Risk identification management and control system and method for coping with commercial vehicle

Abstract

The invention discloses a risk identification management and control system and method for an operating vehicle, and relates to the technical field of operating vehicle management. Comprising a data acquisition module, a basic analysis module, an operation analysis module, a speed adjustment module, a dynamic adjustment module and a risk identification module, wherein the data acquisition module is used for acquiring operating personnel driving data, operating route data, environment data and operating vehicle data and dividing the acquired data; a historical data set is formed by data collected in the day, and the technical key points are as follows: multiple key factors influencing operation safety are analyzed, the influence of related factors on risks is comprehensively analyzed, operators and passengers are helped to know related risks, an operation platform is helped to better supervise operation vehicles, and the operation safety is improved. Therefore, the occurrence rate of accidents can be effectively reduced, the using effect is good, and the good using prospect is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of operating vehicle management, in particular to a risk identification management and control system and method for operating vehicles. BACKGROUND

[0002] An operating vehicle refers to a vehicle that can participate in operation at the end of the reporting period and is approved by the competent authority. It includes technically sound, under repair, to be repaired, long-term stop, and vehicles that are about to be scrapped and have not been approved by the superior competent department. However, it does not include non-operating vehicles of enterprises (such as overhead line vehicles, tank vehicles and other special vehicles) and borrowed passenger vehicles.

[0003] Road traffic safety accidents have become one of the most serious problems threatening human public safety, and have attracted widespread attention from countries around the world. In road traffic accidents, operating vehicles have a wide range of operation, long time, large amount of goods, and huge passenger and cargo flow. The safety of operating vehicles accounts for a large proportion in road traffic safety.

[0004] With the rapid growth of operating vehicles, the existing manual supervision method lacks the grasp of the safety rules of operating vehicles, and has been difficult to adapt to the needs of modern traffic safety fine management.

[0005] In order to better help the management of operating vehicles, people have invented some management systems related to operating vehicles, including a clothing supply chain management system.

[0006] The existing patent with the patent number CN109649396B and the patent name Operating vehicle driver safety detection method discloses that based on the vehicle motion state data and the relative relationship parameter data between the vehicle and the surrounding traffic environment in the driving process, an operating driver safety initial detection model is established based on the analytic hierarchy process, the driver safety detection total score is obtained, and safety classification is judged to evaluate the safety of the driver. This method establishes a database for drivers, can update the index weight according to the increase of sample size, and as the data volume increases, the accuracy of operating driver safety detection will also increase. This method has the advantages of high intelligence, full automation, no need to operate, and high reliability.

[0007] The central idea of the above-mentioned patent is to analyze the driving personnel of the operating vehicle, judge the daily driving habits of the relevant driving personnel, score the driving personnel based on the driving habits, and then judge the safety of driving. The focus is on the driving personnel.

[0008] However, the above-mentioned scheme is only suitable for simple external environment, and the impact of the driving personnel on the vehicle is relatively small. Under such conditions, the main source of operating risk comes from the driving personnel, so the driving risk of the driving personnel can be evaluated to realize the evaluation of the operating risk. But for the outside environment is more complex, the experience of the driver can improve the safety of a certain, but not enough to reflect the overall risk, for example, the same day and night to walk a road, the risk is completely different; And with the gradual strictness of operation supervision, the driving skills and driving behaviors of the driver are more and more standardized, therefore, the influence of the driver on the operation risk is greatly reduced, in this kind of scene, the existing scheme cannot meet the requirements of the user and the supervision platform, therefore, we develop a risk identification management and control system and method for operation vehicles. SUMMARY

[0009] (I) Technical problems solved In view of the deficiencies of the prior art, the present application provides a risk identification management and control system and method for operation vehicles, which analyzes a plurality of key factors affecting operation safety, comprehensively analyzes the influence of related factors on risk, helps operation personnel and passengers understand the related risk, helps operation platform to better supervise the operation vehicles, thereby effectively reducing the accident rate, the use effect is good, has good use prospect, solves the problems put forward in the background technology.

[0010] (II) Technical solutions In order to achieve the above object, the present application is realized by the following technical scheme: A risk identification management and control system for operation vehicles, comprising a data acquisition module, a basic analysis module, a running analysis module, a speed adjustment module, a dynamic adjustment module and a risk identification module: The data acquisition module acquires operation personnel driving data, operation route data, environment data and operation vehicle data, and divides the acquired data, and constitutes a historical data set with the data acquired on the same day; The basic analysis module analyzes the operation vehicle data and operation personnel driving data in the historical data set, calculates the vehicle risk value and personnel risk value, and sets the vehicle risk value and personnel risk value as the basic risk value; The running analysis module acquires real-time collected operation route data, extracts the operation route therefrom, and calls the same operation route data in the historical data set, calculates the standard safety speed interval and the road basic risk value; The speed adjustment module acquires the environment data of the operation route, calculates the environment risk value based on the environment data, calculates the speed adjustment ratio based on the basic risk value, the road basic risk value and the environment risk value, calculates the real-time safety speed interval, and marks the calculated safety speed interval on the operation route; The dynamic adjustment module analyzes the real-time collected environmental data and road congestion data, judges the change amount of the environmental data and the road congestion data, compares the change amount with a set adjustment value, and executes a corresponding strategy according to the comparison; The risk identification module collects the driving data of the operating personnel and the driving speed of the operating vehicle in real time, judges whether there is dangerous driving operation, and judges whether the driving speed is located in the corresponding real-time safety speed interval, and if there is dangerous driving operation or the driving speed is located outside the real-time safety speed interval, a warning is issued.

