A method for trajectory validation of an oversize transport route and related devices

Abstract

The application provides a large piece transportation route track verification method and related equipment, including: obtaining the road section basic information data of the target highway and the connection relationship, static node and highway blocking information data of the main line section, obtaining a third road network topology graph; obtaining the transportation starting point, ending point and time information provided by the applicant, performing route planning on the third road network topology graph to obtain a recommended route; binding the entrance and exit of the toll station to the large piece transportation activity and the transportation vehicle, fusing and analyzing the obtained toll data and vehicle positioning data to obtain an actual transportation route, performing track verification on the actual transportation route and the recommended route, judging whether the transportation vehicle travels according to the specified time and route and generating an evaluation report; the problem of the weakness of the in-process supervision of the large piece transportation is solved, the recommended route of the large piece transportation is provided, the manual route selection and manual auditing link time are reduced, and the auditing pass rate and efficiency of the application are improved.

Description

Technical Field

[0001] This invention relates to the field of intelligent transportation technology, and in particular to a method and related equipment for verifying the trajectory of heavy-duty transportation routes. Background Technology

[0002] Oversized cargo transportation refers to the transportation of large, heavy, and indivisible whole goods in road transport. These goods exceed the permissible loading volume and weight of ordinary freight vehicles and exceed the prescribed limits of road alignment and bridge and culvert capacity. Therefore, transportation requires specific routes, time applications and approvals, as well as certain engineering and transportation organization measures.

[0003] With the development of the social economy, the demand for heavy-duty transportation has grown rapidly. In 2021, a certain province processed more than 152,000 applications for heavy-duty transportation permits, an increase of 70% year-on-year. However, this also exposed a series of problems. For example, in recent years, heavy-duty transportation companies have frequently engaged in falsifying application materials, deviating from approved routes, failing to escort goods according to regulations, and neglecting source supervision and inadequate pre-, during-, and post-event supervision. These issues have seriously hindered the healthy development of the heavy-duty transportation industry, leading to frequent road traffic accidents related to heavy-duty transportation and seriously affecting the safety of people's lives and property. Summary of the Invention

[0004] This invention provides a method and related equipment for verifying the trajectory of heavy-duty transportation routes. Its purpose is to solve the problem of weak supervision in the process of heavy-duty transportation, and to provide recommended routes for heavy-duty transportation, reduce the time spent on manual route selection and manual review, and improve the approval rate and efficiency of applications.

[0005] To achieve the above objectives, the present invention provides a method for verifying the trajectory of a large-item transportation route, comprising:

[0006] Step 1: Obtain basic information data of the target expressway segments and the connection relationships of the main road segments, and generate the first road network topology map of the target expressway.

[0007] Step 2: Obtain the road segment attributes of the static nodes of the target expressway, and perform mapping and matching calculations between each static node and the first road network topology map to obtain the second road network topology map; static nodes include toll stations, expressway interchange hubs, single-column pier type bridges and tunnels;

[0008] Step 3: Obtain highway blockage information data. According to the station number order, take two adjacent toll stations as the starting point and the ending point respectively to divide the second road network topology map into intervals. Match the route and station number attribute information in the highway blockage information data with the divided intervals to obtain the third road network topology map.

[0009] Step 4: Obtain the origin, destination, and time information of the transportation provided by the applicant, perform route planning on the third road network topology map, and obtain the recommended route;

[0010] Step 5: By using the entrances and exits of toll stations to bind the large-item transportation activities with the transport vehicles, the toll data and vehicle location data of the transport vehicles are obtained. The toll data and vehicle location data are then integrated and analyzed to obtain the real-time information of the transport vehicles. Based on the real-time information of the transport vehicles, the actual transport routes of the transport vehicles are obtained, and the actual transport routes of the transport vehicles are compared with the recommended routes to determine whether the transport vehicles are traveling according to the prescribed time and route and to generate an evaluation report.

[0011] Furthermore, step 1 includes:

[0012] By decomposing the location attributes in the infrastructure information data of the target highway, an initial road network topology map is formed based on GIS services;

[0013] By comparing and analyzing the initial road network topology map generated by GIS services with Internet maps, missing main road segments are supplemented, and the direction and alignment of some routes and road segments are adjusted.

