;
step one, abstracting a traffic road network into a graph G (V, E), wherein V represents a set of all nodes in the road network, E represents a set of all road sections connecting the nodes, (i, j) belongs to E, i, j is a node in the road network, and (i, j) is a road section connecting the nodes i, j;
step two, in a graph G (V, E), solving a shortest path solution between a material initial supply node and a required material node by establishing a model, taking the solved shortest path solution as an initial path, and marking the initial path as Route _ initial;
step two, respectively calculating the importance indexes of each node in the initially selected path, then selecting the node corresponding to the two largest importance indexes, and taking the road section where the selected node is located as a control area CD;
after carrying out traffic control on the CD in the control area, obtaining a controlled initial path, and marking the controlled initial path as Route _ ctrl;
obtaining a new shortest path solution according to the managed nodes, and recording the new shortest path solution as Route _ new;
and step three, comparing the Route _ ctrl with the Route _ new, if the Route _ ctrl = the Route _ new, selecting the Route _ new as a final decision path, otherwise, enabling the Route _ initial = the Route _ new, and repeating the process of the step two until the Route _ ctrl = the Route _ new to obtain the final decision path.
And selecting a final decision-making path and corresponding traffic control measures to ensure that emergency materials can be delivered in time, so that loss and influence are minimized, and the method has certain guiding significance for emergency rescue work.
The second embodiment is as follows: the difference between this embodiment and the first embodiment is that, in the second step, the shortest path solution between the material initial supply node and the required material node is obtained, and the specific process is as follows:
wherein: t represents the total time of the rescue vehicle running between the material initial supply node and the required material node;
x (i,j) representing a traffic flow of a link (i, j) under traffic control;
R rs representing the set of travel paths of the vehicle between OD and rs;
o represents an initial supply node set of the material;
d represents a node set of the required materials;
r represents a certain initial supply node of the material, and r belongs to O;
s represents a node of a certain required material, and s belongs to D;
(i,j)∈R rs indicating that the link (i, j) is at R rs The above step (1);
Q rs Represents the sum of the flows on all paths between rs;
t (i,j) (x) Representing a transit time function for the section (i, j);
x 0(i,j) represents the traffic flow of the link (i, j) in the ideal state;
i belongs to V/{ r, s } and represents that the node i is neither the node r nor the node s; j (i, j) epsilon E represents a set of road sections with the node j as a terminal point in all the road sections; j (i) belongs to E and represents a set of road sections with the node j as a starting point in all the road sections;
and taking the path with the minimum total driving time of the rescue vehicle as the shortest path solution between the material initial supply node and the required material node.
The above formula expresses in sequence: minimum time required to rescue a vehicle, demand balance between ODs, calculation of road segment traffic, user path continuity constraints, user traffic conservation constraints, road segment traffic conservation formulas, non-negative constraints, and 0-1 constraints.
Other steps and parameters are the same as those in the first embodiment.
The third concrete implementation mode: the difference between this embodiment and the first or second embodiment is that the transit time function is:
wherein, t (i,j) (x (i,j) ) Representing a transit time function for a section of road (i, j) under traffic control;
t (i,j) (0) Representing the free passage time on the section (i, j);
alpha and beta are regression coefficients;
C (i,j) representing the capacity of the section (i, j).
Other steps and parameters are the same as those in the first or second embodiment.
The fourth concrete implementation mode: the difference between this embodiment and the first to third embodiments is that, in the second step, the importance index of each node in the initially selected path is calculated, and the specific process is as follows:
wherein, vip i Representing the importance index of the node i;
α 1 and alpha 2 Are all constants greater than zero;
CV B-SP (i) Representing the point betweenness of the node i;
Q i represents the vehicle density index at node i;
avg (Q) represents the average of the vehicle density indexes at all the nodes in the initially selected path;
max (Q) represents the maximum value of the vehicle density indexes at all the nodes in the initially selected path.
Other steps and parameters are the same as those in one of the first to third embodiments.
The fifth concrete implementation mode: this embodiment is different from one of the first to fourth embodiments in that the constant α 1 And alpha 2 Satisfies alpha 1 +α 2 ＝1。
Other steps and parameters are the same as in one of the first to fourth embodiments.
The sixth specific implementation mode is as follows: the present embodiment is different from one of the first to fifth embodiments in that the new shortest path solution satisfies the following condition:
wherein:
and
all are the influence indexes of the traffic flow.
