Vehicle travel calculation method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle travel calculation method and device, electronic equipment and a storage medium, and the method comprises the steps: marking a travel starting point and setting an activation state if a vehicle enters a travel starting stage; if the vehicle in the activated state is in a static state, determining idling duration based on time information of an idling starting point corresponding to a static moment and time information of a target track point corresponding to an idling judgment moment; if the idle speed lasting time meets the preset time condition, a track point between the idle speed starting point and a target track point serves as an idle speed track point, and whether the vehicle enters a travel ending stage or not is determined based on the actual driving speed at each speed calculation moment and the current state of the travel state; and if yes, marking the track point at the travel ending moment as a travel ending point, setting the travel state as an inactive state, and determining a vehicle travel result based on the travel starting point, the idle speed track point and the travel ending point. According to the invention, the accuracy of stroke calculation is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of computer, in particular to a vehicle trip calculation method and device, electronic equipment and storage medium. BACKGROUND

[0002] In the field of vehicle trip calculation, a commonly used method is to collect each trajectory point data in the vehicle running process through the vehicle-mounted device, each trajectory point contains corresponding coordinate, speed, acceleration and other information, based on the speed, acceleration, coordinate and other data, try to identify and determine the starting point, trip point, stop point, end point and other points of each trip, and then complete the calculation and analysis of vehicle trip.

[0003] However, when calculating the trip, the existing method treats all the collected trajectory point data as the data of one trip for processing, which cannot correctly distinguish the multiple independent trips in the actual running process of the vehicle, and cannot effectively filter and discard the invalid data points (such as error coordinate points collected by abnormal device, redundant points repeatedly collected when the vehicle is stationary, etc.) generated in the trip process, which leads to a large deviation between the finally calculated trip result and the actual trip situation of the vehicle, for example, the two driving processes before and after the vehicle stays for a long time (such as parking for rest, shopping, etc.) are misjudged as one continuous trip, or the key parameters such as trip distance and trip time calculated are inaccurate due to the interference of invalid data points, which is difficult to meet the demand for trip calculation accuracy. SUMMARY

[0004] The present application provides a vehicle trip calculation method, device, electronic equipment and storage medium, which can realize that the vehicle trip result is highly consistent with the actual trip situation, and improve the accuracy of trip calculation.

[0005] In a first aspect, the present application provides a vehicle trip calculation method, comprising:

[0006] If it is judged that the vehicle enters the trip start stage based on the acceleration state change data of the vehicle trajectory point, the trip start point is marked and the trip state is set to an active state, and whether the vehicle is in a stationary state in the trip is determined based on the vehicle running speed change data in the active state;

[0007] If it is in a stationary state, the trajectory point corresponding to the stationary time is taken as the idle speed start point, and the idle speed duration is determined based on the first time information corresponding to the idle speed start point and the second time information of the target trajectory point corresponding to the idle speed judgment time;

[0008] If the idling duration meets the preset time condition, the trajectory point between the idling start point and the target trajectory point is taken as the idling trajectory point. Based on the actual driving speed and the current state of the travel status of the trajectory point corresponding to each speed calculation time, it is determined whether the vehicle has entered the end stage of the travel.

[0009] If so, mark the trajectory point corresponding to the end of the trip as the end point of the trip and set the trip status to inactive. Then, based on the start point of the trip, the idle trajectory point, and the end point of the trip, determine the vehicle trip result.

[0010] In a second aspect, the present invention also provides a vehicle trip calculation device, applied to the vehicle trip calculation method as described in the first aspect; the vehicle trip calculation device includes:

[0011] The status monitoring module is used to mark the start point of the journey and set the journey status to an active state if the vehicle enters the beginning stage of the journey based on the acceleration status change data of the vehicle trajectory points, and to determine whether the vehicle is stationary during the journey based on the vehicle speed change data in the active state.

[0012] The time monitoring module is used to determine the idling duration based on the trajectory point corresponding to the idling time when the device is stationary, and based on the first time information corresponding to the idling start point and the second time information of the target trajectory point corresponding to the idling judgment time.

[0013] The driving monitoring module is used to determine whether the vehicle has entered the end of the journey stage if the idling duration meets the preset time conditions, taking the trajectory point between the idling start point and the target trajectory point as the idling trajectory point, and based on the actual driving speed and the current state of the journey at the trajectory point corresponding to each speed calculation time.

[0014] The trip calculation module is used to mark the trajectory point corresponding to the trip end time as the trip end point and set the trip status to an inactive state if the trip end time is true, and to determine the vehicle trip result based on the trip start point, the idle trajectory point and the trip end point.

[0015] Thirdly, the present invention also provides an electronic device, comprising: a memory for storing computer software programs; and a processor for reading and executing the computer software programs, thereby implementing the vehicle trip calculation method described above.

[0016] Fourthly, the present invention also provides a non-transitory computer-readable storage medium storing a computer software program, which, when executed by a processor, implements the vehicle trip calculation method described above.

[0017] Fifthly, the present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle trip calculation method described above.

[0018] The vehicle travel calculation method provided in this invention determines whether the vehicle has entered the start stage of the travel based on the acceleration state change data of the vehicle trajectory points, marks the start point of the travel and sets the travel state to an active state, ensuring that only the vehicle state during the effective travel period is analyzed, avoiding the inclusion of trajectory points outside the travel phase in the calculation; based on the vehicle speed change data in the active state, it determines whether the vehicle is stationary during the travel, which can accurately capture the state transition during vehicle movement; if it is stationary, the trajectory point corresponding to the stationary moment is taken as the idle start point, and the idle duration is determined based on the first time information corresponding to the idle start point and the second time information of the target trajectory point corresponding to the idle determination moment. Through quantitative analysis in the time dimension, it avoids misjudging short pauses. For effective stationary conditions, if the idling duration meets the preset time conditions, the trajectory point between the idling start point and the target trajectory point is taken as the idling trajectory point, achieving accurate definition and marking of continuous stationary states, effectively distinguishing between normal driving trajectory points and stationary trajectory points; based on the actual driving speed of the vehicle at each speed calculation moment and the current state of the travel status, it is determined whether the vehicle has entered the end stage of the travel. Combining the judgment of speed and travel status in two dimensions ensures that the identification of the end point of the travel is accurate and avoids the erroneous merging of multiple travel segments; the trajectory point corresponding to the end time of the travel is marked as the end point of the travel and the travel status is set to an inactive state, completing the complete closed loop definition of a single travel segment, and then the vehicle travel result is determined based on the start point of the travel, the idling trajectory point, and the end point of the travel.