[0014] Based on the connection relationships between the main road segments, the initial road network topology is improved by adding ramps and hub sections to form the first road network topology.

[0015] Furthermore, the road segment attributes of static nodes include: relative distance to the road segment, the up and down direction of the road segment, and the station number of the route;

[0016] By examining the spatial topological relationship between static nodes and road segments in the first road network topology map, considering the relative distance between static nodes and road segments, the up and down directions of road segments, and the station number of the route, the static nodes are mapped and matched with the road segments in the first road network topology map to obtain the second road network topology map. In the second road network topology map, the road segment where the static node is located is located by any static node.

[0017] Furthermore, step 3 includes:

[0018] Based on the type and location of the blockage, highway blockage information data is divided into toll station entrance / exit blockages and road segment blockages.

[0019] In the case of blocked toll station entrances and exits: The names of the toll stations whose entrances and exits are blocked are obtained from the toll station entrance and exit blocking information data and matched with the static nodes in the second road network topology diagram to obtain the matching results;

[0020] In the case of road blockage: Based on the matching results, according to the chainage order, the matching results are divided into intervals with the two adjacent toll station hubs as the starting and ending points respectively. The blocked road segment is matched with the road segments in each interval to obtain the third road network topology map.

[0021] Furthermore, step 4 includes:

[0022] By matching the origin and destination of the transportation with the transportation time period on the transportation approval form, the blockage status of the toll stations at the origin and destination within the time period is selected. The communication feasibility of the origin and destination is judged based on the intersection of the two time periods. When the intersection result is an empty set, it is determined that the route is passable and the next route planning is carried out. When the intersection result is not an empty set, it is determined that the route is not passable and the route planning is stopped.

[0023] For approval orders that are deemed passable, the length of road segments in the third road network topology map is used as the basis for route planning on the third road network topology map using the shortest path algorithm. This generates a set of planned driving routes under unobstructed conditions. The mileage of all planned driving routes in the set is sorted and numbered in descending order. The transportation time range on the approval order is matched with the road segment obstruction information corresponding to that transportation time range. In the set of planned driving routes, all unpassable road segments are marked as obstructions, and road segments without obstruction marks are used as recommended routes.

[0024] Furthermore, step 5 includes:

[0025] The actual start time of the oversized transport, the items being transported, the vehicle's length, width and height parameters, the transport type and the starting toll station are uploaded to the system. The information is then checked against the information filled in on the transport approval form in the system. Once it is confirmed to be correct, a permit is sent to the toll station entrance for clearance.

[0026] Based on the ETC gantry data, the passage records of oversized transport vehicles are matched and filtered to generate the ETC gantry path of the oversized transport vehicles and set as the first fitted route; based on the vehicle positioning system of the oversized transport vehicles and the third road network topology map, the trajectory path of the oversized transport vehicles is generated and set as the second fitted route; the first fitted route and the second fitted route are mutually verified and fused to obtain the actual driving route of the vehicle.

[0027] The actual driving route of the vehicle is compared with the recommended route planned by the transport vehicle in the system in terms of time and route to verify the correctness of the transport vehicle's driving route.

[0028] The actual end time of the oversized transport, the transported items, the vehicle's length, width and height parameters, the transport type and the destination toll station are uploaded to the system. The information is then checked against the information filled in on the transport approval form in the system. Once it is confirmed to be correct, a permit is sent to the toll station exit for release and an evaluation report is generated.

[0029] Furthermore, verifying the correctness of the transport vehicle's route includes:

[0030] In chronological order, the recommended routes planned for transport vehicles are compared segment by segment with the actual routes traveled by the vehicles.

[0031] When all segments of the vehicle's actual route are included in the recommended route and the segment order is consistent, the transport vehicle is deemed to have deviated from the route.

[0032] When any segment of the vehicle's actual route deviates from a segment of the recommended route, that segment is designated as a deviation segment, and the starting point of the deviation segment is designated as the deviation point and reported to the system.

[0033] This invention also provides a trajectory verification system for large-item transportation routes, comprising:

[0034] The acquisition module is used to acquire basic information data of the target expressway segments and the connection relationship of the main road segments, and generate the first road network topology map of the target expressway.