Other steps and parameters are the same as those in one of the first to fifth embodiments.
The seventh concrete implementation mode: the present embodiment is different from the first to sixth embodiments in that the influence index is given when the traffic control manner of the link (i, j) is to prohibit the passage of social vehicles
The value of (A) is 1, affecting the index
And
is 0.
Other steps and parameters are the same as those in one of the first to sixth embodiments.
The specific implementation mode is eight: the present embodiment is different from the first to seventh embodiments in that the influence index is not influenced when the road section (i, j) is not controlled
And
is 0.
At this time, the model is converted into the model of the second embodiment.
Other steps and parameters are the same as those in one of the first to seventh embodiments.
The specific implementation method nine: the present embodiment is different from the first to eighth embodiments in that the traffic control manner of the road section (i, j) is a traffic diversion, a reverse traffic organization, a section reverse driving, a restriction of the driving speed of social vehicles, or a restriction of left turn, and the influence index is applied
All values of (2) are between (0, 1), and the indexes are influenced
And
is 0.
Different impact indicators ω of different regulation modes on the traffic flow are evaluated on the basis of past data.
Other steps and parameters are the same as those in one to eight of the embodiments.
The detailed implementation mode is ten: the system for synchronously deciding the emergency resource delivery path and the traffic control measure according to the present embodiment is used for executing a method for synchronously deciding the emergency resource delivery path and the traffic control measure according to any one of the first to ninth embodiments.
Examples
The emergency rescue path management method is helpful for helping a decision maker to decide the emergency rescue path after an irregular event occurs, ensures that rescue materials are conveyed to the incident in the first time in the shortest time, and reduces the loss of all parties. The invention is realized by the following steps:
the method comprises the following steps: determining an emergency resource delivery primary selection path
A TOPN solution set of the conveying path is obtained by establishing a basic model, solving a shortest path set under ideal conditions and then sequencing the shortest path set from short to long according to the passing time.
1. Hypothesis of the premises
(1) Abstracting a traffic network into a graph G (V, E), wherein V represents a set of all nodes i in the traffic network, E represents a set of all road sections connecting the nodes, and (i, j) epsilon E is included;
(2) The traffic control information is completely public, and after receiving the information of the occurrence of the unconventional event, the corresponding department of emergency management can disseminate the control information to be collected to the public through various channels, so that the travel drivers can adjust the information in time;
(3) The method comprises the following steps that a certain type of materials are transported, namely, the problem of emergency material scheduling of a single point to a single point is considered;
(4) The traffic demand is consistent and can be obtained through statistical analysis of previous traffic volumes;
(5) The user balance distribution model is that if a plurality of roads exist between two nodes in the road network and the traffic volume between the two nodes is relatively small, the vehicle driving at the moment must choose to continue to drive along the shortest path. Assuming that all vehicles are planned in this way, the traffic flow of the shortest route increases with the number of vehicles, and after a certain degree, the travel time through the shortest route increases due to congestion caused by a large number of traffic flows. Then the shortest path will change (where the shortest path is measured using transit time) and a portion of the vehicles in the form of the original shortest path will reselect the shortest path. All roads between two points may be selected. If all drivers of vehicles are rational and can accurately acquire real-time information of all roads and make the selection of the shortest path, the transit time of all possibly utilized roads between the two points is equal, and the state is called a user balance state in the road network.
(6) According to the warp balance rule, all travelers are supposed to select the shortest route reasonably as the travel route, so that the traffic network can reach a balanced state. In this state, considering the influence of congestion on the traveling speed, that is, the time, all the used routes are equal to and minimum in traveling time, and the time of the remaining unused routes is equal to or longer than the minimum traveling time.
(7) The Beckmann traffic flow assignment model, which satisfies the warp balancing criterion, accounts for the problem of minima under a set of equality constraints, and its solution has previously been shown to be a solution that satisfies the balance assignment.
2. Determining a conveying path initial selection set:
wherein x a Is the traffic flow on the road section a, t a For the time-consuming (in time) cost on the road section a,
flow rate q of path k from one material supply point to rescue destination rs The demand for all traffic from r to s, i.e. the OD amount,
the correlation coefficient between the path and the link is 1 if the link a is on the kth path between the link ODs, and is 0 otherwise.