[0019] Therefore, by clearly defining the start, driving, stopping, and end stages of the journey, the embodiments of the present invention effectively distinguish multiple independent journey segments. At the same time, by accurately marking and reasonably defining the idling trajectory points, invalid and redundant data points in the journey are filtered out, avoiding the problem of not being able to correctly distinguish multiple journey segments and invalid data points not being able to be discarded, which leads to excessive deviation in the results. This achieves a high degree of consistency between the vehicle journey results and the actual journey situation, and improves the accuracy of journey calculation. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating the vehicle trip calculation method provided in an embodiment of the present invention;

[0021] Figure 2 This is a schematic diagram of the vehicle trip calculation device provided in an embodiment of the present invention;

[0022] Figure 3 An embodiment diagram of the electronic device provided in this invention;

[0023] Figure 4 An embodiment diagram of a computer-readable storage medium provided in accordance with the present invention. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0026] In the description of this invention, the term "for example" is used to mean "used as an example, illustration, or description." Any embodiment described as "for example" in this invention is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use the invention. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that the invention can be made without using these specific details. In other instances, well-known structures and processes will not be described in detail to avoid obscuring the description of the invention with unnecessary detail. Therefore, the invention is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed herein.

[0027] Optionally, see Figure 1 , Figure 1 This is a flowchart illustrating the vehicle trip calculation method provided by the present invention. In this embodiment, the executing entity of the vehicle trip calculation method is a vehicle management device. Therefore, the vehicle trip calculation method includes:

[0028] Step 10: If the vehicle enters the beginning stage of the journey based on the acceleration state change data of the vehicle trajectory points, mark the start point of the journey and set the journey state to active state, and determine whether the vehicle is stationary during the journey based on the vehicle speed change data in the active state.

[0029] Optionally, the vehicle management device acquires acceleration state change data of the vehicle trajectory points. This acceleration state change data refers to acceleration-related state information at the vehicle trajectory points, collected by the onboard equipment and uploaded to the vehicle management device. The data includes three states: NULL (indicating no acceleration state information was acquired), OFF (indicating acceleration is off), and ON (indicating acceleration is on). The vehicle management device monitors and analyzes the acquired acceleration state change data in real time to determine whether the vehicle has entered the start phase of the journey. The determination is based on the following: when the acceleration state changes from NULL or OFF to ON, the vehicle is considered to have entered the start phase of the journey.

[0030] Once the vehicle is determined to have entered the start phase of the trip, the vehicle management device immediately marks the corresponding vehicle trajectory point as the trip start point. Therefore, the trip start point refers to the trajectory point corresponding to the vehicle's location when it enters the trip start phase. This trajectory point contains information such as position coordinates, timestamp, and acceleration status. At the same time, the vehicle management device sets the trip status to an active state. The active state indicates that the vehicle is in the process of a trip, which is used to distinguish it from the inactive state where the vehicle is not in a trip.

[0031] Optionally, after the trip is in an active state, the vehicle management device continuously acquires vehicle speed change data. This vehicle speed change data refers to the vehicle's speed information at different points in time during the active state. This data is also collected and uploaded by the onboard equipment and includes the speed value and timestamp for each time point. Based on this speed change data, the vehicle management device determines whether the vehicle is stationary during the trip. The criterion is: if the vehicle's speed remains at 0 km / h for a continuous period (parameterized according to the actual application scenario, for example, configured to 5 seconds), or is below a preset minimum speed threshold, the vehicle is considered stationary during the trip.

[0032] In one embodiment, the on-board device uploads vehicle trajectory point data to the vehicle management device every second, including acceleration status and operating speed data. At a certain moment, the trajectory point acceleration status received by the vehicle management device is OFF. At the next moment (1 second interval), the trajectory point acceleration status changes to ON. At this time, it is determined that the vehicle has entered the start stage of the trip. The trajectory point with the acceleration status changed to ON is marked as the start point of the trip. The coordinates of this trajectory point are (30.1234 degrees north latitude, 120.5678 degrees east longitude), and the timestamp is 10:00:01 on [Date] 2024. At the same time, the trip status is set to active state, and any previously existing idle speed counter is reset.

[0033] After the trip status is activated, the system continues to receive subsequent trajectory point speed data. The received speed is 30 km / h at 10:00:02, 35 km / h at 10:00:03, 28 km / h at 10:00:04, 0 km / h at 10:00:05, 0 km / h at 10:00:06, and still 0 km / h at 10:00:07. At this point, the preset stationary determination time is 3 seconds. The vehicle management device detects that the speed is 0 km / h for 3 consecutive seconds, meeting the criteria for a stationary state. Therefore, it determines that the vehicle is stationary during the trip.

[0034] Step 20: If the state is stationary, the trajectory point corresponding to the stationary moment is taken as the idle start point, and the idle duration is determined based on the first time information corresponding to the idle start point and the second time information of the target trajectory point corresponding to the idle judgment moment.

[0035] Optionally, once it is determined that the vehicle is stationary during the journey, the trajectory point corresponding to the moment when the vehicle enters the stationary state is immediately determined as the idle start point. Therefore, the idle start point refers to the trajectory point corresponding to the first time the vehicle enters the stationary state in the journey activation state, which includes the corresponding first time information. The first time information is the timestamp information when the idle start point is collected by the on-board device. This timestamp is recorded by the on-board device according to its own clock system and uploaded to the vehicle management device along with the trajectory point data.

[0036] Furthermore, the vehicle management device continuously monitors the vehicle's status and acquires the target trajectory point corresponding to each subsequent idle speed determination moment. The idle speed determination moment is the time point used to determine the duration of idling, and the interval of this time point can be parameterized according to actual needs, for example, setting an idle speed determination moment every 1 second. The target trajectory point refers to the trajectory point corresponding to the vehicle's current location received by the vehicle management device at each idle speed determination moment. This target trajectory point contains second time information, which is the timestamp information of when the target trajectory point was collected by the onboard equipment.

[0037] Furthermore, the vehicle management device determines the idling duration by calculating the time difference between the second time information and the first time information. Therefore, the idling duration is the length of time from when the vehicle enters a stationary state (the time corresponding to the idling start point) to the current idling judgment time (the time corresponding to the target trajectory point). The calculation method is to subtract the time corresponding to the first time information from the time corresponding to the second time information, and the resulting time difference is the idling duration.