[0011] Further, the operating route data includes road basic data, road event data, operating route and road congestion data, the operating personnel driving data includes total operating mileage data, annual operating mileage, driver annual deduction record and real-time captured operating personnel video data, the environmental data includes weather data and air visibility, the operating vehicle data includes the vehicle wear value evaluated when the operating vehicle is last detected, the operating mileage number and the current operating mileage number when the vehicle is detected, and the operating route is the navigation route planned by the operating system based on the current position of the vehicle and the initial position of the order and the navigation route planned based on the initial position of the order and the terminal position of the order.

[0012] Further, the operating vehicle data in the historical data set is analyzed, and the steps of calculating the vehicle risk value are as follows: The last detection data of the operating vehicle is obtained, and the vehicle wear value is obtained therefrom; The mileage data when the operating vehicle is last detected and the current operating mileage number are obtained, the operating mileage difference value is analyzed, and the operating vehicle wear value is calculated according to the operating mileage difference value; The vehicle risk value is calculated based on the vehicle wear value and the operating wear value.

[0013] Further, the operating personnel driving data in the historical data set is analyzed, and the steps of calculating the personnel risk value are as follows: The operating personnel driving data in the last three years in the historical data set is obtained; The annual operating mileage and the deduction record are extracted from the operating personnel driving data in the last three years; The operating risk value is calculated based on the annual operating mileage and the deduction record; The change proportion between the calculated operating risk values is judged, the difference value of the change proportion is calculated, and the difference value is compared with a set change standard value; If the difference value is less than the change standard value, the average of the change proportion is calculated; If the difference value is greater than or equal to the change standard value, the closest change proportion is extracted; The personnel risk value is calculated according to the average of the change proportion or the extracted closest change proportion.

[0014] Further, the same as the operating route data in the historical data set is called, and the called operating route data is arranged and analyzed as follows: The navigation route is input into the database, and the existing coincident operating route data is found, and the coincident operating route data with deduction is deleted; The found operating route data is extracted, and the data of the coincident part of the route in the operating route data is extracted; The extracted data is arranged in order from recent to remote, and the data arranged after K groups is deleted; The upper limit speed and the lower limit speed of the road in the operating route are obtained, and the speed of the operating vehicle passing through the operating route is extracted, and the speed data of the upper limit speed and the lower limit speed in the data are extracted, and the average value of the speed is calculated ; Based on the average value of the speed , the preliminary safe speed interval is calculated, 5%<F<8%; Then is compared with the lower limit speed, and is compared with the upper limit speed; If is greater than or equal to the lower limit speed, and is less than or equal to the upper limit speed, the standard safe speed interval is ; If is less than the lower limit speed, is less than or equal to the upper limit speed, the standard safe speed interval is ; If is greater than or equal to the lower limit speed, is less than or equal to the upper limit speed, the standard safe speed interval is .

[0015] Further, when calculating the road basic risk value, the operating route data in the extracted historical data set is arranged in order from recent to remote, the operating route data arranged in front of N groups is selected, and the selected operating route data is analyzed, and the specific steps are as follows: The operating route data arranged in front of N groups is obtained, and the vibration data detected by the vehicle-mounted vibration sensor is extracted therefrom; The operating route is divided into segments of H meters, and the vibration data is used to evaluate the road grade of each segment; The number of lanes of each segment of the operating route is obtained, and the road basic risk value is calculated based on the number of lanes and the road grade.

[0016] Further, the vehicle speed adjustment ratio is analyzed in combination with the basic risk value, the road basic risk value and the environmental risk value; The standard safety speed interval is adjusted by applying the vehicle speed adjustment ratio when calculating the real-time safety speed interval, the lower limit value of the real-time safety speed interval is the lower limit value of the preliminary safety speed interval multiplied by the vehicle speed adjustment ratio, and the upper limit value of the real-time safety speed interval is the upper limit value of the preliminary safety speed interval multiplied by the vehicle speed adjustment ratio.

[0017] Further, the change amount of the road congestion data is judged as judging the change of the road congestion level, and the corresponding strategy is executed according to the comparison: If the change amount is less than or equal to the set adjustment value, no adjustment is made; If there is a change amount greater than the set adjustment value, the environmental risk value is calculated based on the real-time collected environmental data, the road basic risk value is calculated based on the road congestion data, and the vehicle speed adjustment ratio is recalculated, and the real-time safety speed interval is adjusted.

[0018] Further, the risk degree analysis of the real-time collected driving data of the operating personnel is as follows: The real-time shot video data of the operating personnel is processed, and one picture is intercepted per second: The screenshot picture is transmitted to the danger identification model, and the danger driving operation of the driver is judged by the blink detection algorithm, the target detection algorithm and the convolution neural network processing.

[0019] Further, a risk identification and control method for operating vehicles includes the following steps: Collecting driving data of operating personnel, operating route data, environmental data and operating vehicle data, and dividing the collected data, and constructing a historical data set from the data collected on the same day; The operating vehicle data and the operating personnel driving data in the historical data set are analyzed, the vehicle risk value and the personnel risk value are calculated, and the vehicle risk value and the personnel risk value are set as the basic risk value; Obtaining the real-time collected operating route data, extracting the operating route therefrom, and calling the same operating route data in the historical data set, calculating the standard safety speed interval and the road basic risk value; Obtaining the environmental data of the operating route, calculating the environmental risk value based on the environmental data, calculating the vehicle speed adjustment ratio in combination with the basic risk value, the road basic risk value and the environmental risk value, calculating the real-time safety speed interval, and marking the calculated safety speed interval on the operating route; The real-time collected environmental data and road congestion data are analyzed, the change amount of the environmental data and the road congestion data is judged, and the change amount is compared with the set adjustment value; If the change amount is less than or equal to the set adjustment value, no adjustment is made. If the change amount is greater than the set adjustment value, the environmental risk value is calculated based on the real-time collected environmental data, the road congestion data is calculated based on the road congestion data, and the vehicle speed adjustment ratio is recalculated, and the real-time safety speed interval is adjusted. Real-time collection of driving data of the operating personnel and driving speed of the operating vehicle, judgment of whether there is dangerous driving operation, and judgment of whether the driving speed is located in the corresponding real-time safety speed interval, if there is dangerous driving operation or the driving speed is located outside the real-time safety speed interval, a warning is issued.