[0035] The first matching module is used to obtain the road segment attributes of the static nodes of the target expressway, and perform mapping and matching calculations between each static node and the first road network topology map to obtain the second road network topology map; the static nodes include toll stations, expressway interchange hubs, single-column pier type bridges and tunnels;

[0036] The second matching module is used to obtain highway blockage information data. According to the station number order, the second road network topology map is divided into intervals with two adjacent toll stations as the starting point and the ending point respectively. The route and station number attribute information in the highway blockage information data are matched with the divided intervals to obtain the third road network topology map.

[0037] The route planning module is used to obtain the origin, destination and time information of transportation provided by the applicant, and to plan the route on the third road network topology map to obtain the recommended route;

[0038] The trajectory verification module is used to bind large-item transportation activities and transport vehicles by utilizing the entrances and exits of toll stations, obtain toll data and vehicle location data of transport vehicles, and fuse and analyze the toll data and vehicle location data to obtain real-time information of transport vehicles; based on the real-time information of transport vehicles, the actual transportation route of transport vehicles is obtained, and the actual transportation route of transport vehicles is verified with the recommended route to determine whether transport vehicles are traveling according to the prescribed time and route and generate an evaluation report.

[0039] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements a method for verifying the trajectory of a large-item transportation route.

[0040] The present invention also provides a trajectory verification device for heavy cargo transportation routes, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements a trajectory verification method for heavy cargo transportation routes.

[0041] The above-described solution of the present invention has the following beneficial effects:

[0042] Compared with existing technologies, this invention obtains a third road network topology map by acquiring basic information data of the target highway segments and the connection relationships of the main road segments, static nodes of the target highway, and highway blockage information data; it obtains the origin, destination, and time information of transportation provided by the applicant, performs route planning on the third road network topology map, and obtains a recommended route; it binds the oversized transport activity with the transport vehicle by utilizing the entrances and exits of toll stations, and integrates and analyzes the acquired toll data and vehicle positioning data to obtain the real-time information of the transport vehicle; it obtains the actual transport route of the transport vehicle based on the real-time information of the transport vehicle, and verifies the trajectory of the actual transport route with the recommended route to determine whether the transport vehicle travels according to the prescribed time and route and generates an evaluation report; it solves the weakness of in-process supervision of oversized transport, provides recommended routes for oversized transport, reduces the time of manual route selection and manual review, and improves the approval rate and efficiency of applications.

[0043] Other beneficial effects of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0044] Figure 1 This is a flowchart illustrating an embodiment of the present invention. Detailed Implementation

[0045] To make the technical problems, solutions, and advantages of this invention clearer, a detailed description will be provided below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0046] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0047] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a locking connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0048] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0049] This invention addresses existing problems by providing a method and related equipment for verifying the trajectory of large-item transportation routes.

[0050] like Figure 1 As shown, an embodiment of the present invention provides a method for verifying the trajectory of a large-item transportation route, including:

[0051] Step 1: Obtain basic information data of the target expressway segments and the connection relationships of the main road segments, and generate the first road network topology map of the target expressway.

[0052] Step 2: Obtain the road segment attributes of the static nodes of the target expressway, and perform mapping and matching calculations between each static node and the first road network topology map to obtain the second road network topology map; static nodes include toll stations, expressway interchange hubs, single-column pier type bridges and tunnels;

[0053] Step 3: Obtain highway blockage information data. According to the station number order, take two adjacent toll stations as the starting point and the ending point respectively to divide the second road network topology map into intervals. Match the route and station number attribute information in the highway blockage information data with the divided intervals to obtain the third road network topology map.

[0054] Step 4: Obtain the origin, destination, and time information of the transportation provided by the applicant, perform route planning on the third road network topology map, obtain recommended routes, reduce manual intervention, and improve application efficiency;

[0055] Step 5: By using the entrances and exits of toll stations to bind the large-item transportation activities with the transport vehicles, the toll data and vehicle location data of the transport vehicles are obtained. The toll data and vehicle location data are then fused and analyzed to obtain the real-time information of the transport vehicles. Based on the real-time information of the transport vehicles, the actual transport routes of the transport vehicles are obtained, and the actual transport routes of the transport vehicles are compared with the recommended routes to determine whether the transport vehicles are traveling according to the prescribed time and route and to generate an evaluation report.