[0038] In one embodiment, the vehicle enters a stationary state at 10:00:05, and the corresponding trajectory point at this time is the idle start point. The first time information of the idle start point is 10:00:05 on [Date] 2024. The vehicle management device sets the idle speed judgment interval to 1 second. Therefore, the first idle speed judgment time is 10:00:06, and the corresponding target trajectory point's second time information is also 10:00:06. The idle speed duration is calculated as 10:00:06 minus 10:00:05, resulting in 1 second. The second idle speed judgment time is 10:00:07, and the corresponding target trajectory point's second time information is also 10:00:07. The idle speed duration is again calculated as 10:00:07 minus 10:00:05, resulting in 2 seconds. The third idle speed judgment time is 10:00:08, and the target trajectory point's second time information is also 10:00:08, resulting in an idle speed duration of 3 seconds. This process continues, with the vehicle management device calculating the idle speed duration in this manner at each idle speed judgment time.

[0039] Step 30: If the idling duration meets the preset time condition, the trajectory point between the idling start point and the target trajectory point is taken as the idling trajectory point. Based on the actual driving speed and the current state of the travel status of the trajectory point corresponding to each speed calculation time, it is determined whether the vehicle has entered the end of the travel stage.

[0040] Optionally, the vehicle management device compares the idling duration with a preset time condition. The preset time condition is used to determine whether to mark the relevant trajectory point as an idling trajectory point. The time standard can be parameterized according to different vehicle models and application scenarios. For example, it can be configured to 5 minutes, that is, when the idling duration reaches or exceeds 5 minutes, it meets the preset time condition.

[0041] Optionally, if the idling duration meets the preset time conditions, the vehicle management device will determine all trajectory points from the idling start point to the target trajectory point as idling trajectory points. Therefore, idling trajectory points refer to all vehicle trajectory points collected and uploaded by the on-board equipment during the idling period, that is, from the time corresponding to the idling start point to the time corresponding to the target trajectory point.

[0042] Optionally, the vehicle management device determines the actual driving speed of the vehicle at each speed calculation time corresponding to the trajectory point. The actual driving speed of the vehicle at each speed calculation time corresponding to the trajectory point is determined based on the positioning type at each speed calculation time, as described in steps 301 to 304.

[0043] Among them, the speed calculation time is the time point used to calculate the actual driving speed of the vehicle. The interval of this time point can be configured according to actual needs, such as a speed calculation time every 1 second; the actual driving speed refers to the actual speed value of the vehicle at each speed calculation time.

[0044] Furthermore, the vehicle management device determines whether the vehicle has entered the end-of-trip stage based on the vehicle's actual driving speed and the current state of the trip at each speed calculation time, as described in steps 305 to 308.

[0045] Optionally, the positioning types in this embodiment of the invention include BeiDou positioning, Wi-Fi positioning, and base station positioning. BeiDou positioning refers to a positioning method that obtains vehicle location information through the BeiDou satellite navigation system and then calculates the vehicle's speed. When the signal strength received by the on-board device is within a first strength range, the positioning type is BeiDou positioning. The first strength range is the signal strength range that ensures the normal and accurate operation of the BeiDou positioning system. For example, the signal strength is greater than or equal to -80 dB / mW. Within this signal strength range, BeiDou positioning has high accuracy and can accurately obtain vehicle location information to calculate the actual driving speed.

[0046] Wireless LAN positioning refers to a positioning method that determines a vehicle's location and calculates its speed by using the location information of surrounding wireless LAN hotspots. When the signal strength received by the onboard device drops from a first strength range to a second strength range, the positioning type switches to wireless LAN positioning. The second strength range is the signal strength range between the first and third strength ranges, for example, a signal strength greater than or equal to -100 dB / mW and less than -80 dB / mW. Within this range, the BeiDou positioning signal is weak and cannot guarantee positioning accuracy, while wireless LAN positioning can provide relatively accurate location information.

[0047] Base station positioning refers to a positioning method that estimates a vehicle's location and calculates its speed by using the location information of mobile communication base stations. When the signal strength received by the onboard equipment is in the third strength range, the positioning type switches to base station positioning. The third strength range refers to the range where the signal strength is less than -100 dB / mW. Within this range, the signals of BeiDou positioning and wireless LAN positioning are both weak. At this time, base station positioning is used to obtain the vehicle's location information to calculate the actual driving speed.

[0048] Optionally, the on-board equipment will detect the received signal strength in real time and automatically switch the positioning type according to the signal strength range. Then, the positioning type information and the corresponding trajectory point data will be uploaded to the vehicle management device. The vehicle management device will use the corresponding calculation method to obtain the actual driving speed of the vehicle at each speed calculation time according to the received positioning type.

[0049] In one embodiment, the preset time condition is configured as 5 minutes (300 seconds). When the idle speed determination time reaches 10:05:05, the second time information of the corresponding target trajectory point is 10:05:05, and the first time information of the idle speed start point is 10:00:05. The calculated idle speed duration is 10:05:05 minus 10:00:05, which is 300 seconds, exactly reaching the preset time condition. At this time, the vehicle management device will determine all trajectory points between 10:00:05 (idle speed start point) and 10:05:05 (target trajectory point), that is, all 300 trajectory points uploaded by the on-board equipment every second from 10:00:05 to 10:05:05 as idle speed trajectory points.

[0050] Simultaneously, the vehicle management device calculates the vehicle's actual speed every second. For example, at 10:06:00, the onboard equipment detects a signal strength of -75 dBmW, which falls within the first strength range (greater than or equal to -80 dBmW), therefore the positioning type is BeiDou positioning. At 10:06:30, the onboard equipment detects a signal strength of -90 dBmW, falling within the second strength range (greater than or equal to -100 dBmW and less than -80 dBmW), and the positioning type switches to Wi-Fi positioning. At 10:07:00, the signal strength becomes -105 dBmW, falling within the third strength range (less than -100 dBmW), and the positioning type switches to base station positioning.

[0051] Step 40: If yes, mark the trajectory point corresponding to the end of the trip as the end point of the trip and set the trip status to inactive. Based on the start point of the trip, the idle trajectory point, and the end point of the trip, determine the vehicle trip result.

[0052] Optionally, once it is determined that the vehicle has entered the end-of-trip phase, the trajectory point corresponding to the end-of-trip time is immediately marked as the end-of-trip point. Therefore, the end-of-trip time refers to the moment when the vehicle management device determines that the vehicle has entered the end-of-trip phase. The end-of-trip point refers to the trajectory point corresponding to the vehicle's location at the end-of-trip time, and this trajectory point contains information such as location coordinates, timestamp, and speed. Simultaneously, the vehicle management device sets the trip status from active to inactive. The inactive state indicates that the vehicle is not currently in the process of a trip, corresponding to the active state.