[0020] (Three) beneficial effects The application provides a risk identification management and control system and method for operating vehicles, which has the following beneficial effects: 1. The application provides a risk identification management and control system and method for operating vehicles, which analyzes a plurality of key factors affecting operating safety, comprehensively analyzes the influence of related factors on risk, helps operating personnel and passengers understand related risks, helps the operating platform to better supervise the operating vehicles, thereby effectively reducing the accident rate, and also analyzes the user's own driving habits, calculates the risk according to the vehicle, the driver, the external environment and the road conditions, has good use effect and good use prospect.

[0021] 2. The application provides a risk identification management and control system and method for operating vehicles, which analyzes the historical data of the operating route and the current environmental state during operation, calculates the risk of the operating route, and plans a reasonable safety speed interval, so that the vehicle runs at a speed in the safety speed interval, which can effectively improve the safety of the operation, and also collects real-time environmental data and lane congestion data, when the external environment and lane congestion data change greatly, the safety speed interval is automatically adjusted, so that the generated safety speed interval always remains reasonable, which can effectively reduce the risk of operating vehicles, has good use effect and good use prospect. DETAILED DESCRIPTION

[0022] Figure 1 The flowchart of the risk identification management and control system for operating vehicles of the application; Figure 2 The flowchart of the dynamic adjustment module in the risk identification management and control system for operating vehicles of the application; Figure 3 The operating route map for identifying the standard safety speed interval in the risk identification management and control system for operating vehicles of the application. DETAILED DESCRIPTION

[0023] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described, obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work belong to the scope of protection of the present application.

[0024] Research and development concept: the central idea of the existing patent is to analyze the driver of the operating vehicle, judge the daily driving habit of the relevant driver, score the driver based on the driving habit, and then judge the safety of driving, which focuses on the driver.

[0025] However, the above-mentioned scheme is only applicable to a simple external environment, and the driving of the driver has a small impact on the scene. Under such conditions, the main source of operating risk comes from the driver, so the driving risk of the driver can be evaluated to realize the evaluation of the operating risk; However, in the case of a complex external environment, the experience of the driver can improve the safety to a certain extent, but it is not enough to reflect the overall risk. For example, the risk is completely different when driving the same road during the day and at night; Moreover, with the gradual tightening of operating supervision, the driving skills and driving behavior of the driver are becoming more and more standardized, so the impact of the driver on the operating risk is greatly reduced. In this scenario, the existing scheme cannot fully meet the requirements of users and the supervision platform.

[0026] Therefore, in the early stage of research and development, a relatively scientific and perfect system is developed, which can comprehensively consider and evaluate the operating risk from multiple aspects to help relevant personnel and drivers understand and timely warn to reduce the operating risk.

[0027] However, in actual use, it is found that only evaluation and warning are not enough to reduce the risk. The main problem is that the warning is too early, and after a long time, it is easy to affect the driving of the operating driver. If the warning is too late, it cannot play a good warning role, so this kind of warning method has certain disadvantages and cannot meet people's requirements, so further improvement is needed.

[0028] Therefore, in the middle stage of research and development, the system is further adjusted and a new warning method is researched. After a long time of research, it is found that the best way is to implement the corresponding plan in the early stage of operation, and the operating driver views it before driving the vehicle. The operating driver has a certain psychological expectation for the whole, and the warning can make the use effect of the system better and greatly improve the operating safety.

[0029] However, in actual use, it is found that the external environment often changes, so that the planning with the unchanged scheme is not feasible, and the road traffic has certain differences, so that the current state cannot be clearly reflected based on the historical data, and the system still has certain disadvantages in actual use, and the main disadvantage is the flexibility of use.

[0030] Therefore, in the later stage of research and development, further research is carried out, the whole system is further planned, and the real-time adjustment scheme is added on the basis of the early planning, so that the whole system can meet the needs of the driving personnel for early viewing and analysis, and can be adjusted according to the changes in the external environment, and further analysis and adjustment can effectively avoid the situation that the system is re-calculated when the external environment changes slightly, thereby effectively reducing the calculation amount of the system operation, and the overall use effect is good, and has good use prospect.

[0031] Embodiment 1 Please refer to Figure 1 The embodiment provides a risk identification management and control system for a commercial vehicle, which mainly comprises a hardware part and a software part, and the hardware part mainly comprises a computer and a server and the like related equipment supporting the operation of the software part, such as network communication equipment.

[0032] The content recorded by the software part is as follows: The software part comprises a data acquisition module, a basic analysis module, a running analysis module, a speed adjustment module, a dynamic adjustment module and a risk identification module. All systems want to run with high precision, which must be based on sufficient data, so that the system can have high risk identification effect, and must also have related comprehensive data, so that the data needs to be collected, and the data collection process is based on the data acquisition module.

[0033] The data acquisition module collects driving data of the operating personnel, operating route data, environmental data and operating vehicle data, and divides the collected data, and constitutes a historical data set with the data collected on the same day. The data acquisition module is mainly connected with the existing operating vehicle management system, and directly calls the historical data and real-time collected data in the existing operating vehicle management system.

