A method and device for determining an abnormal passenger pickup point, and an electronic device

Abstract

The application provides a method and device for determining an abnormal passenger pickup point and electronic equipment, relates to the technical field of information processing, and can automatically predict a position where an abnormal passenger pickup vehicle will arrive, so as to guide relevant personnel to handle the abnormal passenger pickup behavior of the vehicle. The specific scheme comprises the following steps: determining an abnormal stop point included in each historical route of at least one historical route of a vehicle according to historical trajectory data of the vehicle; determining an abnormal stop point where the vehicle will arrive according to the obtained trajectory point, the historical trajectory data, and the abnormal stop point included in each historical route; and / or determining a preset stop point where the vehicle will arrive according to the obtained trajectory point, the historical trajectory data, and a preset stop point.

Description

Technical Field

[0001] This application relates to the field of information processing technology, and in particular to a method, apparatus and electronic device for determining abnormal passenger pick-up points. Background Technology

[0002] Currently, some buses that are required to pick up passengers inside passenger stations are stopping outside the stations to do so. Picking up passengers outside the stations can lead to fare evasion and unauthorized ticket collection, violating the regulations of the bus owners. Therefore, this practice needs to be prevented. However, there is currently no method to identify abnormal pick-up points, making it impossible to effectively prohibit vehicles from picking up passengers outside stations. Summary of the Invention

[0003] This application provides a method, apparatus, and electronic device for determining abnormal passenger pick-up points, which can automatically predict the location that an abnormal passenger-carrying vehicle is about to arrive at, so as to guide relevant personnel to handle the abnormal passenger-carrying behavior of the vehicle.

[0004] To achieve the above technical objectives, this application adopts the following technical solution:

[0005] In a first aspect, embodiments of this application provide a method for determining abnormal passenger pick-up points. The method includes: determining abnormal stop points included in each historical route of at least one historical route of the vehicle based on the vehicle's historical trajectory data; then acquiring the vehicle's trajectory points; finally, determining the abnormal stop point that the vehicle is about to arrive at based on the acquired trajectory points, the historical trajectory data, and the abnormal stop points included in each historical route; and / or, determining the preset stop point that the vehicle is about to arrive at based on the acquired trajectory points, the historical trajectory data, and the vehicle's preset stop points.

[0006] Abnormal parking spots include parking spots other than the vehicle's preset parking spots.

[0007] Understandably, electronic devices can determine abnormal stops along at least one of the vehicle's historical routes based on its historical trajectory data. These abnormal stops refer to stops outside the vehicle's preset stops; that is, the vehicle has stopped at stops other than the designated preset stops, indicating potential abnormal passenger-carrying behavior. Furthermore, the electronic device can acquire the vehicle's trajectory points in real time; then, based on the acquired trajectory points, historical trajectory data, and the abnormal stops along each historical route, it can determine the abnormal stop the vehicle is about to reach. The electronic device can also determine the vehicle's preset stop based on the acquired trajectory points, historical trajectory data, and the vehicle's preset stops. There is a high probability that the vehicle will stop at its upcoming abnormal stop and / or its upcoming preset stop. Therefore, the abnormal stop point and / or the preset stop point that the vehicle is about to arrive at, as determined by the electronic device, can be used to prompt relevant personnel to arrive at the abnormal stop point and / or the preset stop point in advance. In this way, relevant personnel can check whether the vehicle, which has previously exhibited abnormal passenger-carrying behavior, is currently exhibiting abnormal passenger-carrying behavior.

[0008] Secondly, if the vehicle stops at the abnormal stop it is about to reach, it is very likely that it will be picking up passengers abnormally. In other words, the abnormal stop the vehicle is about to reach is likely to be its abnormal passenger pick-up point. Therefore, relevant personnel can be deployed in advance at the abnormal passenger pick-up point to detect and deal with the vehicle's abnormal passenger pick-up behavior.

[0009] In one possible implementation, determining the abnormal stop point that the vehicle is about to arrive at based on the acquired trajectory points, historical trajectory data, and abnormal stop points included in each historical route includes: determining the vehicle's predicted route from at least one historical route based on the acquired trajectory points and historical trajectory data; and determining the abnormal stop point that the vehicle is about to arrive at based on the location of the abnormal stop points included in the predicted route and the location of the acquired trajectory points located in the predicted route.

[0010] The above-mentioned determination of the vehicle's upcoming stop point based on the acquired trajectory points, historical trajectory data, and preset stop points includes: determining the vehicle's predicted route from at least one historical route based on the acquired trajectory points and historical trajectory data; and determining the vehicle's upcoming stop point based on the location of the preset stop point and the location of the acquired trajectory points located on the predicted route.

[0011] In another possible implementation, the above-mentioned determination of the vehicle's predicted route from at least one historical route based on the acquired trajectory points and historical trajectory data includes: determining the degree of overlap between the acquired trajectory points and each of the at least one historical route; and determining the historical route whose degree of overlap satisfies the first preset condition as the predicted route if the at least one historical route includes a historical route whose degree of overlap satisfies the first preset condition.

[0012] In another possible implementation, the above-mentioned determination of the vehicle's predicted route from at least one historical route based on the acquired trajectory points and historical trajectory data further includes: determining the number of times the vehicle travels on each historical route based on the historical trajectory data; and, if at least one historical route includes at least two historical routes with a degree of overlap satisfying a first preset condition, determining the historical route with a number of travels satisfying a second preset condition from the at least two historical routes with a degree of overlap satisfying the first preset condition as the predicted route.

[0013] In another possible implementation, the method further includes: determining a first trajectory point from the acquired trajectory points; determining a first distance based on the position of the first trajectory point and the position of the abnormal stop point that the vehicle is about to arrive at; determining a second distance based on the position of the first trajectory point and the position of the preset stop point that the vehicle is about to arrive at; determining the estimated time for the vehicle to reach the first stop point based on the first distance and the second distance; generating a prompt message based at least on the estimated time, and issuing the prompt message.