[0053] Furthermore, the vehicle management device determines the vehicle trip result based on the trip start point, idle trajectory point, and trip end point, as detailed in steps 401 to 404.

[0054] This invention effectively distinguishes multiple independent trip segments by clearly defining the start, driving, stopping, and end stages of the trip. At the same time, by accurately marking and reasonably defining the idling trajectory points, invalid and redundant data points in the trip are filtered out, achieving a high degree of consistency between the vehicle trip results and the actual trip situation, and improving the accuracy of trip calculation.

[0055] Optionally, the processes of steps 301 to 304 include:

[0056] Step 301: Determine the positioning type of the on-board equipment at each speed calculation time during the vehicle's journey. Step 302: Based on the position coordinate acquisition frequency corresponding to the positioning type at each speed calculation time, determine the position coordinate acquisition interval at each speed calculation time. Based on each speed calculation time and its corresponding position coordinate acquisition interval, determine the preceding and following position times for each speed calculation time.

[0057] Optionally, the vehicle management device determines the positioning type of the on-board equipment at each speed calculation time during the vehicle's journey, and determines the position coordinate acquisition interval for each speed calculation time based on the position coordinate acquisition frequency corresponding to the positioning type at each speed calculation time. The position coordinate acquisition frequency refers to the number of times the on-board equipment acquires the vehicle's position coordinates per unit time under the corresponding positioning type. This frequency is preset by the vehicle management device according to the accuracy of different positioning types and actual application requirements. Different positioning types correspond to different position coordinate acquisition frequencies; for example, the position coordinate acquisition frequency for BeiDou positioning is set to once per second, for Wi-Fi positioning to once every 2 seconds, and for base station positioning to once every 5 seconds. The position coordinate acquisition interval refers to the time interval between two acquisitions of the vehicle's position coordinates under the corresponding positioning type, and is calculated as 1 divided by the position coordinate acquisition frequency.

[0058] Furthermore, based on each speed calculation time and its corresponding position coordinate acquisition interval, the vehicle management device determines the preceding and following position times for each speed calculation time. The preceding position time refers to the closest time before the speed calculation time when the on-board equipment acquires the position coordinates. The following position time refers to the closest time after the speed calculation time when the on-board equipment acquires the position coordinates.

[0059] The specific determination method is as follows: Subtract the position coordinate acquisition interval from the speed calculation time to obtain the previous position time; add the position coordinate acquisition interval to the speed calculation time to obtain the next position time. If the calculated previous position time is earlier than the start of the journey, the time when the on-board equipment acquires the position coordinates at the time closest to the speed calculation time and after the start of the journey is taken as the previous position time. If the calculated next position time is later than the latest trajectory point acquisition time, the time when the on-board equipment acquires the position coordinates at the time closest to the speed calculation time and before the latest trajectory point acquisition time is taken as the next position time.

[0060] Step 303: For each velocity calculation moment, calculate the coordinate difference based on the first position coordinate corresponding to the previous position moment and the second position coordinate corresponding to the next position moment to obtain the horizontal coordinate difference and the vertical coordinate difference.

[0061] Optionally, for each speed calculation moment, the vehicle management device acquires the first position coordinates of the previous position moment and the second position coordinates of the next position moment corresponding to that speed calculation moment. The first position coordinates refer to the coordinate information of the vehicle's location collected by the on-board equipment at the previous position moment, expressed in latitude and longitude coordinates, for example (30.1234 degrees North latitude, 120.5678 degrees East longitude). The second position coordinates refer to the coordinate information of the vehicle's location collected by the on-board equipment at the next position moment, also expressed in latitude and longitude coordinates.

[0062] Furthermore, the vehicle management device calculates the coordinate difference between the first and second position coordinates, obtaining the abscissa difference and the ordinate difference. The abscissa difference is the difference between the longitude value of the second position coordinate and the longitude value of the first position coordinate. The ordinate difference is the difference between the latitude value of the second position coordinate and the latitude value of the first position coordinate. During the calculation, if the longitude value of the second position coordinate is less than the longitude value of the first position coordinate, the abscissa difference is negative; if the latitude value of the second position coordinate is less than the latitude value of the first position coordinate, the ordinate difference is negative. The unit of the coordinate difference is the same as the unit of the position coordinates, which is degrees.

[0063] Step 304: Determine the position movement distance based on the difference between the horizontal and vertical coordinates, and determine the actual driving speed of the vehicle at each speed calculation time based on the position movement distance and the position coordinate acquisition interval.

[0064] Optionally, the vehicle management device determines the position movement distance based on the difference in the horizontal and vertical coordinates. The position movement distance refers to the actual distance the vehicle moves between two points at different times, and its calculation method is based on the spherical distance formula (applicable to calculating the distance between two points using latitude and longitude coordinates):

[0065] First, convert the differences in the x and y coordinates to radians (the conversion formula is: radians equal angle multiplied by π divided by 180). Then, according to the spherical distance formula... , The Earth's radius is set at 6371 kilometers (the Earth's average radius).

[0066] Furthermore, the vehicle management device determines the vehicle's actual speed at each speed calculation moment based on the location movement distance and the location coordinate acquisition interval. The calculation method is as follows: the actual speed is equal to the location movement distance divided by (the time interval between the next location moment and the previous location moment), where the time interval between the next location moment and the previous location moment is equal to twice the location coordinate acquisition interval (because the interval between the previous location moment and the speed calculation moment is the location coordinate acquisition interval, and the interval between the speed calculation moment and the next location moment is also the location coordinate acquisition interval). The unit of the actual speed is kilometers per hour. If the calculated speed value is negative, its absolute value is taken as the actual speed (because speed is a scalar, which only indicates speed and does not consider direction).

[0067] This invention enables accurate calculation of the actual driving speed of a vehicle under different positioning scenarios (BeiDou, Wi-Fi, base station positioning), providing reliable speed data for judging the state of the vehicle during the journey (such as whether it is stationary or has entered the end stage of the journey), ensuring the accuracy of the vehicle journey results, and thus improving the accuracy of the journey calculation.

[0068] Optionally, steps 305 to 308 include:

[0069] Step 305: Based on the actual driving speed at two adjacent speed calculation times, determine the change in driving speed at two adjacent speed calculation times, and determine the two adjacent speed calculation times where the change in driving speed is less than the preset speed change threshold as the initial downward trend time pair.