[0056] Specifically, step 1 includes:

[0057] By decomposing the location attributes in the infrastructure information data of the target highway, and forming an initial road network topology map based on GIS (Geographic Information System) services;

[0058] Geographic Information System (GIS) is a computer-based emerging technology. The research, development, and application of this technology have formed an interdisciplinary and marginal field. It is a technical system for managing and studying spatial data. With the support of computer hardware and software, it can perform various processing operations on spatial data according to geographic coordinates or spatial location, effectively manage data, and study various spatial entities and their interrelationships. Through comprehensive analysis of multiple factors, it can quickly obtain information that meets application needs and represent the processing results in the form of maps, graphics, or data.

[0059] By comparing and analyzing the initial road network topology map generated by GIS services with Internet maps, missing main road segments are supplemented, and the direction and alignment of some routes and road segments are adjusted.

[0060] Based on the connection relationships between the main road segments, the initial road network topology is improved by adding ramps and hub sections to form the first road network topology.

[0061] Specifically, the road segment attributes of static nodes include: relative distance to the road segment, the up and down direction of the road segment, and the station number of the route;

[0062] By examining the spatial topological relationship between static nodes and road segments in the first road network topology map, considering the relative distance between static nodes and road segments, the up and down directions of road segments, and the station number of the route, the static nodes are mapped and matched with the road segments in the first road network topology map to obtain the second road network topology map and save it to the database. In the second road network topology map, the road segment where the static node is located is located by any static node.

[0063] Specifically, step 3 includes:

[0064] Based on the type and location of the blockage, highway blockage information data is divided into toll station entrance / exit blockages and road segment blockages.

[0065] In the case of blocked toll station entrances and exits: The names of the toll stations whose entrances and exits are blocked are obtained from the toll station entrance and exit blocking information data and matched with the static nodes in the second road network topology diagram to obtain the matching results;

[0066] In the case of road blockage: Based on the matching results, according to the chainage order, the matching results are divided into intervals with the two adjacent toll station hubs as the starting and ending points respectively. The blocked road segment is matched with the road segments of each interval to obtain the third road network topology map.

[0067] Specifically, step 4 includes:

[0068] By matching the origin and destination of the transportation with the transportation time period on the transportation approval form, the blockage status of the toll stations at the origin and destination within the time period is selected. The communication feasibility of the origin and destination is judged based on the intersection of the two time periods. When the intersection result is an empty set, it is determined that the route is passable and the next route planning is carried out. When the intersection result is not an empty set, it is determined that the route is not passable and the route planning is stopped.

[0069] For approval forms that are deemed passable, the length of road segments in the third road network topology is used as the basis. A shortest path algorithm is employed to plan routes on the third road network topology, generating a set of planned routes under unobstructed conditions. The mileage of all planned routes in this set is then sorted and numbered in descending order. The transportation time range on the approval form is matched with the corresponding road segment obstruction information. In the set of planned routes, all impassable road segments are marked as obstructions, and road segments without obstruction marks are selected as recommended routes.

[0070] Based on the type of large items provided by the applicant, route planning is divided into two types: route planning for Category I and II items, and route planning for Category III items.

[0071] Route planning for Class I and II components:

[0072] 1) Determining the feasibility of starting and ending points: Based on the information provided by the applicant regarding the origin and destination of the transportation route and the transportation time periods, the system matches and selects the blockage information of toll stations at the origin and destination during the transportation time periods. The feasibility of passage at the origin and destination is determined based on the intersection of these two time periods, and the result is returned. When the intersection result is an empty set, the result is deemed passable, and a further route recommendation is made; when the intersection result is not an empty set, the result is deemed impassable, no further route recommendation is made, and the result is returned.

[0073] 2) Route Planning: For applications that pass the feasibility assessment at the origin and destination, the length of road segments in the third road network topology map is used as the basis to automatically generate a set of all alternative recommended driving routes under unobstructed conditions using the shortest path algorithm. The mileage of the recommended driving routes is sorted and numbered in ascending order. Road network obstruction information data corresponding to the transportation time range provided by the applicant is selected, and the passage status field of the corresponding road segments is marked as obstructed. The model performs feasibility assessment on the recommended driving routes in numerical order. If the current driving route does not contain road segments marked with obstruction status, the assessment stops, and the route is output as a recommended route for text and map visualization.

[0074] Category III component route planning:

[0075] 1) Determination of the accessibility of the starting and ending points:

[0076] The recommended route process is consistent with that for Class I and II components.