[0014] The first trajectory point is the trajectory point whose acquisition time is closest to the current time. The first distance is the distance between the first trajectory point and the abnormal stop point that the vehicle is about to arrive at. The second distance is the distance between the first trajectory point and the preset stop point that the vehicle is about to arrive at. The first stop point is either an abnormal stop point or a preset stop point whose distance from the first trajectory point is less than a preset distance threshold.

[0015] The method further includes: determining historical stop information for each historical stop included in at least one historical route based on historical trajectory data; wherein the historical stop information includes at least one of the number of times the vehicle stops at each historical stop, the number of days of stop, and the duration of stop. The aforementioned generation of prompt information based at least on estimated duration includes: determining historical stop information for a first stop based on the historical stop information for at least one historical stop included in at least one historical route; and generating prompt information based on the estimated duration and the historical stop information for the first stop.

[0016] Understandably, the first trajectory point is the one whose acquisition time is closest to the current time among the acquired trajectory points. Therefore, the first trajectory point can represent the vehicle's current location. Then, the electronic device can determine the first stop from the abnormal stop points and / or preset stop points the vehicle is about to reach, and determine the preset time for the vehicle to reach the first stop point. Because the distance between the location of the first stop point and the vehicle's current location is less than a preset distance threshold, meaning the distance between the vehicle and the first stop point is within a certain range, it is relatively close. Therefore, the estimated time for the vehicle to reach the first stop point issued by the electronic device can prompt relevant personnel to arrive at the first stop point within the preset time to wait for the vehicle, thereby checking whether the vehicle is currently exhibiting abnormal passenger-carrying behavior.

[0017] Secondly, in addition to estimating the duration, the electronic device can also generate a prompt message using the historical stop information of the first stop, that is, it can also issue the historical stop information of the first stop. The historical stop information of the first stop can include at least one of the following: the number of times the vehicle stopped at the first stop, the number of days of stay, and the duration of stay. The historical stop information of the first stop can characterize the probability of abnormal passenger pick-up at the first stop, that is, the historical stop information of the first stop can be used to prompt relevant personnel to determine the probability of abnormal passenger pick-up at the first stop, so that relevant personnel can decide whether to check whether the vehicle is currently engaging in abnormal passenger pick-up behavior at the first stop.

[0018] In another possible implementation, the method further includes: determining whether the vehicle exhibits abnormal behavior based on historical trajectory data; abnormal behavior indicates that the vehicle stops at a stop other than a preset stop point. Specifically, determining the abnormal stop points included in each of at least one historical route of the vehicle based on the vehicle's historical trajectory data includes: if the vehicle exhibits abnormal behavior, determining the abnormal stop points included in each of at least one historical route of the vehicle based on the historical trajectory data.

[0019] Secondly, this application provides an apparatus for determining abnormal passenger pick-up points. The apparatus includes modules for performing the method described in the first aspect or any possible design of the first aspect.

[0020] Thirdly, this application provides an electronic device including a memory and a processor. The memory and processor are coupled. The memory stores computer program code, including computer instructions. When the processor executes the computer instructions, it causes the electronic device to perform the method for determining abnormal passenger points as described in the first aspect and any possible design of the application.

[0021] Fourthly, this application provides a chip system applied to an apparatus for determining abnormal passenger locations; the chip system includes one or more interface circuits and one or more processors. The interface circuits and processors are interconnected via lines; the interface circuits are used to receive signals from the memory of the apparatus for determining abnormal passenger locations and to send signals to the processors, the signals including computer instructions stored in the memory. When the processor executes the computer instructions, it causes the electronic device to perform the method for determining abnormal passenger locations as described in the first aspect and any possible design of the first aspect.

[0022] Fifthly, this application provides a computer-readable storage medium storing computer instructions that, when executed on an electronic device, cause the electronic device to perform the method for determining abnormal passenger locations as described in the first aspect and any possible design thereof.

[0023] Sixthly, this application provides a computer program product including computer instructions that, when executed on an electronic device, cause the electronic device to perform the method for determining abnormal passenger points as described in the first aspect and any possible design of the present application.

[0024] For a detailed description of aspects two through six and their various implementations in this application, please refer to the detailed description in aspect one and its various implementations; and for a detailed description of the beneficial effects of aspects two through six and their various implementations, please refer to the beneficial effect analysis in aspect one and its various implementations, which will not be repeated here.

[0025] These or other aspects of this application will become more readily apparent in the following description. Attached Figure Description

[0026] Figure 1 Schematic diagram of the implementation environment involved in the method for determining abnormal passenger pick-up points provided in this application embodiment. Figure 1 ;

[0027] Figure 2 Schematic diagram of the implementation environment involved in the method for determining abnormal passenger pick-up points provided in this application embodiment. Figure 2 ;

[0028] Figure 3 Schematic diagram of the implementation environment involved in the method for determining abnormal passenger pick-up points provided in this application embodiment. Figure 3 ;

[0029] Figure 4 A flowchart illustrating a method for determining abnormal passenger pick-up points provided in this application embodiment;

[0030] Figure 5A schematic diagram of the structure of a device for determining abnormal passenger pick-up points provided in an embodiment of this application;

[0031] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0032] Hereinafter, the terms "first," "second," and "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," or "third," etc., may explicitly or implicitly include one or more of that feature.

[0033] Currently, regarding the phenomenon of vehicles carrying passengers abnormally (such as picking up passengers outside the passenger station), there is a lack of effective means to detect relevant information about vehicles carrying passengers abnormally (such as the location of the vehicles picking up passengers outside the station, the routes the vehicles take, etc.), and therefore it is impossible to verify and prohibit vehicles from picking up passengers outside the station in real time based on the relevant information about vehicles carrying passengers abnormally.