[0070] Optionally, the vehicle management device calculates the difference between the actual driving speeds at any two adjacent speed calculation times. This difference is the change in driving speed between the two adjacent speed calculation times. Therefore, the change in driving speed refers to the value obtained by subtracting the actual driving speed at the previous speed calculation time from the actual driving speed at the later speed calculation time. If the speed at the later time is less than the speed at the previous time, the change in driving speed is negative; if the speed at the later time is greater than the speed at the previous time, the change in driving speed is positive; if the two are equal, the change in driving speed is zero.

[0071] Furthermore, the vehicle management device compares the calculated speed change with a preset speed change threshold. The preset speed change threshold is used to determine whether the speed change at two adjacent speed calculation times is at a critical value of a downward trend. This threshold is negative (because determining a downward trend requires the speed change to be negative and less than the threshold). It can be parameterized according to the vehicle type (such as cars and trucks) and driving scenario (such as urban roads and highways). For example, it can be configured as -2 kilometers per hour.

[0072] Furthermore, if the change in driving speed between two adjacent speed calculation times is less than a preset speed change threshold, the vehicle management device determines these two adjacent speed calculation times as an initial downward trend time pair. Therefore, an initial downward trend time pair refers to two adjacent speed calculation times that are initially determined to have a downward speed trend, consisting of a preceding speed calculation time and a following speed calculation time. For example, if the preceding time is 10:08:00 and the following time is 10:08:01, and the change in driving speed between the two times is less than a preset threshold, then these two times constitute an initial downward trend time pair.

[0073] Step 306: Based on the time interval between the two moments in each initial downward trend moment pair and the change in driving speed, determine the average speed decrease rate for each initial downward trend moment pair.

[0074] Optionally, for each initial downward trend time pair, the vehicle management device obtains the time interval between the two speed calculation times in that time pair. The time interval refers to the time difference between the later speed calculation time and the earlier speed calculation time in the initial downward trend time pair. This difference is determined by the set interval of the speed calculation times (e.g., if the speed calculation time interval is 1 second, then the time interval is 1 second).

[0075] Furthermore, the vehicle management device calculates the average speed decrease rate for the initial downward trend time interval based on the time interval and the change in driving speed. The average speed decrease rate refers to the magnitude of the vehicle speed decrease per unit time, and is calculated as follows:

[0076] Convert the time interval from seconds to hours (conversion formula: time interval (hours) = time interval (seconds) / 3600), then divide the change in speed (km / h) by the converted time interval (hours). The result is the average rate of speed decrease. Since the change in speed is negative, the calculated average rate of speed decrease is also negative. The larger the absolute value, the faster the speed decreases.

[0077] Step 307: Determine the initial downward trend time pairs where the average velocity decrease rate is greater than the preset decrease rate threshold as target downward trend time pairs, and determine all target velocity calculation times after the last time in the target downward trend time pairs.

[0078] Optionally, the preset descent rate threshold refers to the critical value used to filter out pairs of moments with a rapid descent trend from the initial descent trend moment pairs. This threshold is negative (because the average speed descent rate is negative, it is necessary to filter out moment pairs with a smaller descent rate, i.e., a faster descent). It can be parameterized according to the vehicle's braking performance and the actual driving scenario. For example, it can be configured as -10 km / h squared (meaning when the average speed decreases by more than 10 km / h).

[0079] Optionally, the vehicle management device compares the average speed decrease rate of each initial downward trend time pair with a preset decrease rate threshold. If the average speed decrease rate of a certain initial downward trend time pair is less than the preset decrease rate threshold, it means that the speed decrease rate of that time pair is faster and meets the determination criteria for the target downward trend. Then, the initial downward trend time pair is determined as the target downward trend time pair.

[0080] Furthermore, the vehicle management device locates the next speed calculation time in the target descent trend time pair, and determines all speed calculation times after that next time as the target speed calculation times. The target speed calculation time refers to the speed calculation time after the next time in the target descent trend time pair that needs to be closely monitored to determine whether the journey has entered its final stage. For example, if the next time in the target descent trend time pair is 10:08:05, then 10:08:06, 10:08:07, and all subsequent speed calculation times are considered target speed calculation times.

[0081] Step 308: Based on the actual driving speed and the current state of the journey at each moment in the target speed calculation, determine whether the vehicle has entered the end of the journey stage.

[0082] Optionally, the vehicle management device determines whether the vehicle has entered the end stage of the trip based on the actual driving speed and the current state of the trip at each time point in the target speed calculation, as in steps 3081 to 3085.

[0083] The embodiments of the present invention effectively avoid the problem of a brief decrease in speed followed by resumption of driving being mistakenly judged as the end of the trip, or a continuous decrease in speed until it stops not being judged as the end of the trip in a timely manner. This improves the accuracy of determining the end stage of the vehicle's trip and thus enhances the accuracy of trip calculation.

[0084] Optionally, the process of steps 3081 to 3085 includes:

[0085] Step 3081: If the current state enters the inactive state, it is determined that the vehicle has not entered the trip end stage.

[0086] Optionally, the vehicle management device determines the current state of the trip. If the determination result is that the current state has entered an inactive state, it indicates that the vehicle's previous trip has officially ended and it has exited the trip process. The final result of entering the trip end stage is that the trip state changes from active to inactive. Therefore, the vehicle management device directly determines that the vehicle has entered the trip end stage. Here, entering the inactive state means that the trip state changes from active to inactive. This change is triggered by the trip end determination logic. Once the change is completed, it indicates that the vehicle has completed the state transition from trip in progress to trip end, and there is no need to perform subsequent speed and time dimension determinations.

[0087] Step 3082: If the current state is active, then determine that the actual driving speed at each moment in the target speed calculation is less than the preset driving speed threshold.

[0088] Optionally, if the current state of the trip is determined to be active, it means that the vehicle is still in the process of the trip. The vehicle management device compares the actual driving speed at each target speed calculation time with the preset driving speed threshold to determine whether the actual driving speed at each target speed calculation time is less than the preset driving speed threshold. The preset driving speed threshold is a critical speed value used to determine whether the vehicle is in a low-speed or near-stationary state. It can be parameterized according to the vehicle type (such as cars, trucks) and the actual driving scenario (such as urban congested road sections, parking lots). For example, it can be configured as 1 kilometer per hour (meaning that when the actual driving speed of the vehicle is less than this value, the vehicle can be considered to be in a low-speed or near-stationary state).