[0077] 2) Route Planning: Since route planning for Category III vehicles involves more constraints than for Category I and II vehicles, for applications that pass the feasibility assessment at the origin and destination, the length of road segments in the third road network topology map is used as the basis. The shortest path algorithm is used to automatically generate a set of all alternative recommended routes under unobstructed conditions. For those routes containing obstructed segments, the mileage of the recommended routes is sorted and numbered in ascending order. Road network obstruction information data is selected within the transportation time range provided by the applicant, and the passage status field of the corresponding road segments is marked as obstructed. The model performs feasibility assessments on the recommended routes in numerical order. If the current route does not contain road segments marked as obstructed, the assessment stops, and the route is output as a recommended route for text and map visualization.

[0078] Specifically, step 5 includes:

[0079] The actual start time of the oversized transport, the items being transported, the vehicle's length, width and height parameters, the transport type and the starting toll station are uploaded to the system. The information is then checked against the information filled in on the transport approval form in the system. Once it is confirmed to be correct, a permit is sent to the toll station entrance for clearance.

[0080] Based on the ETC (Electronic Toll Collection) gantry data, the passage records of oversized transport vehicles are matched and filtered to generate the ETC gantry path of the oversized transport vehicles and set as the first fitted route; based on the vehicle positioning system of the oversized transport vehicles and the third road network topology map, the trajectory path of the oversized transport vehicles is generated and set as the second fitted route; the first fitted route and the second fitted route are mutually verified and fused to obtain the actual driving route of the vehicle.

[0081] The actual driving route of the vehicle is compared with the recommended route planned by the transport vehicle in the system in terms of time and route to verify the correctness of the transport vehicle's driving route.

[0082] The actual end time of the oversized transport, the transported items, the vehicle's length, width and height parameters, the transport type and the destination toll station are uploaded to the system. The information is then checked against the information filled in on the transport approval form in the system. Once it is confirmed to be correct, a permit is sent to the toll station exit for release and an evaluation report is generated.

[0083] Specifically, verifying the correctness of the transport vehicle's route includes:

[0084] In chronological order, the recommended routes planned for transport vehicles are compared segment by segment with the actual routes traveled by the vehicles.

[0085] When all segments of the vehicle's actual route are included in the recommended route and the segment order is consistent, the transport vehicle is deemed to have deviated from the route.

[0086] When any segment of the vehicle's actual route deviates from a segment of the recommended route, that segment is designated as a deviation segment, and the starting point of the deviation segment is designated as the deviation point and reported to the system.

[0087] Taking Hunan Province's expressway network as an example, before the recommended route function was developed, applicants manually filled in various information such as the origin, destination, and expressways along the route on the oversized cargo transportation platform to generate the current application route. This route required manual review in the background based on physical limitations such as the size and load of road sections, bridges, and tunnels, resulting in a poor approval rate and timeliness for the oversized cargo transportation permit application. If applicants input basic information about the transportation activity, origin, destination, transit points, and departure deadline through the recommended route function on the oversized cargo transportation platform, the platform automatically recognizes and converts the text, utilizing the upgraded and optimized Hunan Province Expressway Thematic Map Database and Blockage Information Database, combined with the origin, destination, transit points, and departure deadline to generate a set of alternative planned routes for applicants to choose from. This set of alternative planned routes has passed the verification of length, width, and height limitations, weight exemption conditions, and direct rejection conditions for each route, significantly increasing the probability of route approval and thus improving the efficiency of the entire application to review process.

[0088] Once the review process is approved, when the applicant enters the highway entrance with the oversized transport permit, professionals will release the vehicle by verifying the application time, origin, destination, route, and basic vehicle information. At the same time, the oversized transport activity begins. The monitoring system uses ETC gantry data and Beidou / GPS positioning data to perform map matching with a hidden Markov model to generate the vehicle's real-time trajectory. This trajectory is compared with the planned route on the approval form to monitor the vehicle's real-time operation and route deviations, and to immediately detect, warn, and report to the system.