[0034] To address this issue, this application provides a method for determining abnormal passenger pick-up points. An electronic device can determine abnormal stop points included in each of at least one historical route of the vehicle based on the vehicle's historical trajectory data. These abnormal stop points refer to stops other than the vehicle's preset stop points; that is, the vehicle has stopped at stops other than the designated preset stop points, indicating potential abnormal passenger pick-up behavior. Furthermore, the electronic device can acquire the vehicle's trajectory points and, based on the acquired trajectory points, historical trajectory data, and the abnormal stop points included in each historical route, determine the abnormal stop point the vehicle is about to reach. The electronic device can also determine the preset stop point the vehicle is about to reach based on the acquired trajectory points, historical trajectory data, and the vehicle's preset stop points. The vehicle has a high probability of stopping at the abnormal stop point it is about to reach and / or at its preset stop point. Therefore, the abnormal stop point and / or the preset stop point that the vehicle is about to arrive at, as determined by the electronic device, can be used to prompt relevant personnel to arrive at the abnormal stop point and / or the preset stop point in advance, so that relevant personnel can deal with any abnormal passenger-carrying behavior that the vehicle may be exhibiting.

[0035] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0036] Please refer to Figure 1 This diagram illustrates the implementation environment of a method for determining abnormal passenger pick-up points provided in an embodiment of this application. Figure 1As shown, the implementation environment may include: a server 100, a terminal 110, and a data acquisition device 120 for collecting vehicle trajectory data. Each vehicle is equipped with a data acquisition device 120 for collecting the vehicle's trajectory data.

[0037] For example, the data acquisition device 120 may include a GPS module, a timing module, and an input module (e.g., a touch screen). Figure 1 The GPS module, timing module, and input module of the data acquisition device 120 are not shown in the diagram. The GPS module is used to acquire the latitude and longitude of the vehicle's trajectory points. The timing module is used to record the acquisition time of multiple trajectory points. The input module is used to acquire vehicle information input by the user (such as license plate number, vehicle color, etc.). Each route traveled by the vehicle consists of multiple trajectory points, and the acquisition positions of these multiple trajectory points can represent the complete route.

[0038] Server 100 can receive trajectory data from a vehicle's data acquisition device 120. This trajectory data may include: the latitude and longitude of multiple trajectory points, the acquisition time of multiple trajectory points, and vehicle information, etc. The latitude and longitude of the multiple trajectory points and the acquisition time of the multiple trajectory points are in a one-to-one correspondence.

[0039] Specifically, such as Figure 2 As shown, terminal 110 can receive a first operation input by a user, which indicates vehicle information (e.g., license plate number). Then, in response to the first operation, terminal 110 can obtain the vehicle's historical trajectory data from server 100. Based on the vehicle's historical trajectory data, terminal 110 determines abnormal stops included in at least one historical route of the vehicle. Then, terminal 110 can continue to obtain the vehicle's trajectory points from server 100. Based on the historical trajectory data, the obtained trajectory points, and the abnormal stops included in each historical route, terminal 110 determines the abnormal stop the vehicle is about to arrive at; and / or, terminal 110 can also determine the preset stop the vehicle is about to arrive at based on the historical trajectory data, the obtained trajectory points, and the vehicle's preset stop points. Wherein, both the abnormal stop the vehicle is about to arrive at and the preset stop the vehicle is about to arrive at are considered stops the vehicle is about to arrive at. Finally, terminal 110 can send the vehicle's upcoming stop to remind relevant personnel to arrive at the vehicle's upcoming stop in advance, so as to handle the vehicle's abnormal passenger-carrying behavior.

[0040] Or, such as Figure 3As shown, in response to the first operation, terminal 110 can send vehicle information to server 100. Server 100 can then obtain the vehicle's historical trajectory data based on this information. Server 100 then uses this historical trajectory data to determine the abnormal stops included in each of the vehicle's at least one historical route. Next, server 100 can continue to obtain the vehicle's trajectory points. Server 100 then uses the vehicle's historical trajectory data, the obtained trajectory points, and the abnormal stops included in each historical route to determine the abnormal stop the vehicle is about to reach; and / or, server 100 can also use the historical trajectory data, the obtained trajectory points, and the vehicle's preset stop points to determine the preset stop the vehicle is about to reach. Finally, server 100 can send the vehicle's upcoming stop to terminal 110. Terminal 110 can then send the vehicle's upcoming stop.

[0041] The terminal 110 can display the vehicle's upcoming stop on the screen or play the vehicle's upcoming stop via the voice playback module.

[0042] It should be noted that, in addition to Figure 2 and Figure 3 The terminal 110 shown, which receives the first operation, sends out the vehicle's upcoming stop. Alternatively, terminal 110 may not send out the vehicle's upcoming stop; instead, another terminal may send out the vehicle's upcoming stop. This other terminal may be a terminal (or electronic device) used by staff handling abnormal passenger loading on vehicles. Figure 2 and Figure 3 The terminal 110 shown here indicating the vehicle's upcoming stop is merely an example and does not restrict the terminals that issue this error message.

[0043] For example, the terminal 110 in this application embodiment may be a mobile phone, tablet computer, desktop computer, laptop computer, handheld computer, notebook computer, netbook, etc. This application embodiment does not impose special restrictions on the specific form of the terminal 110.

[0044] It should be noted that the method for determining abnormal passenger points provided in this application embodiment can be applied to a server or a terminal. The server and terminal can be collectively referred to as electronic devices. The executing entity of the method for determining abnormal passenger points provided in this application embodiment can also be an abnormal passenger point determination device. This device can be an electronic device (such as a server or terminal); or, the device can be an application (APP) installed on the electronic device that provides the function of determining abnormal passenger points; or, the device can be the central processing unit (CPU) in the electronic device; or, the device can be a control module in the electronic device used to execute the method for determining abnormal passenger points. The following uses an electronic device as an example to describe in detail the method for determining abnormal passenger points provided in this application embodiment.

[0045] Please refer to Figure 4 This is a flowchart illustrating a method for determining abnormal passenger pick-up points provided in an embodiment of this application. Figure 2 As shown, the method may include S401-S403.

[0046] S401. The electronic device determines, based on the vehicle's historical trajectory data, abnormal stopping points included in each historical route of at least one historical route of the vehicle; wherein, abnormal stopping points include stopping points other than the vehicle's preset stopping points.