[0089] Step 3083: If the actual driving speed at at least one moment during the target speed calculation is greater than or equal to the preset driving speed threshold, then it is determined that the vehicle has not entered the end of the journey stage.

[0090] Optionally, if the actual driving speed is greater than or equal to the preset driving speed threshold at at least one time during all target speed calculations, it indicates that the vehicle still has obvious driving movements during the target monitoring period and has not been continuously at a low speed or close to a stationary state, which does not meet the speed characteristics of the end stage of the trip (the end stage of the trip usually requires the vehicle speed to continuously decrease to a stop or close to a stop).

[0091] Therefore, the vehicle management device determines that the vehicle has not entered the end of the trip stage. At this time, the vehicle is still in the trip active state and needs to continue to monitor the subsequent speed calculation time. The determination process of steps 305-308 is repeated until the determination conditions of the end of the trip stage are met.

[0092] Step 3084: If the actual driving speed at each moment in the target speed calculation time is less than the preset driving speed threshold, then the cumulative time is determined based on the next moment in the target downward trend time pair and the last moment in the target speed calculation time.

[0093] Optionally, if the actual driving speed at each time point in all target speed calculation times is less than the preset driving speed threshold, it indicates that the vehicle is continuously at a low speed or close to a stationary state during the target monitoring period. The vehicle management device determines the next time point in the target downward trend time pair and the last time point in the target speed calculation time. The last time point refers to the speed calculation time with the latest timestamp in the target speed calculation time set up to the current monitoring node. For example, if the target speed calculation times include 10:08:06, 10:08:07, and 10:08:08, then the last time point is 10:08:08.

[0094] Furthermore, the vehicle management device calculates the cumulative time, which refers to the time difference between the next moment of the target descent trend time pair and the last moment of the target speed calculation time. The calculation method is to subtract the timestamp corresponding to the next moment of the target descent trend time pair from the timestamp corresponding to the last moment of the target speed calculation time. The resulting time difference is the cumulative time.

[0095] For example, if the time following the target's downward trend is 10:08:05 and the last time for calculating the target's speed is 10:08:15, then the cumulative time is 10:08:15 minus 10:08:05, which equals 10 seconds.

[0096] Step 3085: If at least one cumulative time is greater than or equal to a preset time threshold, then the vehicle is determined to have entered the trip end stage. If each cumulative time is less than the preset time threshold, then the vehicle is determined not to have entered the trip end stage.

[0097] Optionally, a preset time threshold is used to determine whether the duration of the vehicle's low speed or near-stationary state has reached the critical time value for the end of the trip. It can be parameterized according to the actual application scenario (such as temporary parking or destination parking). For example, it can be configured to 30 seconds (meaning that when the duration of the vehicle's low speed or near-stationary state reaches or exceeds this value, the vehicle can be considered to have reached the end of the trip and the trip needs to be ended).

[0098] The vehicle management device compares the accumulated time with a preset time threshold. If at least one accumulated time is greater than or equal to the preset time threshold, it indicates that the vehicle has been in a low-speed or near-stationary state for a sufficiently long time, meeting the time characteristics of the trip end phase. Therefore, the device determines that the vehicle has entered the trip end phase.

[0099] If all accumulated times are less than the preset time threshold (i.e., no accumulated time reaches or exceeds the preset time threshold), it indicates that the vehicle's low-speed or near-stationary state lasts for a short period of time, which may be a temporary stop (such as waiting at a red light or a short stop). The time standard for the end of the trip has not been met, so it is determined that the vehicle has not entered the end stage of the trip. The subsequent speed calculation time is monitored and the judgment process is repeated.

[0100] This invention accurately determines the trip termination condition in the active state by using both speed and time dimensions, effectively avoiding problems such as mismatch between the inactive state and the trip termination result, misjudging temporary low speed as termination, and misjudging insufficient low speed as termination, thereby improving the accuracy of trip calculation.

[0101] Optionally, the processes of steps 401 to 404 include:

[0102] Step 401: Remove trajectory points that belong to the idle trajectory points from the trajectory point sequence between the start point and end point of the stroke to obtain the effective driving trajectory point sequence.

[0103] Optionally, the vehicle management device extracts all trajectory points between the start and end points of the trip and arranges them in chronological order according to their timestamps to form a trajectory point sequence. Therefore, the trajectory point sequence refers to the set of all vehicle trajectory points arranged from the start to the end of the trip in order of collection time from earliest to latest. For example, if the start time of the trip is 10:00:01 and the end time of the trip is 10:30:00, then the sequence contains all trajectory points collected between 10:00:01 and 10:30:00.

[0104] Furthermore, the vehicle management device screens each trajectory point in the trajectory point sequence to determine whether it belongs to an idling trajectory point (this determination is achieved by matching the trajectory point's timestamp and location coordinates with the idling trajectory point's time and coordinate range). If a trajectory point belongs to an idling trajectory point, it is removed from the trajectory point sequence; if it does not belong to an idling trajectory point, it is retained in the sequence. After the removal operation, the remaining trajectory points are arranged in their original chronological order to form a valid driving trajectory point sequence. Therefore, the valid driving trajectory point sequence refers to the set of trajectory points remaining between the start and end points of the journey, excluding idling trajectory points, that reflect the actual driving state of the vehicle, and only includes trajectory points when the vehicle is in a driving state (not idling).

[0105] Step 402: Based on the x-coordinate and y-coordinate of the trajectory points corresponding to adjacent valid driving trajectory points in the valid driving trajectory point sequence, determine the actual driving interval distance between adjacent valid driving trajectory points.

[0106] Optionally, the vehicle management device selects two adjacent valid travel trajectory points (i.e., the previous valid travel trajectory point and the next valid travel trajectory point) sequentially according to the time order of the valid travel trajectory point sequence. For each pair of adjacent valid travel trajectory points, the actual travel interval distance between them is calculated based on their corresponding x-coordinate and y-coordinate. Therefore, the actual travel interval distance refers to the actual spatial distance traveled by the vehicle between two adjacent valid travel trajectory points, and the calculation method adopts the spherical distance formula:

[0107] Calculate the difference between the x-coordinate and y-coordinate of the previous valid driving trajectory point and the x-coordinate and y-coordinate of the next valid driving trajectory point, and then convert the difference into radians. Finally, substitute the formula for spherical distance: , The Earth's radius is set at 6371 kilometers (the Earth's average radius).