[0089] Compared with existing technologies, this invention obtains a third road network topology map by acquiring basic information data of the target highway segments and the connection relationships of the main road segments, static nodes of the target highway, and highway blockage information data; it also obtains the transportation origin, destination, and time information provided by the applicant, performs route planning on the third road network topology map, and obtains a recommended route; it binds the oversized transport activity with the transport vehicle by utilizing the entrances and exits of toll stations, and integrates and analyzes the acquired toll data and vehicle positioning data to obtain the real-time information of the transport vehicle; it obtains the actual transport route of the transport vehicle based on the real-time information of the transport vehicle, and verifies the trajectory of the actual transport route with the recommended route to determine whether the transport vehicle travels according to the prescribed time and route and generates an evaluation report; this invention solves the weakness of in-process supervision of oversized transport, provides recommended routes for oversized transport, reduces the time of manual route selection and manual review, and improves the approval rate and efficiency of applications.

[0090] This invention also provides a system for planning and verifying routes for large-item transportation, including:

[0091] The acquisition module is used to acquire basic information data of the target expressway segments and the connection relationship of the main road segments, and generate the first road network topology map of the target expressway.

[0092] The first matching module is used to obtain the road segment attributes of the static nodes of the target expressway, and perform mapping and matching calculations between each static node and the first road network topology map to obtain the second road network topology map; the static nodes include: toll stations, expressway interchange hubs, single-column pier type bridges and tunnels;

[0093] The second matching module is used to obtain highway blockage information data. According to the station number order, the second road network topology map is divided into intervals with two adjacent toll stations as the starting point and the ending point respectively. The route and station number attribute information in the highway blockage information data are matched with the divided intervals to obtain the third road network topology map.

[0094] The route planning module is used to obtain the origin, destination and time information of transportation provided by the applicant, and to plan the route on the third road network topology map to obtain the recommended route;

[0095] The trajectory verification module is used to bind large-item transportation activities and transport vehicles by utilizing the entrances and exits of toll stations, obtain toll data and vehicle location data of transport vehicles, fuse and analyze the toll data and vehicle location data to obtain real-time information of transport vehicles; obtain the actual transportation route of transport vehicles based on real-time information of transport vehicles, and verify the actual transportation route of transport vehicles with the recommended route to determine whether transport vehicles are traveling according to the prescribed time and route and generate an evaluation report.

[0096] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0097] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0098] This invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements a method for verifying the trajectory of a large-item transportation route.

[0099] This invention also provides a device for planning and verifying the trajectory of a large-item transportation route, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements a method for verifying the trajectory of a large-item transportation route.

[0100] The equipment for planning and verifying routes for heavy-duty transport can be a desktop computer, laptop, handheld computer, server, server cluster, or cloud server, etc. This terminal device may include, but is not limited to, processors and memory. Those skilled in the art will understand that this is merely an example of equipment for planning and verifying routes for heavy-duty transport and does not constitute a limitation on such equipment. It may include more or fewer components than illustrated, or combine certain components, or different components, such as input / output devices and network access devices.

[0101] The processor referred to can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.

[0102] In some embodiments, the memory can be an internal storage unit of the heavy-duty transport route planning and trajectory verification equipment, such as the hard drive or memory of the heavy-duty transport route planning and trajectory verification equipment. In other embodiments, the memory can be an external storage device of the heavy-duty transport route planning and trajectory verification equipment, such as a plug-in hard drive, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the heavy-duty transport route planning and trajectory verification equipment. Furthermore, the memory can include both internal storage units and external storage devices of the heavy-duty transport route planning and trajectory verification equipment. The memory is used to store the operating system, application programs, bootloader, data, and other programs, such as the program code of the computer program. The memory can also be used to temporarily store data that has been output or will be output.