[0034] Since most of the data of the vehicle can be collected in the existing operating vehicle management system, the implementation of the system does not need to be changed on the vehicle, and does not need to increase additional sensor equipment, and most of the existing cars can meet the needs, so that the cost of the implementation of the system is relatively low.

[0035] And the system is aimed at operating vehicles, operating vehicles, can quickly collect relevant data, so its data acquisition is relatively fast, analysis is mainly for operating vehicles, the analysis effect of operating vehicles is good, the analysis of family vehicles is not suitable for the system, mainly because the related data collection of family vehicles is difficult, there is not enough data to support, and the accuracy of family vehicle analysis cannot be guaranteed.

[0036] The type of collected data is mainly operating route data including road basic data, road event data, operating route and road congestion data, operating personnel driving data including total operating mileage data, annual operating mileage, driver annual deduction record and real-time shooting operating personnel video data, environmental data including weather data and air visibility, operating vehicle data including vehicle wear value evaluated by the last detection of operating vehicle, operating mileage number and current operating mileage number of vehicle detection.

[0037] It mainly considers from four aspects, driving personnel, driving vehicle, driving route and driving environment. Under normal circumstances, the driving route and driving environment have a greater impact.

[0038] The main reason is that in general, driving personnel receive special training, and their driving skills are relatively stable. Driving vehicles are maintained as a whole every time interval in actual use, so the impact of vehicle condition and personnel on driving risk is limited in this case. Therefore, the risk factors to be considered at this time are mainly external factors, so it is necessary to collect external factor data.

[0039] After collecting external factor data, the collected external factor data needs to be analyzed. First of all, the analysis must be of vehicles and driving personnel, as these two are the most basic and generally do not fluctuate within a short period of time. Therefore, by analyzing these two data first, the basic risks of operating vehicles can be clearly and explicitly understood, and this step relies on the basic analysis module.

[0040] Basic analysis module: analyze the operating vehicle data and operating personnel driving data in the historical data set, calculate the vehicle risk value and personnel risk value, and set the vehicle risk value and personnel risk value as the basic risk value; The steps of analyzing the operating vehicle data in the historical data set to calculate the vehicle risk value are as follows: Obtain the last detection data of the operating vehicle, and obtain the vehicle wear value LSRc from it; The operating vehicle is usually maintained and repaired regularly to ensure safety, and the data obtained is the data for evaluation at the time of maintenance and repair, and the vehicle wear value LSRc is evaluated by relevant personnel. This is the prior art, and the general car software can achieve it, so it is not described in detail.

[0041] Obtain the mileage data of the last detection of the operating vehicle and the current operating mileage, calculate the operating mileage difference, and calculate the operating vehicle wear value according to the operating mileage difference. The specific formula is , wherein LSRy is the operating vehicle wear value, is the current operating mileage of the operating vehicle, is the mileage data of the last detection of the operating vehicle, A is a constant data, 1 is the initial wear coefficient of the operating vehicle; This step is mainly to calculate the actual risk. There is a certain time between two maintenance, usually 5-6 months. If it is in the first two months, the evaluation data is more accurate. If it is in the last two months, the accuracy will be greatly reduced.

[0042] Therefore, if the evaluation data is directly used, there is a certain error. In order to reduce the influence of error, the actual wear is calculated.

[0043] The vehicle risk value is calculated based on the vehicle wear value and the operating wear value , wherein hsxs is the conversion coefficient between the wear value and the vehicle risk value.

[0044] The risk can be evaluated by the wear of the vehicle. The state of the operating vehicle is monitored by the operating company, so there will be no situation that the vehicle is damaged. Through wear value conversion, the risk of vehicle operation can be accurately analyzed, and it is convenient to use.

[0045] The steps of calculating the personnel risk value by analyzing the driving data of the operating personnel in the historical data set are as follows: Obtain the driving data of the operating personnel in the historical data set in the past three years; The driving data of the operating personnel in the past three years is sufficient to reflect the situation of the operating personnel. If the time is too short, the reaction is not enough to show the specific situation. If the collection time is too long, the driving technology and habit will change a lot. The accuracy will decrease by using this data analysis, so three years of data is more appropriate.

[0046] Extract the annual operating mileage and deduction record from the driving data of the operating personnel in the past three years; The amount of data analyzed by driving behavior related data is very large, so it is mainly fed back by deduction behavior. The amount of data analyzed by this method is small, and the result is more accurate.

[0047] The existing operating personnel are mainly required, their driving skills are higher and more stable, so the personnel risk gap can be reduced, and the above scheme is adopted.

[0048] The operating risk value is calculated based on the annual operating mileage and the deduction record In the formula, is the operating risk value of the i-th year, is the operating mileage of the i-th year, is the total deduction of the i-th year; is the j-th deduction record of the i-th year, which can clearly reflect the situation of the driver through the above calculation method.

[0049] Judge the change ratio between and and and , calculate the difference value of , compare the difference value with the set change standard value, wherein is the operating risk value of the previous year, is the operating risk value of the previous two years, and is the operating risk value of the previous three years; If it is 2022, then is 2021, is 2020, is 2019.

[0050] If the difference value is less than the change standard value, calculate the average of the change ratios of and ; The difference value is less than the change standard value, which means that the change is within the normal range and is a normal situation, and the effect reflected by the average is more accurate.

[0051] If the difference value is greater than or equal to the change standard value, extract ; It means that the technology has grown or there is an unexpected situation, and the accuracy will be higher if is adopted.

[0052] Use the deduction instead of the number of accidents, which can filter out the influence caused by other drivers, and the effect is good.

[0053] Calculate the personnel risk value, the specific formula is , wherein ​​​is the personnel risk value, B is constant data, 300000 is constant data, , SYz is the total operating mileage data of the operating personnel, and zhxsr is the personnel conversion coefficient.