[0047] Electronic devices can acquire historical trajectory data for a vehicle. This historical trajectory data can include trajectory data for all routes traveled by the vehicle (which can be referred to as historical routes), or trajectory data for all historical routes traveled by the vehicle within a preset time period (e.g., one month, one quarter, one year, etc.). The trajectory data for each historical route can include the locations of multiple trajectory points and the acquisition time of multiple trajectory points.

[0048] The historical trajectory data includes the trajectory data of all historical routes traveled by the vehicle. Therefore, the historical trajectory data may include trajectory data of multiple historical routes with overlapping trajectories. Furthermore, the electronic device can use this historical trajectory data to count the number of times the vehicle traveled on the same historical route and all abnormal stops on the same historical route, thereby obtaining at least one historical route information and the abnormal stops included in each of the at least one historical route.

[0049] The at least one historical route refers to a historical route in which none of the trajectories overlap. The information on the at least one historical route may include the number of times the vehicle traveled on each historical route within the at least one historical route.

[0050] In this embodiment, to predict the stops a vehicle will pass through from a starting point to a destination, the electronic device can first acquire all historical routes the vehicle has traveled from the same starting point to the same destination. These historical routes likely include the route the vehicle is about to take from that starting point to the destination (including the stops it will soon reach), and can therefore be used to predict the route the vehicle will take from that starting point to the destination. Thus, the starting and ending points of all historical routes recorded in the historical trajectory data acquired by the electronic device are the same. These historical routes can include: historical routes with the same trajectory and historical routes with different trajectories.

[0051] In some embodiments, the vehicle can send trajectory point information to the server in real time. This trajectory point information includes the location of the trajectory point and the time of its acquisition. The server can then obtain information from multiple trajectory points sent by the vehicle. This information from multiple trajectory points forms trajectory data of a historical route traveled. The server maps and saves this trajectory data along with the vehicle's vehicle information.

[0052] Then, the electronic device can obtain trajectory data (i.e., historical trajectory data) of all the historical routes traveled by the vehicle from the server.

[0053] In some embodiments, the electronic device can determine the location of historical stops along each historical route based on trajectory data of the vehicle's travels. The electronic device then determines abnormal stops along the historical route based on the locations of the historical stops and preset stops. Next, the electronic device can count the number of times the vehicle travels on the same historical route and all abnormal stops along that route based on the trajectory data of all historical routes traveled by the vehicle and the abnormal stops along each historical route, thereby obtaining the number of times the vehicle travels on each of at least one historical route and the number of abnormal stops included in each of the at least one historical route.

[0054] Among them, multiple overlapping historical routes traveled by the vehicle belong to the same historical route. The total number of overlapping historical routes traveled by the vehicle is equal to the number of times the vehicle traveled on the same historical route.

[0055] Historical stops can refer to trajectory points where the dwell time exceeds a preset duration (e.g., one minute, two minutes, etc.). Historical stops where the vehicle's location in each historical route does not belong to the vehicle's preset stops are considered abnormal stops in that historical route.

[0056] In other embodiments, after the electronic device has compiled all historical stops along all historical routes traveled by the vehicle, it can also compile historical dwell information for the vehicle at each of the historical stops. The historical dwell information for each historical stop may include at least one of the following: the number of times the vehicle stopped at that historical stop, the number of days of stay, and the duration of stay.

[0057] In this embodiment of the application, the preset stopping point of the vehicle may include multiple stopping points that comply with parking regulations, such as bus stops, highway entrances and exits, trunk road entrances and exits, and intersections equipped with traffic lights.

[0058] S402, Electronic devices acquire vehicle trajectory points.

[0059] Electronic devices can acquire the vehicle's trajectory points in real time after the vehicle departs. The location of these acquired trajectory points can include the vehicle's current location.

[0060] S403. The electronic device determines the abnormal stop point that the vehicle is about to arrive at based on the acquired trajectory points, historical trajectory data, and abnormal stop points included in each historical route; and / or determines the preset stop point that the vehicle is about to arrive at based on the acquired trajectory points, historical trajectory data, and preset stop points.

[0061] The electronic device can determine the vehicle's predicted route based on the acquired trajectory points and historical trajectory data. Then, the electronic device can determine the abnormal stop point that the vehicle is about to arrive at based on the vehicle's predicted route and the abnormal stop points included in each historical route; and / or, the electronic device can determine the abnormal stop point that the vehicle is about to arrive at based on the vehicle's predicted route and the vehicle's preset stop points.

[0062] Alternatively, the electronic device can determine, based on the acquired trajectory points, the abnormal stop closest to the vehicle's current trajectory point from all abnormal stop points included in at least one historical route (i.e., the abnormal trajectory point the vehicle is about to reach); and / or, the electronic device can determine, based on the acquired trajectory points, the preset stop closest to the vehicle's current trajectory point from the vehicle's preset trajectory points (i.e., the preset trajectory point the vehicle is about to reach). Wherein, the vehicle's current trajectory point is the trajectory point among the trajectory points acquired by the electronic device whose acquisition time is closest to the current time.

[0063] The trajectory points acquired by the electronic device can refer to all trajectory points acquired by the electronic device up to the current moment.

[0064] In some embodiments, the electronic device may first determine the predicted route of the vehicle from at least one historical route based on the acquired trajectory points and historical trajectory data. The electronic device then determines the abnormal stop that the vehicle is about to arrive at based on the location of the abnormal stop points included in the predicted route and the location of the acquired trajectory points located in the preset route.

[0065] And / or, the electronic device may first determine the vehicle's predicted route from at least one historical route based on the acquired trajectory points and historical trajectory data. The electronic device then determines the vehicle's upcoming preset stop point based on the location of the vehicle's preset stop point and the location of the acquired trajectory points located on the preset route.

[0066] The acquired trajectory points located within the preset route constitute the route traveled by the vehicle. The electronic device can identify abnormal stops included in the predicted route that are not located within the route traveled by the vehicle, and these are the abnormal stops the vehicle is about to reach. Similarly, the electronic device can identify preset stops included in the predicted route that are not located within the route traveled by the vehicle, and these are the preset stops the vehicle is about to reach.