3. Description of the symbols
T: represents the total time of travel of the rescue vehicle;
o: representing an initial set of supply points for the material;
d: a set of nodes representing the required materials;
r: represents the starting point of a certain material supply, and r belongs to O;
s: representing a certain required material node, and s belongs to D;
Q rs : representing the traffic demand between the OD section and the rs section;
ω: a coefficient representing the influence of the control mode on the traffic flow, wherein omega belongs to [0,1],0 represents that no control measure is taken and is not considered here, and 1 represents that full control is taken; the control intensity is mainly reflected in the influence on the traffic flow;
x 0 (i, j): the traffic flow in an ideal state is represented, namely the traffic flow when the rescue vehicle can pass through freely;
x (i, j): the traffic flow under the condition of traffic control is shown to be different due to different control forces;
C (i,j) : representing the capacity of the section (i, j);
t (i,j) (x) The method comprises the following steps Represents the transit time function for the road segment (i, j), here in the form of the BRP function expression of the Federal road administration:
wherein, alpha and beta are regression coefficients;
t (i,j) (0) Is the free passage time;
R rs : representing the OD to rs vehicle travel path set;
Step two: modeling to find shortest path
The objective function is:
wherein: formula (1) represents the minimum time required to rescue a vehicle; formula (2) represents the balance of demand between ODs; equation (3) represents the calculation of the road section flow; equation (4) represents a user path continuity constraint; formula (5) represents the user flow conservation constraint; the formula (6) represents a road section flow conservation formula; equation (7) represents the non-negative constraint; equation (8) represents a 0-1 constraint.
And solving the model to obtain the initial Route _ initial.
Step three: acquiring regional CD needing to be regulated
And obtaining an initial selection path by the model calculation of the last step, selecting a road section and a node which possibly have the risk of delaying the arrival time from the path, and determining the range of the road section to be controlled. The delay risk mainly considered here is mainly based on the situation that the traffic flow is too large, so that congestion can be caused, and the rescue vehicle cannot pass through quickly.
Specifically, the method comprises the following steps: a controlled area CD (control domain) is an emergency path in a state requiring control, and is a network structure composed of controlled nodes of each road segment. Therefore, a road section formed by a set of more important nodes in the network, namely nodes with traffic flow exceeding a threshold value, can be obtained through calculation as the regulated area CD. At the moment, CVB-SP is used for representing the point betweenness of the nodes, P represents the coordinates of the nodes, qi represents that the vehicle density index value at the nodes is 1-5, and respectively represents that the traffic flow is small, normal, large and particularly large, and the control nodes in the CD area can be used<CVB-SP，P，Qi>And (4) ternary vector group representation. And define the importance index at the node i according to the above
Wherein avg (Q) represents the average value of the vehicle density indexes of all nodes, max (Q) represents the maximum vehicle density index, and the regulated area CD is finally finalized according to the importance index.
Step four: consider a regulatory action scenario
The traffic control modes which can be adopted in road traffic mainly include modes of prohibiting social vehicle from passing, traffic diversion, reverse traffic organization, section reverse running, limiting the running speed of social vehicles, prohibiting left turning and the like. The different impact indicators omega of the different modes of regulation on the traffic flow are evaluated by a group of experts on the basis of past data.
For example, the way of forbidding social vehicle passage is adopted for the section of (i, j) ∈ CD, namely the whole control is taken at the moment
ω＝1；
If policy is taken regardless of the order
ω＝0；
If the interval inverse is adopted as the control method, namely, part of the control can be selected
In this case, the traffic control situation may be taken into account in the model, and equation (1) may be rewritten as follows:
and x in the formula (3) 0 And (i, j) should be changed to x (i, j), and the final decision path is obtained by solving and output.
The above-described calculation examples of the present invention are merely to describe the calculation model and the calculation flow of the present invention in detail, and are not intended to limit the embodiments of the present invention. It will be apparent to those skilled in the art that other variations and modifications can be made on the basis of the foregoing description, and it is not intended to exhaust all of the embodiments, and all obvious variations and modifications which fall within the scope of the invention are intended to be included within the scope of the invention.