[0054] The above method is mainly based on two change ratios to obtain personnel risk values in two cases, and the calculation is performed in different cases, and the calculated result is more accurate.

[0055] After understanding the risks of personnel and vehicles, the environment outside needs to be further analyzed, and the environment is different in different areas and different positions. If a comprehensive calculation method is used, the number will be very large, therefore, in order to avoid too large number of calculations, the operating route is analyzed first, and then the environment data of the operating route is analyzed to understand the influence of the outside world, and this step depends on the running analysis module.

[0056] The running analysis module: obtaining the real-time collected operating route data, extracting the operating route therefrom, and calling the operating route data same as the operating route in the historical data set, calculating the standard safety speed interval and the road basic risk value; The operating route is a navigation route planned based on the current position of the vehicle and the initial position of the order, and a navigation route planned based on the initial position of the order and the terminal position of the order; When the operating vehicle adopts a fixed route, it is not necessary to analyze the navigation route planned based on the current position of the vehicle and the initial position of the order, and it is directly analyzed based on the initial position of the order and the terminal position of the order.

[0057] The navigation route is obtained by using the existing navigation software of the existing taxi platform, which is directly obtained from the existing operating platform data and belongs to the prior art, therefore, it is not described in detail.

[0058] The operating route data same as the operating route in the historical data set is called, and the steps of arranging and analyzing the called operating route data are as follows: The navigation route is input into the database, and the operating route data with coincidence is found out, and the operating route data with coincidence and deduction is deleted; The most basic standard for finding out the operating route data with coincidence is that the coincident part accounts for more than one-third of the operating route, so as to avoid too much data after screening and too large amount of data to be processed.

[0059] The operating route data with coincidence and deduction is deleted mainly to reduce the influence of deduction events and improve the accuracy of calculation.

[0060] The operating route data with coincidence is extracted from the operating route data. For example, if a certain route overlaps with this route by one-third, then the data of the overlapping part is extracted, and the rest of the data does not need to be extracted, thereby reducing the amount of data analysis and having a better overall usage effect.

[0061] Arrange the extracted data in chronological order from recent to oldest, and delete the data after group K; Time filtering can remove older data to prevent it from causing interference.

[0062] When a road surface is upgraded, such as expanded or extensively renovated, previous data on that route is deleted and the data is updated to avoid interference from historical data.

[0063] For example, replacing a cement road with an asphalt road, or replacing a two-lane road with a four-lane road, will have a significant impact on the road. Therefore, removing historical data and re-collecting data will result in more accurate calculations.

[0064] If it is just a minor pothole repair, historical data can continue to be used.

[0065] Obtain the upper and lower speed limits required by the roads in the operating route, extract the speed of the operating vehicles when passing through the operating route, extract the speed data of the upper and lower speed limits in the data, and calculate the average speed , where D is the amount of data extracted from one section of the operating route after screening. is the average value of the speed in the i-th data extracted, and the average value is the upper limit speed + the lower limit speed / 2; For example, the speed limit on urban elevated roads is generally 60-80. The average speeds recorded in 10 historical data of an elevated road in the city are 72, 78, 68, 70, 79, 76, 62, 69, 71 and 77 respectively. The calculated average speed is 72.2.

[0066] The selected data are those under normal non-congestion conditions. When congestion occurs, it is a special case and the data in this case will not be used.

[0067] Average value based on speed Calculate the initial safe speed range , 5%<F<8%; Then Compare with the lower speed limit and Compare with upper speed limit; like Greater than or equal to the lower speed limit, and Less than or equal to the upper speed limit, the standard safety speed range is ; In the above case, the calculated data is within the set speed interval, for example, the average of the calculated speed is 70, and F is 6%, so the calculated standard safe speed interval is (65.8, 74.2).

[0068] If is less than the lower limit speed, is less than or equal to the upper limit speed, then the standard safe speed interval is . In the above case, the calculated lower limit speed is too low, for example, the average of the calculated speed is 62, and F is 6%, so the calculated is 58.28, which is less than 60, and the standard safe speed interval in this case is (60, 65.28).

[0069] If is greater than or equal to the lower limit speed, is less than or equal to the upper limit speed, then the standard safe speed interval is .

[0070] In the above case, the calculated upper limit speed is too high, for example, the average of the calculated speed is 76, and F is 6%, so the calculated is 80.56, which is greater than 80, and the standard safe speed interval in this case is (71.44, 80).

[0071] After calculating the speed of travel, it is necessary to further understand the situation of the road and calculate the basic risk value of the road in the route.

[0072] When calculating the basic risk value of the road, the operating route data in the extracted historical data set is arranged in order from near to far, the operating route data of the first N groups is selected, and the selected operating route data is analyzed, the specific steps are as follows: The data collected in this way is more accurate.

[0073] In order to further improve the accuracy of the data, it is necessary to further add defined conditions, such as setting temperature, weather and other external environment that does not affect driving, eliminating the influence of external environment, and the basic risk value of the road analyzed will be more accurate.

[0074] Get the operating route data of the first N groups, and extract the vibration data detected by the vehicle-mounted vibration sensor from it; In order to improve the accuracy, the collected vibration data is based on the data with the speed within the above calculated standard safe speed interval, mainly because the speed is different, the vibration is different, and the limited speed will improve the accuracy of the collection, and the vibration data comes from the same operating vehicle data.

[0075] The shock absorption structure and effect of different vehicles are different, and the vehicles of the same company are basically the same, so the relevant data provided by the operating company can be directly used, and there is no need to classify again, so this will not be described in detail.