[0067] Among them, the abnormal stop point that the vehicle is about to arrive at and the preset stop point that the vehicle is about to arrive at are both stops that the vehicle is about to arrive at.

[0068] It should be noted that if the electronic device determines both the abnormal stop point that the vehicle is about to arrive at and the preset stop point that the vehicle is about to arrive at, the electronic device can perform a step of "determining the predicted route of the vehicle from at least one historical route based on the acquired trajectory points and historical trajectory data".

[0069] In this embodiment, the electronic device can execute S403 according to a preset cycle until the vehicle reaches its destination. The electronic device can update the abnormal stopping point the vehicle is about to arrive at and / or the preset stopping point the vehicle is about to arrive at in each preset cycle. The preset cycle can be 1 minute, 5 minutes, etc.

[0070] In some embodiments, the electronic device may execute S403 from the moment it begins acquiring the vehicle's trajectory points, according to a preset cycle.

[0071] In some other embodiments, the starting point of the vehicle is a passenger station, and the vehicle can normally carry passengers within the passenger station. In this case, the electronic device can start executing S403 from the moment the vehicle leaves the passenger station, according to a preset cycle.

[0072] In some embodiments, the electronic device can determine the degree of overlap between the acquired trajectory points and each of at least one historical route. Then, if at least one historical route includes a historical route whose overlap degree satisfies a first preset condition, the electronic device can determine the historical route whose overlap degree satisfies the first preset condition as the predicted route for the vehicle.

[0073] Secondly, the electronic device can also determine the number of times the vehicle travels on each historical route within at least one historical route based on the vehicle's historical trajectory data. Then, if at least one historical route includes at least two historical routes with an overlap that meets a first preset condition, the electronic device determines, from the at least two historical routes with an overlap that meets the first preset condition, the historical route with a number of travels that meets a second preset condition as the vehicle's predicted route.

[0074] The first preset condition may include at least one of the following: highest overlap rate, overlap rate greater than the overlap threshold. The second preset condition may include: highest number of trips.

[0075] It should be noted that when the electronic device executes S401, in addition to obtaining the abnormal stop points included in each historical route in at least one historical route, it can also obtain at least one historical route information of the vehicle (including the number of times the vehicle travels on each historical route in at least one historical route). Then, based on the number of travels on each historical route obtained in S401, the electronic device can determine the historical route whose number of travels meets the second preset condition from at least two historical routes whose overlap meets the first preset condition as the predicted route for the vehicle.

[0076] In some embodiments, after S403, the electronic device may generate a first prompt message based on the vehicle's upcoming stop (including an abnormal stop and / or a preset stop). This first prompt message can be used to instruct the handling of abnormal passenger-carrying behavior of the vehicle.

[0077] The first prompt information may include the marked predicted route, which marks the stop points the vehicle is about to reach. In other words, after obtaining the stop points the vehicle is about to reach, the electronic device can use these stop points to mark the predicted route of the vehicle, thus obtaining the marked predicted route.

[0078] Furthermore, the first notification information may also include: historical stop information of the stop point the vehicle is about to arrive at. For a detailed description of this historical stop information, please refer to the detailed description of the historical stop information for each historical stop in S401 above.

[0079] For example, the electronic device can obtain the historical stop information of the gauge point that the vehicle is about to arrive at from the historical stop information of all historical stops of the vehicle. Then, the electronic device can use the upcoming stop point and the historical stop information of the upcoming stop point to mark the predicted route of the vehicle, thus obtaining the marked predicted route.

[0080] It should be noted that the abnormal stops that a vehicle is about to arrive at among the stops it is about to reach belong to all of the vehicle's historical stops. A preset stop that a vehicle is about to arrive at among the stops it is about to reach may or may not belong to all of the vehicle's historical stops. If a preset stop that a vehicle is about to arrive at does not belong to all of the vehicle's historical stops, the electronic equipment will not be able to obtain historical stop information for that preset stop; in other words, the electronic equipment will not obtain any historical stop information for that preset stop.

[0081] In other embodiments, after S403, the electronic device can determine a first trajectory point from the acquired trajectory points; this first trajectory point is the trajectory point whose acquisition time is closest to the current time. Then, the electronic device can determine a first distance based on the position of the first trajectory point and the position of the abnormal stop point that the vehicle is about to arrive at. The electronic device can also determine a second distance based on the position of the first trajectory point and the position of the preset stop point that the vehicle is about to arrive at. Finally, the electronic device can map the first distance to the abnormal stop point that the vehicle is about to arrive at and the second distance to the preset stop point that the vehicle is about to arrive at in the above-marked predicted route, and update the marked predicted route.

[0082] The first distance is the distance between the first trajectory point and the abnormal stop point that the vehicle is about to arrive at. The second distance is the distance between the first trajectory point and the preset stop point that the vehicle is about to arrive at.

[0083] The first distance indicator tells the user how close the vehicle is to its current location and the location of any abnormal stop it is about to reach. The second distance indicator tells the user how close the vehicle is to its current location and the location of any preset stop it is about to reach.

[0084] In some other embodiments, after determining the first distance and the second distance, the electronic device can determine the estimated time for the vehicle to reach the first stop point based on the first distance and the second distance. The first stop point is either an abnormal stop point or a preset stop point whose distance from the first trajectory point is less than a preset distance threshold. Then, the electronic device can generate a second prompt message (i.e., the aforementioned prompt message) based at least on the estimated time. This second prompt message can be used to instruct the handling of abnormal passenger-carrying behavior of the vehicle.

[0085] The second prompt information may include the estimated time it will take for the vehicle to reach the first stop. This second prompt information can inform the user that the vehicle will arrive at the first stop after the estimated time from the current moment. For example, the electronic device can use the location of the first stop and the estimated time to compose the second prompt information. Alternatively, the electronic device can use the estimated time to mark the first stop on the vehicle's predicted trajectory and generate the second prompt information.

[0086] The electronic device can first determine the first stopping point based on the first distance and the second distance. Then, the electronic merging can determine the vehicle's speed based on the acquired trajectory points; and then, based on the vehicle's speed, the position of the first trajectory point, and the position of the first stopping point, it can determine the estimated time for the vehicle to reach the first stopping point.