[0103] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0104] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0105] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for verifying the trajectory of a large-item transportation route, characterized in that, include: Step 1: Obtain basic information data of the target expressway segments and the connection relationships of the main road segments, and generate the first road network topology map of the target expressway. Step 2: Based on the road segment attributes of the static nodes of the target expressway, perform mapping and matching calculations between each static node and the first road network topology map to obtain the second road network topology map; The static nodes include toll stations, highway interchanges, single-column pier type bridges, and tunnels; Step 3: Obtain highway blockage information data. According to the station number order, take two adjacent toll stations as the starting point and the ending point respectively, divide the second road network topology map into intervals, and match the route and station number attribute information in the highway blockage information data with the divided intervals to obtain the third road network topology map. Step 4: Obtain the origin, destination, and time information of the transportation provided by the applicant, and perform route planning on the third road network topology map to obtain a recommended route, including: By matching the origin and destination of the transportation with the transportation time period on the transportation approval form, the blockage status of the toll stations at the origin and destination within the time period is selected. The feasibility of the origin and destination is determined based on the intersection of the two time periods. When the intersection result is an empty set, it is determined that the route is passable and the next route planning is carried out. When the intersection result is not an empty set, it is determined that the route is not passable and the route planning is stopped. For approval orders that are deemed passable, route planning is categorized into three types based on the type of large items being transported: Type I, Type II, and Type III. Using the length of road segments in the third road network topology as a basis, a shortest path algorithm is employed to plan routes on the third road network topology, generating a set of planned routes under unobstructed conditions. The mileage of all planned routes in this set is then sorted and numbered in descending order. The transport time range on the approval order is matched with the corresponding road segment obstruction information. In the set of planned routes, all impassable road segments are marked as obstructed, and road segments without obstruction marks are selected as recommended routes. Step 5: By using the toll station entrances and exits to bind the large-item transportation activity with the transport vehicles, the toll data and vehicle location data of the transport vehicles are obtained. The toll data and vehicle location data are then fused and analyzed to obtain the real-time information of the transport vehicles. Based on the real-time information of the transport vehicles, the actual transportation route of the transport vehicles is obtained, and the actual transportation route of the transport vehicles is compared with the recommended route to determine whether the transport vehicles are traveling according to the prescribed time and route, and an evaluation report is generated, including: The actual start time of the oversized transport, the items being transported, the vehicle's length, width and height parameters, the transport type and the starting toll station are uploaded to the system. The information is then checked against the information filled in on the transport approval form in the system. Once it is confirmed that there are no errors, a permit is sent to the toll station entrance for clearance. Based on the ETC gantry data, the passage records of oversized transport vehicles are matched and filtered to generate the ETC gantry path of the oversized transport vehicles and set as the first fitted route; based on the vehicle positioning system of the oversized transport vehicles and the third road network topology map, the trajectory path of the oversized transport vehicles is generated and set as the second fitted route; the first fitted route and the second fitted route are mutually verified and fused to obtain the actual driving route of the vehicle. The actual driving route of the vehicle is compared with the recommended route planned by the transport vehicle in the system in terms of time and route to verify the correctness of the driving route of the transport vehicle. The actual end time of the oversized transport, the transported items, the vehicle's length, width and height parameters, the transport type and the destination toll station are uploaded to the system. The information is then checked against the information filled in on the transport approval form in the system. Once it is confirmed to be correct, a permit is sent to the toll station exit for release and an evaluation report is generated.

2. The method for verifying the trajectory of large-item transportation routes according to claim 1, characterized in that, Step 1 includes: By decomposing the location attributes in the infrastructure information data of the target highway, an initial road network topology map is formed based on GIS services; By comparing and analyzing the initial road network topology map generated by GIS services with Internet maps, missing main road segments are supplemented, and the direction and alignment of some routes and road segments are adjusted. Based on the connection relationships between the main road segments, the initial road network topology is improved by adding ramps and hub sections to form the first road network topology.

3. The method for verifying the trajectory of large-item transportation routes according to claim 2, characterized in that, The road segment attributes of the static node include: relative distance to the road segment, up and down direction of the road segment, and station number of the route; By examining the spatial topological relationship between the static node and the road segment in the first road network topology map, and considering the relative distance between the static node and the road segment, the up and down directions of the road segment, and the station number of the route, the static node is mapped and matched with the road segment in the first road network topology map to obtain the second road network topology map. In the second road network topology map, the road segment where the static node is located is located by any of the static nodes.

4. The method for verifying the trajectory of large-item transportation routes according to claim 3, characterized in that, Step 3 includes: Based on the type and location of the blockage, the highway blockage information data is divided into toll station entrance / exit blockages and road segment blockages; In the case of blocked toll station entrances and exits: the names of the toll stations whose entrances and exits are blocked are obtained from the toll station entrance and exit blocking information data and matched with the static nodes in the second road network topology map to obtain the matching results; In the case of road blockage: Based on the matching results, according to the chainage order, the matching results are divided into intervals with two adjacent toll station hubs as the starting and ending points respectively. The blocked road segment is matched with the road segments in each interval to obtain the third road network topology map.