[0076] The operating route is divided into H meters, and the vibration data is used to evaluate the road grade of each section, and the specific formula is , wherein DJdl is the road grade, G is the number of vibration data extracted from each section of the road, is the i-th group of vibration data, is the difference between the upper limit and the lower limit of the vibration of each level of road; Generally, H is 500 meters, the larger H is, the lower the accuracy is, and the smaller H is, the higher the accuracy is, but the amount of data to be processed will be very large.

[0077] The number of lanes of each section of the operating route is obtained, and the road basic risk value is calculated based on the number of lanes and the road grade, and the specific formula is , wherein is the road basic risk value, is the risk adjustment coefficient corresponding to the lane, is the road congestion level of the operating route, is the road conversion coefficient.

[0078] The road congestion level of the operating route is the same as the level provided by the existing navigation, mainly smooth, relatively congested, traffic jam and very congested.

[0079] The risk is naturally different with different congestion levels.

[0080] In actual use, the route will be switched in this case, at this time, the road basic risk value is recalculated according to the new route.

[0081] After the influence of the road is calculated, further analysis is needed to consider the influence of the external environment, for example, when the external light is too dark, the speed needs to be reduced, so the environmental risk value also needs to be calculated, and the calculation of the environmental risk value depends on the speed adjustment module.

[0082] Speed adjustment module: obtain the environmental data of the operating route, calculate the environmental risk value based on the environmental data, combine the basic risk value, road basic risk value and environmental risk value to calculate the speed adjustment ratio, calculate the real-time safety speed interval, and mark the calculated safety speed interval on the operating route, please refer to Figure 3 ; the formula for calculating the environmental risk value based on the environmental data is , wherein is the environmental risk value, Q is the total sum of the number of factors affecting automobile driving, a level of the ith factor affecting driving of the vehicle collected in real time, an adjustment ratio of the ith factor affecting driving of the vehicle, e is a natural constant, a set minimum visibility not affecting driving of the vehicle, a visibility collected when calculating the environmental risk value, an adjustment ratio of the visibility, an environmental conversion coefficient; The weather factors affecting driving of the vehicle mainly include humidity, temperature, wind level and rainfall speed.

[0083] Snowfall is not considered, because the vehicle is usually stopped during snowfall or the city department will deal with the road surface during snowfall.

[0084] The formula for calculating the speed adjustment ratio combining the basic risk value, the road basic risk value and the environmental risk value is as follows: In the formula, the speed adjustment ratio, a preset maximum risk value, xshj is a weight coefficient of the environmental risk value, xsc is a weight coefficient of the vehicle risk value, xsr is a weight coefficient of the personnel risk value, xsdl is a weight coefficient of the road basic risk value, an adjustment coefficient, ; The speed adjustment ratio is applied to adjust the standard safety speed interval when calculating the real-time safety speed interval, the lower limit value of the real-time safety speed interval is the lower limit value of the preliminary safety speed interval multiplied by , and the upper limit value of the real-time safety speed interval is the upper limit value of the preliminary safety speed interval multiplied by .

[0085] Less than 1, when the calculated is less than 0.8, it is usually an abnormal situation affected by the outside world.

[0086] In actual use, the congestion degree, the route and the outside environment are not constant, for example, congestion caused by abnormal events, the need to change the route, the congestion will intensify during the rush hour, and the visibility will decrease in the evening, etc. At this time, the risk will change, so in actual use, the outside changes need to be adjusted, and the adjustment process is based on the dynamic adjustment module.

[0087] Please refer to Figure 2 The dynamic adjustment module: analyzes the environmental data and road congestion data collected in real time, judges the change amount of the environmental data and road congestion data, and compares the change amount with the set adjustment value. If the change amount is less than or equal to the set adjustment value, no adjustment is made. If the change amount is greater than the set adjustment value, the environmental risk value is calculated based on the real-time collected environmental data, the road congestion data is calculated based on the road congestion data, and the vehicle speed adjustment ratio is recalculated, and the real-time safety speed interval is adjusted.

[0088] The change amount of the road congestion data is determined as the determination of the road congestion level change, and the change amount of the environmental data is determined according to the following formula: In the formula, ROChj is the change amount of the environmental data, is the real-time collected level of the i th factor affecting automobile driving, is the real-time collected visibility.

[0089] The above can reflect the change of the external environment.

[0090] The application provides a risk identification management system and method for commercial vehicles, which analyzes the historical data of the commercial route and the current environmental state during operation, calculates the risk of the commercial route, and plans a reasonable safety speed interval, so that the vehicle can run at a speed in the safety speed interval, thereby effectively improving the safety of the operation, and real-time collection of external environmental data and lane congestion data, when the external environment and lane congestion data change greatly, the safety speed interval is automatically adjusted, so that the generated safety speed interval always remains reasonable, which can effectively reduce the risk of commercial vehicles, has good use effect and good use prospect.

[0091] The risk identification module: real-time collection of driving data of the operation personnel and driving speed of the operation vehicle, judgment of whether there is dangerous driving operation, and judgment of whether the driving speed is located in the corresponding real-time safety speed interval, if there is dangerous driving operation or the driving speed is located outside the real-time safety speed interval, a warning is issued.

[0092] The steps of the risk analysis of the real-time collected driving data of the operation personnel are as follows: The real-time collected video data of the operation personnel is processed, and one picture is taken every second: The screenshot picture is transmitted to the danger identification model, and the danger identification model is processed by the blink detection algorithm, the target detection algorithm and the convolutional neural network, to judge whether the driver has dangerous driving operation.

[0093] There are many records about whether there is dangerous driving operation in the prior art, for example, the system for identifying dangerous driving operation is recorded in the paper "Design of dangerous driving behavior detection system based on image recognition", therefore, it belongs to the prior art, and no more description is made.