[0087] Furthermore, the electronic device can determine historical stop information for each historical stop along at least one historical route based on historical trajectory data. This historical stop information includes at least one of the following: the number of times the vehicle stopped at each historical stop, the number of days stopped, and the duration of the stop. Subsequently, the electronic device can generate a second prompt message based on the estimated duration and the historical stop information for the first stop.

[0088] If the first stop is a historical stop for the vehicle, the historical stop information for that first stop may include at least one of the following: the number of times the vehicle stopped at that first stop, the number of days it stayed, and the duration of its stay. If the first stop is not a historical stop for the vehicle, the historical stop information for that first stop may be blank.

[0089] For example, the electronic device can use the location of the first stop, the estimated duration, and the historical dwell information of the first stop to compose a second prompt message. As another example, the electronic device can use the estimated duration and the historical dwell information of the first stop to mark the first stop in the predicted trajectory of the vehicle and generate a second prompt message.

[0090] It should be noted that when the historical stop information at the first stop is blank, the electronic device can generate a second prompt message based solely on the estimated duration.

[0091] In some embodiments, after receiving information about the vehicle's upcoming stop (including a designated stop and / or a preset stop), the electronic device can send the upcoming stop information to a designated target electronic device. The target electronic device can be an electronic device used by staff handling abnormal passenger loading. Abnormal information can be used to indicate the abnormal passenger loading behavior of the vehicle.

[0092] Alternatively, the electronic device may issue the first prompt message after receiving it, or send the first prompt message to a preset target electronic device.

[0093] Alternatively, the electronic device may issue the second prompt message after receiving it, or send the second prompt message to a preset target electronic device.

[0094] In this embodiment, before executing S401, the electronic device can first determine whether the vehicle exhibits abnormal behavior. This abnormal behavior can indicate that the vehicle is stopping at a stop other than its preset stopping point. If the vehicle exhibits this abnormal behavior, it indicates that its abnormal passenger-carrying behavior needs to be addressed, and the electronic device can then execute S401.

[0095] Specifically, electronic devices can determine whether a vehicle exhibits abnormal behavior based on its historical trajectory data; alternatively, they can determine abnormal behavior upon receiving an anomaly report. This anomaly report indicates that the vehicle is stopped at an abnormal parking point. The anomaly report can be in the form of video, images, or text.

[0096] Electronic devices can determine the location of at least one historical stop for a vehicle based on its historical trajectory data. Based on the location of at least one historical stop and the location of a preset stop, the electronic device can determine whether the at least one historical stop includes stops other than the preset stops. If at least one historical stop includes an abnormal stop, the vehicle is determined to be exhibiting abnormal behavior. If at least one historical stop does not include an abnormal stop, the vehicle is determined not to be exhibiting abnormal behavior.

[0097] In some embodiments, the historical trajectory data includes trajectory data of all historical routes traveled by the vehicle. The electronic device can determine the location of historical stops along a historical route based on the trajectory data of that route. The electronic device then determines whether the historical stops along the historical route include abnormal stops based on the locations of the historical stops and preset stops. If the historical stops along the historical route include abnormal stops, the electronic device can determine that the vehicle is exhibiting abnormal behavior. If the historical stops along the historical route do not include abnormal stops, the electronic device can determine the location of historical stops along the next historical route based on the trajectory data of that next historical route.

[0098] In other embodiments, anomalous behavior can also characterize the vehicle stopping at stops other than preset stops at least N times. In this case, the electronic device can determine the location of historical stops along each historical route traveled by the vehicle, based on the trajectory data of that historical route. The electronic device then determines a first number based on the locations of the historical stops and the preset stops; this first number is the number of anomalous stops included in the historical stops along that historical route. The electronic device can then sum all the determined first numbers to obtain a total. If the total is greater than or equal to N, the electronic device can determine that the vehicle is exhibiting anomalous behavior. Here, N is a positive integer.

[0099] The foregoing primarily describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the aforementioned functions, it includes corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should readily recognize that, in conjunction with the units and algorithm steps of the various examples described in the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0100] This application also provides a device for determining abnormal passenger pick-up points. For example... Figure 5 The diagram shown is a structural schematic of an abnormal passenger pick-up point determination device 500 provided in an embodiment of this application. The device 500 may include a data analysis module 501 and a data acquisition module 502.

[0101] The data analysis module 501 is used to determine, based on the vehicle's historical trajectory data, abnormal stop points included in each of at least one historical route of the vehicle; wherein, abnormal stop points include stop points other than the vehicle's preset stop points. The data acquisition module 502 is used to acquire the vehicle's trajectory points. The data analysis module 501 is also used to: determine the abnormal stop point that the vehicle is about to arrive at based on the acquired trajectory points, historical trajectory data, and abnormal stop points included in each historical route; and / or, determine the preset stop point that the vehicle is about to arrive at based on the acquired trajectory points, historical trajectory data, and preset stop points.

[0102] In one possible implementation, the data analysis module 501 is specifically used to: determine the predicted route of the vehicle from at least one historical route based on the acquired trajectory points and historical trajectory data; and determine the abnormal stop point that the vehicle is about to arrive at based on the location of the abnormal stop points included in the predicted route and the location of the acquired trajectory points located in the predicted route.

[0103] The data analysis module 501 is specifically used for: determining the predicted route of the vehicle from at least one historical route based on the acquired trajectory points and historical trajectory data; and determining the preset stop point that the vehicle is about to arrive at based on the location of the preset stop point and the location of the acquired trajectory points located in the predicted route.

[0104] In another possible implementation, the data analysis module 501 is specifically used to: determine the degree of overlap between the acquired trajectory points and each historical route in at least one historical route; and determine the historical route whose degree of overlap satisfies the first preset condition as the predicted route when at least one historical route includes a historical route whose degree of overlap satisfies the first preset condition.

[0105] In another possible implementation, the data analysis module 501 is further configured to: determine the number of times the vehicle travels on each historical route based on historical trajectory data; and, if at least one historical route includes at least two historical routes whose overlap satisfies a first preset condition, determine the historical route whose number of travels satisfies a second preset condition from the at least two historical routes whose overlap satisfies the first preset condition as the predicted route.