[0108] The vehicle management device calculates the distance between all adjacent valid driving trajectory points in the valid driving trajectory point sequence to obtain the actual driving interval distance corresponding to each pair of adjacent valid driving trajectory points.

[0109] Step 403: The adjacent valid driving trajectory points corresponding to the actual driving interval distance with a distance value greater than the preset abnormal interval threshold are identified as abnormal driving trajectory point pairs, and the actual driving interval distances with a distance value less than or equal to the preset abnormal interval threshold are added together to obtain the first cumulative distance.

[0110] Optionally, a preset abnormal interval threshold is used as a critical value to determine whether the distance between adjacent valid driving trajectory points is abnormal. It is determined based on the positioning accuracy of the vehicle-mounted device, the trajectory point collection interval, and the normal driving speed range of the vehicle. For example, it is configured as 5 kilometers (meaning that when the actual driving interval between adjacent valid driving trajectory points exceeds 5 kilometers, it is judged as an abnormal distance, which may be caused by positioning errors, data loss, etc.).

[0111] Optionally, the vehicle management device compares each actual driving interval distance with a preset abnormal interval threshold. If the actual driving interval distance corresponding to an adjacent valid driving trajectory point is greater than the preset abnormal interval threshold, it indicates that the distance between the pair of adjacent trajectory points exceeds the reasonable range under normal vehicle driving scenarios, and there is a data anomaly. In this case, the pair of adjacent valid driving trajectory points is identified as an abnormal driving trajectory point pair. Here, an abnormal driving trajectory point pair refers to a pair of trajectory points with an abnormal actual driving interval distance between adjacent valid driving trajectory points, which needs to be processed separately in subsequent distance statistics to avoid affecting the accuracy of the overall driving distance calculation.

[0112] If the actual driving interval distance corresponding to a certain adjacent valid driving trajectory point is less than or equal to the preset abnormal interval threshold, it means that the distance is within the reasonable range of normal vehicle driving. The vehicle management device includes the actual driving interval distance in the scope of valid distance statistics and accumulates all the actual driving interval distances that meet the conditions to calculate the first cumulative distance. Therefore, the first cumulative distance refers to the sum of the actual driving interval distances between all adjacent valid driving trajectory points with normal distances in the valid driving trajectory point sequence. This distance reflects the general situation of the actual driving distance of the vehicle after excluding idling and abnormal data during the journey.

[0113] Step 404: Based on the first cumulative distance, each abnormal driving trajectory point pair, and the maximum and minimum driving speeds during the vehicle's journey, determine the vehicle's journey result.

[0114] Optionally, the vehicle management device determines the vehicle trip result based on the first cumulative distance, each abnormal driving trajectory point, and the maximum and minimum driving speeds during the vehicle trip, as described in steps 4041 to 4043.

[0115] This invention effectively distinguishes multiple independent trip segments by clearly defining the start, driving, stopping, and end stages of the trip. At the same time, it filters out invalid and redundant data points in the trip by filtering out idle trajectory points, achieving a high degree of consistency between the vehicle trip results and the actual trip situation, and improving the accuracy of trip calculation.

[0116] Optionally, the processes of steps 4041 to 4043 include:

[0117] Step 4041: Based on the time information of each abnormal driving trajectory point pair, determine the time interval, and based on the maximum and minimum driving speeds, determine the average driving speed.

[0118] Optionally, for each abnormal driving trajectory point pair, the vehicle management device extracts the timestamp of the previous valid driving trajectory point and the timestamp of the next valid driving trajectory point, and calculates the difference between the two timestamps. This difference is the time interval of the abnormal driving trajectory point pair. For example, if the timestamp of the previous trajectory point is 10:10:00 and the timestamp of the next trajectory point is 10:10:10, then the time interval of the abnormal driving trajectory point pair is 10 seconds.

[0119] Optionally, the vehicle management device retrieves the maximum and minimum driving speeds during the vehicle's journey. The maximum speed refers to the highest actual speed among all speed calculation points throughout the entire journey (from the start to the end). The minimum speed refers to the lowest actual speed among all speed calculation points throughout the entire journey. The vehicle management device calculates the average driving speed. For example, if the maximum speed is 60 km / h and the minimum speed is 20 km / h, then the average driving speed is (60 + 20) / 2 = 40 km / h.

[0120] Step 4042: Based on the average driving speed and the time interval of each abnormal driving trajectory point pair, determine the abnormal correction driving distance of each abnormal driving trajectory point pair, and add the abnormal correction driving distances of each abnormal driving trajectory point pair together to obtain the second cumulative distance.

[0121] Optionally, the vehicle management device calculates the corrected driving distance for each abnormal driving trajectory point pair based on the time interval and average driving speed. The corrected driving distance refers to the distance value that conforms to the normal driving state of the vehicle after correcting the actual driving interval distance exceeding the reasonable range in the abnormal driving trajectory point pair. The calculation method is as follows: if the average driving speed is in kilometers per hour and the time interval is in seconds, then the time interval is converted to hours (conversion formula: time interval (hours) = time interval (seconds) / 3600); then the average driving speed (kilometers per hour) is multiplied by the converted time interval (hours), and the product is the corrected driving distance for that abnormal driving trajectory point pair, in kilometers. For example, if the time interval of an abnormal driving trajectory point pair is 10 seconds (converted to hours: 10 / 3600 ≈ 0.00278 hours), and the average driving speed is 40 kilometers per hour, then the corrected driving distance for that abnormal driving trajectory point pair is... km.

[0122] Furthermore, the vehicle management device accumulates the corrected driving distances of all abnormal driving trajectory point pairs. The sum of these accumulated distances is the second cumulative distance. Therefore, the second cumulative distance refers to the sum of the driving distances of all abnormal driving trajectory point pairs after correction. This distance value compensates for the statistical deviation of driving distance caused by abnormal data, making the overall driving distance statistics more accurate.

[0123] Step 4043: Determine the vehicle travel result based on the first cumulative distance and the second cumulative distance.

[0124] Optionally, the vehicle management device adds the first cumulative distance and the second cumulative distance to obtain the vehicle's travel distance result during the journey.

[0125] This invention corrects the driving distance of abnormal driving trajectory points and then adds it to the driving distance of normal driving trajectory points, achieving a high degree of consistency between the vehicle travel result and the actual travel situation, thus improving the accuracy of travel calculation.

[0126] Furthermore, the vehicle trip calculation device provided by the present invention will be described below. The vehicle trip calculation device described below can be referred to in correspondence with the vehicle trip calculation method described above.