Claims (8)
1. A synchronous decision-making method for emergency resource delivery paths and traffic control measures is characterized by comprising the following steps:
step one, determining an initial selection path for emergency resource transportation;
step one, abstracting a traffic road network into a graph G (V, E), wherein V represents a set of all nodes in the road network, E represents a set of all road sections connecting the nodes, and (i, j) belongs to E, i, j is a node in the road network, and (i, j) is a road section connecting the nodes i, j;
step two, in a graph G (V, E), solving a shortest path solution between the initial supply node of the material and the node of the required material, taking the solved shortest path solution as an initial selection path, and marking the initial selection path as Route _ initial;
the method for solving the shortest path between the material initial supply node and the required material node comprises the following specific processes:
wherein: t represents the total time of the rescue vehicle running between the material initial supply node and the required material node;
x (i,j) representing a traffic flow of a link (i, j) under traffic control;
R rs representing the OD to rs vehicle travel path set;
o represents an initial supply node set of the material;
d represents a node set of required materials;
r represents a certain material initial supply node, and r belongs to O;
s represents a node of a certain required material, and s belongs to D;
(i,j)∈R rs indicating that the road section (i, j) is at R rs C, removing;
Q rs Represents the sum of the flow on all paths between rs;
t (i,j) (x) Representing a transit time function for the section (i, j);
x 0(i,j) represents the traffic flow of the link (i, j) in the ideal state;
i belongs to V/{ r, s } and represents that the node i is not the node r nor the node s; j (i, j) epsilon E represents a set of road sections with the node j as a terminal point in all the road sections; j (j, i) epsilon E represents a set of road sections with the node j as a starting point in all the road sections;
taking the path with the minimum total driving time of the rescue vehicle as the shortest path solution between the initial supply node of the materials and the nodes of the required materials;
step two, respectively calculating the importance indexes of each node in the initially selected path, then selecting the nodes corresponding to the two largest importance indexes, and taking the road section where the selected nodes are located as a control area CD;
the method comprises the following steps of respectively calculating the importance index of each node in the initial selection path, wherein the specific process comprises the following steps:
wherein, vip i Representing an importance index of the node i;
α 1 and alpha 2 Are all constants greater than zero;
CV B-SP (i) Representing the point betweenness of the node i;
Q i represents a vehicle density index at node i;
avg (Q) represents the mean of the vehicle density indexes at all nodes in the initial route;
max (Q) represents the maximum value of the vehicle density indexes at all the nodes in the initially selected path;
after carrying out traffic control on a control area CD, obtaining a controlled initial path, and marking the controlled initial path as Route _ ctrl;
obtaining a new shortest path solution according to the nodes after the control, and recording the new shortest path solution as Route _ new;
and step three, comparing the Route _ ctrl with the Route _ new, if the Route _ ctrl = the Route _ new, selecting the Route _ new as a final decision path, otherwise, making the Route _ initial = the Route _ new, and repeating the process of the step two until the Route _ ctrl = the Route _ new to obtain the final decision path.
2. The method as claimed in claim 1, wherein the transit time function is:
wherein, t (i,j) (x (i,j) ) Representing a transit time function for a section of road (i, j) under traffic control;
t (i,j) (0) Representing the free passage time on the section (i, j);
alpha and beta are regression coefficients;
C (i,j) representing the capacity of the section (i, j).
3. The method as claimed in claim 2, wherein the constant α is a constant that is determined by a method of synchronously determining the transportation path of the emergency resource and the traffic control measure 1 And alpha 2 Satisfies alpha 1 +α 2 ＝1。
4. The method as claimed in claim 3, wherein the new shortest path solution satisfies the following condition:
wherein:
and
all are the influence indexes of the traffic flow.
5. The method as claimed in claim 4, wherein the traffic control manner of the road section (i, j) is an influence index when the passage of social vehicles is prohibited
Value of (2) is 1, affecting the index
And
is 0.
6. The method as claimed in claim 4, wherein the impact index is influenced when the road section (i, j) is not controlled
And
is 0.
7. The method as claimed in claim 4, wherein the traffic control of the road segments (i, j) is performed by a synchronous decision-making method of emergency resource delivery path and traffic control measureInfluence indexes when traffic diversion, reverse traffic organization, interval reverse driving, limiting the driving speed of social vehicles or forbidding left turning
All values of (2) are between (0, 1), and the indexes are influenced
And
is 0.
8. An emergency resource transportation path and traffic control measure synchronous decision making system, wherein the system is used for executing an emergency resource transportation path and traffic control measure synchronous decision making method as claimed in one of claims 1 to 7.
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