5. The method for verifying the trajectory of large-item transportation routes according to claim 1, characterized in that, Verifying the correctness of the transport vehicle's route includes: In chronological order, the recommended routes planned for the transport vehicles are compared segment by segment with the actual routes traveled by the vehicles. When all segments of the vehicle's actual route are included in the recommended route and the segment order is consistent, the transport vehicle is determined to have deviated from its route. When any segment of the vehicle's actual driving route is inconsistent with a segment of the recommended route, that segment is designated as a deviation segment, and the starting point of the deviation segment is designated as the deviation point and reported to the system.

6. A trajectory verification system for large-item transportation routes, characterized in that, include: The acquisition module is used to acquire basic information data of the target expressway segments and the connection relationship of the main road segments, and generate the first road network topology map of the target expressway. The first matching module is used to obtain the road segment attributes of the static nodes of the target expressway, and perform mapping and matching calculations between each static node and the first road network topology map to obtain the second road network topology map. The static nodes include toll stations, highway interchanges, single-column pier type bridges, and tunnels; The second matching module is used to acquire highway blockage information data, divide the second road network topology map into intervals according to the station number order, taking two adjacent toll stations as the start and end points respectively, and match the route and station number attribute information in the highway blockage information data with the divided intervals to obtain the third road network topology map. The route planning module is used to obtain the origin, destination, and time information provided by the applicant, and to perform route planning on the third road network topology map to obtain recommended routes, including: By matching the origin and destination of the transportation with the transportation time period on the transportation approval form, the blockage status of the toll stations at the origin and destination within the time period is selected. The feasibility of the origin and destination is determined based on the intersection of the two time periods. When the intersection result is an empty set, it is determined that the route is passable and the next route planning is carried out. When the intersection result is not an empty set, it is determined that the route is not passable and the route planning is stopped. For approval orders that are deemed passable, route planning is categorized into three types based on the type of large items being transported: Type I, Type II, and Type III. Using the length of road segments in the third road network topology as a basis, a shortest path algorithm is employed to plan routes on the third road network topology, generating a set of planned routes under unobstructed conditions. The mileage of all planned routes in this set is then sorted and numbered in descending order. The transport time range on the approval order is matched with the corresponding road segment obstruction information. In the set of planned routes, all impassable road segments are marked as obstructed, and road segments without obstruction marks are selected as recommended routes. The trajectory verification module is used to bind large-item transportation activities and transport vehicles by utilizing the entrances and exits of toll stations, obtain toll data and vehicle location data of the transport vehicles, and fuse and analyze the toll data and vehicle location data to obtain real-time information of the transport vehicles; based on the real-time information of the transport vehicles, it obtains the actual transportation route of the transport vehicles, and performs trajectory verification between the actual transportation route and the recommended route to determine whether the transport vehicles are traveling according to the prescribed time and route and generates an evaluation report, including: The actual start time of the oversized transport, the items being transported, the vehicle's length, width and height parameters, the transport type and the starting toll station are uploaded to the system. The information is then checked against the information filled in on the transport approval form in the system. Once it is confirmed that there are no errors, a permit is sent to the toll station entrance for clearance. Based on the ETC gantry data, the passage records of oversized transport vehicles are matched and filtered to generate the ETC gantry path of the oversized transport vehicles and set as the first fitted route; based on the vehicle positioning system of the oversized transport vehicles and the third road network topology map, the trajectory path of the oversized transport vehicles is generated and set as the second fitted route; the first fitted route and the second fitted route are mutually verified and fused to obtain the actual driving route of the vehicle. The actual driving route of the vehicle is compared with the recommended route planned by the transport vehicle in the system in terms of time and route to verify the correctness of the driving route of the transport vehicle. The actual end time of the oversized transport, the transported items, the vehicle's length, width and height parameters, the transport type and the destination toll station are uploaded to the system. The information is then checked against the information filled in on the transport approval form in the system. Once it is confirmed to be correct, a permit is sent to the toll station exit for release and an evaluation report is generated.

7. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the trajectory verification method for large-item transportation routes as described in any one of claims 1 to 5.

8. A trajectory verification device for heavy cargo transportation routes, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the trajectory verification method for large-item transportation routes as described in any one of claims 1 to 6.

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