[0094] The application provides a risk identification management and control system and method for commercial vehicles, which analyzes a plurality of key factors affecting the safety of commercial operation, comprehensively analyzes the influence of relevant factors on risks, helps commercial personnel and passengers understand relevant risks, helps commercial platforms better supervise commercial vehicles, thereby effectively reducing the incidence of accidents, and also analyzes the driving habits of users, calculates risks according to vehicles, drivers, external environments and road conditions, has good use effect and good use prospect.

[0095] The dynamic speed limit can effectively reduce the risk of external environment on the operation and effectively improve the safety of the operation, and has good use effect.

[0096] The weight coefficient is determined by the variation coefficient method, which is a method of weighting each index according to the variation degree of the current value and the target value of each evaluation index; if the numerical difference of an index is large, the evaluation objects can be clearly distinguished, which means that the index has rich discrimination information, so the index should be given a larger weight; on the contrary, if the numerical difference of each evaluation object on an index is small, the index has weak ability to distinguish the evaluation objects, so the index should be given a smaller weight; this method directly uses the information contained in each index, and the weight of the index is obtained by calculation, so it is objective.

[0097] Example 2: Based on example 1, a risk identification management and control method for commercial vehicles includes the following steps: Collecting commercial driver data, commercial route data, environmental data and commercial vehicle data, and dividing the collected data into historical data sets excluding the data collected on the same day; Analyzing the commercial vehicle data and commercial driver data in the historical data set, calculating the vehicle risk value and personnel risk value, and setting the vehicle risk value and personnel risk value as the basic risk value; Obtaining real-time collected commercial route data, extracting the commercial route therefrom, and calling the same commercial route data in the historical data set, calculating the standard safety speed interval and the road basic risk value; Obtaining the environmental data of the commercial route, calculating the environmental risk value based on the environmental data, combining the basic risk value, the road basic risk value and the environmental risk value to calculate the vehicle speed adjustment ratio, calculating the real-time safety speed interval, and marking the calculated safety speed interval on the commercial route; Analyzing the real-time collected environmental data and road congestion data, judging the change amount of the environmental data and the road congestion data, and comparing the change amount with the set adjustment value; If the change amount is less than or equal to the set adjustment value, no adjustment is made; If the change amount is greater than the set adjustment value, the environmental risk value is calculated based on the real-time collected environmental data, the road basic risk value is calculated based on the road congestion data, and the vehicle speed adjustment ratio is recalculated, and the real-time safety speed interval is adjusted. The driving data of the operating personnel and the driving speed of the operating vehicle are collected in real time, it is judged whether there is dangerous driving operation, and it is judged whether the driving speed is located in the corresponding real-time safety speed interval, if there is dangerous driving operation or the driving speed is located outside the real-time safety speed interval, a warning is issued.

[0098] In the application, the several formulas involved are calculated by taking the values after de-dimensioning, and the establishment of the formula is obtained by software simulation of a large number of collected data to obtain a formula closest to the real situation, and part of the coefficients or weights in the formula are set by the person skilled in the art according to the actual situation, so no more is described here.

[0099] The above embodiments can be realized wholly or partially by software, hardware, firmware or any other combination. When realized by software, the above embodiments can be realized in the form of a computer program product wholly or partially. Those skilled in the art can realize that the units and algorithm steps of the examples described in connection with the embodiments disclosed herein can be realized by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized by hardware or software depends on the specific application and design constraints of the technical solutions.

[0100] The units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, which can be located in one place or distributed on multiple network units. Part or all of the units can be selected to achieve the purpose of the embodiments according to actual needs.

[0101] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application.

Claims

1. A risk identification and control system for operating vehicles, characterized by: include: Data collection module: collects operator driving data, operation route data, environmental data and operation vehicle data, and divides the collected data into historical data sets except the data collected on the same day; Basic analysis module: Analyzes the operating vehicle data and operating personnel driving data in the historical data set, calculates the vehicle risk value and personnel risk value, and sets the vehicle risk value and personnel risk value as the basic risk value; Operation analysis module: obtains real-time collected operation route data, extracts the operation route from it, and retrieves the operation route data with the same operation route from the historical data set to calculate the standard safe speed range and road basic risk value; Speed ​​adjustment module: This module obtains environmental data of the operating route, calculates the environmental risk value based on the environmental data, calculates the vehicle speed adjustment ratio by combining the basic risk value, the basic road risk value, and the environmental risk value, calculates the real-time safe speed range, and marks the calculated safe speed range on the operating route; Dynamic adjustment module: Analyzes real-time collected environmental data and road congestion data, determines the amount of change in these data, compares the change with the set adjustment value, and executes the corresponding strategy based on the comparison; Risk identification module: collects driving data of operators and driving speed of operating vehicles in real time, determines whether there are dangerous driving operations, and determines whether the driving speed is within the corresponding real-time safe speed range. If there are dangerous driving operations or the driving speed is outside the real-time safe speed range, an early warning will be issued.

2. A risk identification and control system for commercial vehicles according to claim 1, characterized in that: The operating route data includes road basic data, road event data, operating routes and road congestion data; the operating personnel driving data includes total operating mileage data, annual operating mileage, driver annual penalty record and real-time operating personnel video data; the environmental data includes weather data and air visibility; the operating vehicle data includes the vehicle loss value assessed during the last inspection of the operating vehicle, the operating mileage during the vehicle inspection and the current operating mileage; the operating route is the navigation route planned by the operating system based on the current position of the vehicle and the initial position of the order, and the navigation route planned based on the initial position of the order and the end position of the order.