[0106] In another possible implementation, the device 500 further includes a prompting module 503.

[0107] The data analysis module 501 is used to: determine a first trajectory point from the acquired trajectory points; determine a first distance based on the position of the first trajectory point and the position of the abnormal stop point that the vehicle is about to arrive at; determine a second distance based on the position of the first trajectory point and the position of the preset stop point that the vehicle is about to arrive at; determine the estimated time for the vehicle to reach the first stop point based on the first distance and the second distance; and generate a prompt message based at least on the estimated time. The prompt module 503 is used to issue a prompt message.

[0108] The first trajectory point is the trajectory point whose acquisition time is closest to the current time. The first distance is the distance between the first trajectory point and the abnormal stop point that the vehicle is about to arrive at. The second distance is the distance between the first trajectory point and the preset stop point that the vehicle is about to arrive at. The first stop point is either an abnormal stop point or a preset stop point whose distance from the first trajectory point is less than a preset distance threshold.

[0109] The data analysis module 501 is further configured to: determine, based on historical trajectory data, the historical stopping information for each historical stop included in at least one historical route; wherein the historical stopping information includes at least one of the following: the number of times the vehicle stops at each historical stop, the number of days of stay, and the duration of stay. Specifically, the data analysis module 501 is configured to: determine the historical stopping information for a first stop based on the historical stopping information for at least one historical stop included in at least one historical route; and generate a prompt message based on the estimated duration and the historical stopping information for the first stop.

[0110] In another possible implementation, the data analysis module 501 is further configured to: determine whether the vehicle exhibits abnormal behavior based on historical trajectory data; abnormal behavior indicates that the vehicle stops at a stop other than a preset stop point. Specifically, the data analysis module 501 is configured to: if the vehicle exhibits abnormal behavior, determine, based on historical trajectory data, the abnormal stop points included in each of at least one historical route of the vehicle.

[0111] Of course, the abnormal passenger pick-up point determination device 500 provided in this application embodiment includes, but is not limited to, the above-mentioned modules.

[0112] Another embodiment of this application also provides an electronic device. For example... Figure 6 As shown, the electronic device 600 includes a memory 601 and a processor 602; the memory 601 and the processor 602 are coupled; the memory 601 is used to store computer program code, which includes computer instructions. When the processor 602 executes the computer instructions, the electronic device 600 performs each step of the method flow shown in the above method embodiment.

[0113] In actual implementation, the data analysis module 501 and the data acquisition module 502 can be composed of... Figure 6 The processor 602 shown calls the computer program code in memory 601 to implement this. The specific execution process can be found in the description of the abnormal passenger point determination method section above, and will not be repeated here.

[0114] Another embodiment of this application provides a computer-readable storage medium storing computer instructions that, when executed on an electronic device, cause the electronic device to perform each step of the method flow shown in the above method embodiment.

[0115] Another embodiment of this application provides a chip system applied to an electronic device. The chip system includes one or more interface circuits and one or more processors. The interface circuits and processors are interconnected via lines. The interface circuits are used to receive signals from the electronic device's memory and send the signals to the processor, the signals including computer instructions stored in the memory. When the processor executes the computer instructions, the electronic device performs each step of the method flow shown in the above method embodiment.

[0116] In another embodiment of this application, a computer program product is also provided, which includes instructions that, when executed on an electronic device, cause the electronic device to perform the various steps of the method flow shown in the above method embodiments.

[0117] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented using software programs, implementation can be, in whole or in part, in the form of a computer program product. This computer program product includes one or more computer instructions. When these computer instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device containing one or more servers, data centers, etc., that can be integrated with the medium. The available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state disks, SSDs).

[0118] The above description is merely a specific embodiment of this application. Any variations or substitutions conceived by those skilled in the art based on the specific embodiments provided in this application should be covered within the protection scope of this application.

Claims

1. A method for determining abnormal passenger pick-up points, characterized in that, The method includes: Based on the vehicle's historical trajectory data, identify abnormal stop points included in each historical route of at least one historical route of the vehicle; wherein, the abnormal stop points include stop points other than the vehicle's preset stop points. Obtain the trajectory points of the vehicle; Based on the acquired trajectory points, the historical trajectory data, and the abnormal stop points included in each historical route, determine the abnormal stop point that the vehicle is about to arrive at; and / or, based on the acquired trajectory points, the historical trajectory data, and the preset stop points, determine the preset stop point that the vehicle is about to arrive at. A first trajectory point is determined from the acquired trajectory points; the first trajectory point is the trajectory point whose acquisition time is closest to the current time among the acquired trajectory points. A first distance is determined based on the location of the first trajectory point and the location of the abnormal stop point that the vehicle is about to arrive at; the first distance is the distance between the first trajectory point and the abnormal stop point that the vehicle is about to arrive at. A second distance is determined based on the position of the first trajectory point and the position of the preset stop point that the vehicle is about to arrive at; the second distance is the distance between the first trajectory point and the preset stop point that the vehicle is about to arrive at. Based on the first distance and the second distance, the estimated time for the vehicle to reach the first stop is determined; the first stop is either the abnormal stop where the distance from the first trajectory point is less than a preset distance threshold or the preset stop. At least based on the estimated duration, a prompt message is generated and issued.

2. The method according to claim 1, characterized in that, The step of determining the abnormal stop point that the vehicle is about to arrive at based on the acquired trajectory points, the historical trajectory data, and the abnormal stop points included in each historical route includes: Based on the acquired trajectory points and the historical trajectory data, the predicted route of the vehicle is determined from the at least one historical route; Based on the location of the abnormal stop points included in the predicted route and the location of the trajectory points located in the predicted route from the obtained trajectory points, the abnormal stop point that the vehicle is about to arrive at is determined. The step of determining the preset stop point that the vehicle is about to arrive at based on the acquired trajectory points, the historical trajectory data, and the preset stop point includes: Based on the acquired trajectory points and the historical trajectory data, the predicted route of the vehicle is determined from the at least one historical route; Based on the location of the preset stop point and the location of the trajectory points in the predicted route obtained from the trajectory points, the preset stop point that the vehicle is about to arrive at is determined.