3. The risk identification and control system for commercial vehicles according to claim 2, characterized in that: The steps to analyze the operating vehicle data in the historical data set and calculate the vehicle risk value are as follows: Obtain the last inspection data of the operating vehicle and obtain the vehicle loss value from it; Obtain the mileage data of the operating vehicle at the time of the last inspection and the current operating mileage, analyze the difference in operating mileage, and calculate the operating vehicle loss value based on the difference in operating mileage; The vehicle risk value is calculated based on the vehicle loss value and operating loss value.

4. The risk identification and control system for commercial vehicles according to claim 3 is characterized by: The steps for analyzing the driving data of operators in the historical data set and calculating the personnel risk value are as follows: Obtain the driving data of operators in the past three years from the historical data set; Extract annual operating mileage and penalty points records from the driving data of operators in the past three years; Calculate the operational risk value based on annual operating mileage and deduction records; Determine and calculate the change ratio between the operational risk values, calculate the difference between the change ratios, and compare the difference with the set change standard value; If the difference is less than the standard value of change, the average of the change proportion is calculated; If the difference is greater than or equal to the change standard value, the closest change ratio is extracted; The personnel risk value is calculated based on the average of the change ratio or the closest extracted change ratio.

5. The risk identification and control system for commercial vehicles according to claim 4 is characterized by: The steps for retrieving the operating route data that is the same as the operating route from the historical data set and organizing and analyzing the retrieved operating route data are as follows: Input the navigation route into the database, find out the overlapping operation route data, and delete the overlapping operation route data with deduction points; Extracting the found operating route data, and extracting the data of the overlapping routes in the operating route data; Arrange the extracted data in chronological order from recent to oldest, and delete the data after group K; Obtain the upper and lower speed limits required by the roads in the operating route, and extract the speed of the operating vehicles when passing through the operating route, and convert the upper speed limit in the data into and lower speed limit The speed data is extracted and the average speed is calculated ; Speed-based averages Calculate the initial safe speed range , 5%<F<8%; Then Compare with the lower speed limit and Compare with upper speed limit; like Greater than or equal to the lower speed limit, and Less than or equal to the upper speed limit, the standard safety speed range is ; like Less than the lower speed limit, Less than or equal to the upper speed limit, the standard safety speed range is ; like Greater than or equal to the lower speed limit, Less than or equal to the upper speed limit, the standard safety speed range is .

6. The risk identification and control system for commercial vehicles according to claim 5, characterized in that: When calculating the basic road risk value, the operating route data in the extracted historical data set is arranged in order from recent to far in time, and the operating route data of the first N groups are selected and analyzed. The specific steps are as follows: Obtain the top N groups of operating route data and extract vibration data detected by the vehicle vibration sensor from them; The operating route is divided into sections of H meters, and the road grade of each section is evaluated using vibration data; Obtain the number of lanes for each operating route and calculate the basic road risk value based on the number of lanes and road grade.

7. The risk identification and control system for commercial vehicles according to claim 6, characterized in that: Analyze the speed adjustment ratio by combining the basic risk value, road basic risk value and environmental risk value; When calculating the real-time safe speed interval, the standard safe speed interval is adjusted using the vehicle speed adjustment ratio. The lower limit of the real-time safe speed interval is calculated as the lower limit of the preliminary safe speed interval multiplied by the vehicle speed adjustment ratio, and the upper limit of the real-time safe speed interval is calculated as the upper limit of the preliminary safe speed interval multiplied by the vehicle speed adjustment ratio.

8. The risk identification and control system for commercial vehicles according to claim 7, characterized in that: Determine the change in road congestion data to determine the change in road congestion level, and execute the corresponding strategy based on the comparison: If the changes are all less than or equal to the set adjustment value, no adjustment will be made; If the change is greater than the set adjustment value, the environmental risk value is calculated based on the real-time collected environmental data, the road basic risk value is calculated based on the road congestion data, and then the vehicle speed adjustment ratio is recalculated to adjust the real-time safe speed range.

9. The risk identification and control system for commercial vehicles according to claim 8, characterized in that: The steps for analyzing the risk level of real-time collected driving data of operators and determining whether there are dangerous driving operations are as follows: Process the real-time video data of operators and capture one image per second: The screenshot is transferred to the hazard recognition model, and through blink detection algorithm, target detection algorithm and convolutional neural network processing, it is determined whether the driver has made dangerous driving operations.

10. A method for risk identification and control of commercial vehicles, using the system according to any one of claims 1 to 9, characterized in that: The following steps are involved: Collect driving data of operators, operating route data, environmental data and operating vehicle data, and divide the collected data into historical data sets except the data collected on the current day; Analyze the operating vehicle data and operating personnel driving data in the historical data set, calculate the vehicle risk value and personnel risk value, and set the vehicle risk value and personnel risk value as the basic risk value; Obtain real-time collected operating route data, extract the operating route from it, and retrieve the operating route data with the same operating route from the historical data set to calculate the standard safe speed range and road basic risk value; Obtain environmental data for the operating route, calculate the environmental risk value based on the environmental data, calculate the vehicle speed adjustment ratio by combining the basic risk value, the basic road risk value, and the environmental risk value, calculate the real-time safe speed range, and mark the calculated safe speed range on the operating route; Analyze the environmental data and road congestion data collected in real time, determine the changes in the environmental data and road congestion data, and compare the changes with the set adjustment values; If the changes are all less than or equal to the set adjustment value, no adjustment will be made; If the change is greater than the set adjustment value, the environmental risk value is calculated based on the real-time collected environmental data, the basic road risk value is calculated based on the road congestion data, and the speed adjustment ratio is recalculated to adjust the real-time safe speed range; The system collects driving data of operators and driving speed of operating vehicles in real time to determine whether there are any dangerous driving operations and whether the driving speed is within the corresponding real-time safe speed range. If there are any dangerous driving operations or the driving speed is outside the real-time safe speed range, an early warning will be issued.

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