3. The method according to claim 2, characterized in that, Determining the predicted route of the vehicle from the at least one historical route based on the acquired trajectory points and the historical trajectory data includes: Determine the degree of overlap between the acquired trajectory points and each of the at least one historical routes; If at least one historical route includes a historical route whose overlap satisfies a first preset condition, the historical route whose overlap satisfies the first preset condition is determined as the predicted route.

4. The method according to claim 3, characterized in that, The step of determining the predicted route of the vehicle from the at least one historical route based on the acquired trajectory points and the historical trajectory data further includes: Based on the historical trajectory data, determine the number of times the vehicle traveled on each historical route; If at least one historical route includes at least two historical routes whose overlap satisfies the first preset condition, then from the at least two historical routes whose overlap satisfies the first preset condition, the historical route whose number of trips satisfies the second preset condition is determined as the predicted route.

5. The method according to any one of claims 1-4, characterized in that, The method further includes: Based on the historical trajectory data, determine the historical stop information for each historical stop included in the at least one historical route; wherein, the historical stop information includes at least one of the number of times the vehicle stops at each historical stop, the number of days of stay, and the duration of stay; The generation of prompt information based at least on the estimated duration includes: Based on the historical stop information of the historical stops included in the at least one historical route, the historical stop information of the first stop is determined; The prompt message is generated based on the estimated duration and the historical stop information of the first stop.

6. The method according to any one of claims 1-4, characterized in that, The method further includes: Based on the historical trajectory data, it is determined whether the vehicle exhibits abnormal behavior; the abnormal behavior indicates that the vehicle stops at a stop other than the preset stop point. The step of determining, based on the vehicle's historical trajectory data, the abnormal stop points included in each of at least one historical route of the vehicle include: If the vehicle exhibits the abnormal behavior, based on the historical trajectory data, determine the abnormal stop points included in each historical route of at least one of the vehicle's historical routes.

7. A device for determining abnormal passenger pick-up points, characterized in that, The device includes: The data analysis module is used to determine, based on the vehicle's historical trajectory data, abnormal stop points included in each historical route of at least one historical route of the vehicle; wherein, the abnormal stop points include stop points other than the vehicle's preset stop points; The data acquisition module is used to acquire the trajectory points of the vehicle; The data analysis module is further configured to determine the abnormal stop point that the vehicle is about to arrive at based on the acquired trajectory points, the historical trajectory data, and the abnormal stop points included in each historical route; and / or, determine the preset stop point that the vehicle is about to arrive at based on the acquired trajectory points, the historical trajectory data, and the preset stop points. The data analysis module is further configured to: determine a first trajectory point from the acquired trajectory points; the first trajectory point is the trajectory point whose acquisition time is closest to the current time; determine a first distance based on the position of the first trajectory point and the position of the abnormal stop point that the vehicle is about to arrive at; the first distance is the distance between the first trajectory point and the abnormal stop point that the vehicle is about to arrive at; determine a second distance based on the position of the first trajectory point and the position of the preset stop point that the vehicle is about to arrive at; the second distance is the distance between the first trajectory point and the preset stop point that the vehicle is about to arrive at; determine the estimated time for the vehicle to reach the first stop point based on the first distance and the second distance; the first stop point is either the abnormal stop point or the preset stop point whose distance from the first trajectory point is less than a preset distance threshold; and generate a prompt message at least based on the estimated time. The prompt module is used to issue the prompt information.

8. The apparatus according to claim 7, characterized in that, The data analysis module is specifically used to: determine the predicted route of the vehicle from the at least one historical route based on the acquired trajectory points and the historical trajectory data; and determine the abnormal stop point that the vehicle is about to arrive at based on the location of the abnormal stop point included in the predicted route and the location of the acquired trajectory points located in the predicted route. The data analysis module is specifically used for: determining the predicted route of the vehicle from the at least one historical route based on the acquired trajectory points and the historical trajectory data; and determining the preset stop point that the vehicle is about to arrive at based on the location of the preset stop point and the location of the acquired trajectory points located in the predicted route. The data analysis module is specifically used for: Determine the degree of overlap between the acquired trajectory points and each of the at least one historical routes; If at least one historical route includes a historical route whose overlap satisfies a first preset condition, then the historical route whose overlap satisfies the first preset condition is determined as the predicted route. The data analysis module is also used for: Based on the historical trajectory data, determine the number of times the vehicle traveled on each historical route; If the at least one historical route includes at least two historical routes whose overlap satisfies the first preset condition, then the historical route whose number of trips satisfies the second preset condition is determined from the at least two historical routes whose overlap satisfies the first preset condition as the predicted route. The data analysis module is also used for: Based on the historical trajectory data, determine the historical stop information for each historical stop included in the at least one historical route; wherein, the historical stop information includes at least one of the number of times the vehicle stops at each historical stop, the number of days of stay, and the duration of stay; The data analysis module is specifically used for: Based on the historical stop information of the historical stops included in the at least one historical route, the historical stop information of the first stop is determined; The prompt information is generated based on the estimated duration and the historical dwell information of the first stop. The data analysis module is further configured to: determine whether the vehicle exhibits abnormal behavior based on the historical trajectory data; the abnormal behavior indicates that the vehicle stops at a stop other than the preset stop point; The data analysis module is specifically used for: If the vehicle exhibits the abnormal behavior, based on the historical trajectory data, determine the abnormal stop points included in each historical route of at least one of the vehicle's historical routes.

9. An electronic device, characterized in that, The electronic device includes a memory and a processor; the memory and the processor are coupled; the memory is used to store computer program code, the computer program code including computer instructions; Wherein, when the processor executes the computer instructions, the electronic device performs the method for determining abnormal passenger points as described in any one of claims 1-6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed on an electronic device, cause the electronic device to perform the method for determining abnormal passenger locations as described in any one of claims 1-6.

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