[0127] Optional, refer to Figure 2 , Figure 2 This is a schematic diagram of the vehicle trip calculation device provided by the present invention. The vehicle trip calculation device includes:

[0128] The status monitoring module 210 is used to mark the start point of the journey and set the journey status to an active state if the vehicle enters the start stage of the journey based on the acceleration status change data of the vehicle trajectory points, and to determine whether the vehicle is stationary during the journey based on the vehicle speed change data in the active state.

[0129] The time monitoring module 220 is used to determine the idling duration based on the trajectory point corresponding to the idling time when the device is stationary, and based on the first time information corresponding to the idling start point and the second time information of the target trajectory point corresponding to the idling judgment time.

[0130] The driving monitoring module 230 is used to determine whether the vehicle has entered the end of the journey stage if the idling duration meets the preset time conditions, taking the trajectory point between the idling start point and the target trajectory point as the idling trajectory point, and based on the actual driving speed and the current state of the journey at the trajectory point corresponding to each speed calculation time.

[0131] The trip calculation module 240 is used to mark the trajectory point corresponding to the trip end time as the trip end point and set the trip status to an inactive state if the trip end time is true, and to determine the vehicle trip result based on the trip start point, idle trajectory point and trip end point.

[0132] This invention effectively distinguishes multiple independent trip segments by clearly defining the start, driving, stopping, and end stages of the trip. At the same time, by accurately marking and reasonably defining the idling trajectory points, it filters out invalid and redundant data points in the trip, avoiding the problem of not being able to correctly distinguish multiple trip segments and invalid data points not being able to be discarded, which leads to excessive deviation in the results. This achieves a high degree of consistency between the vehicle trip results and the actual trip situation, and improves the accuracy of trip calculation.

[0133] Please see Figure 3 , Figure 3 An embodiment diagram of an electronic device provided in accordance with the present invention. For example... Figure 3 As shown, this embodiment of the invention provides an electronic device 300, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor 320. When the processor 320 executes the computer program 311, it performs the following steps:

[0134] If the vehicle enters the beginning stage of the journey based on the acceleration state change data of the vehicle trajectory points, then mark the start point of the journey and set the journey state to active state, and determine whether the vehicle is stationary during the journey based on the vehicle speed change data in the active state.

[0135] If the state is stationary, the trajectory point corresponding to the stationary moment is taken as the idle start point, and the idle duration is determined based on the first time information corresponding to the idle start point and the second time information of the target trajectory point corresponding to the idle judgment moment.

[0136] If the idling duration meets the preset time condition, the trajectory point between the idling start point and the target trajectory point is taken as the idling trajectory point. Based on the actual driving speed and the current state of the travel status of the trajectory point corresponding to each speed calculation time, it is determined whether the vehicle has entered the end stage of the travel.

[0137] If so, mark the trajectory point corresponding to the end of the trip as the end point of the trip and set the trip status to inactive. Based on the start point of the trip, the idle trajectory point, and the end point of the trip, determine the vehicle trip result.

[0138] Please see Figure 4 , Figure 4 An embodiment diagram of a computer-readable storage medium provided in accordance with an embodiment of the present invention is shown. Figure 4As shown, this embodiment provides a computer-readable storage medium 400 on which a computer program 311 is stored. When the computer program 311 is executed by a processor, it performs the following steps:

[0139] If the vehicle enters the beginning stage of the journey based on the acceleration state change data of the vehicle trajectory points, then mark the start point of the journey and set the journey state to active state, and determine whether the vehicle is stationary during the journey based on the vehicle speed change data in the active state.

[0140] If the state is stationary, the trajectory point corresponding to the stationary moment is taken as the idle start point, and the idle duration is determined based on the first time information corresponding to the idle start point and the second time information of the target trajectory point corresponding to the idle judgment moment.

[0141] If the idling duration meets the preset time condition, the trajectory point between the idling start point and the target trajectory point is taken as the idling trajectory point. Based on the actual driving speed and the current state of the travel status of the trajectory point corresponding to each speed calculation time, it is determined whether the vehicle has entered the end stage of the travel.

[0142] If so, mark the trajectory point corresponding to the end of the trip as the end point of the trip and set the trip status to inactive. Based on the start point of the trip, the idle trajectory point, and the end point of the trip, determine the vehicle trip result.

[0143] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to execute the vehicle trip calculation method provided by each method, the method including:

[0144] If the vehicle enters the beginning stage of the journey based on the acceleration state change data of the vehicle trajectory points, then mark the start point of the journey and set the journey state to active state, and determine whether the vehicle is stationary during the journey based on the vehicle speed change data in the active state.

[0145] If the state is stationary, the trajectory point corresponding to the stationary moment is taken as the idle start point, and the idle duration is determined based on the first time information corresponding to the idle start point and the second time information of the target trajectory point corresponding to the idle judgment moment.

[0146] If the idling duration meets the preset time condition, the trajectory point between the idling start point and the target trajectory point is taken as the idling trajectory point. Based on the actual driving speed and the current state of the travel status of the trajectory point corresponding to each speed calculation time, it is determined whether the vehicle has entered the end stage of the travel.

[0147] If so, mark the trajectory point corresponding to the end of the trip as the end point of the trip and set the trip status to inactive. Based on the start point of the trip, the idle trajectory point, and the end point of the trip, determine the vehicle trip result.

[0148] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0149] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0150] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle travel calculation method characterized by, The method comprises the following steps: If it is determined that the vehicle enters the journey start stage based on the acceleration state change data of the vehicle trajectory points, a journey start point is marked and the journey state is set to an active state, and it is determined whether the vehicle is in a static state in the journey based on the vehicle running speed change data in the active state; If the vehicle is in the static state, a trajectory point corresponding to a static time is taken as an idle start point, and the idle duration is determined based on first time information corresponding to the idle start point and second time information of a target trajectory point corresponding to an idle judgment time; If the idle duration meets a preset time condition, trajectory points between the idle start point and the target trajectory point are taken as idle trajectory points, and it is determined whether the vehicle enters a journey end stage based on actual driving speeds of the trajectory points corresponding to each speed calculation time and the current state of the journey state; If yes, a trajectory point corresponding to a journey end time is marked as a journey end point and the journey state is set to an inactive state, and a vehicle journey result is determined based on the journey start point, the idle trajectory points and the journey end point.

2. The vehicle travel calculation method according to claim 1, characterized by, The determination of the vehicle journey result based on the journey start point, the idle trajectory points and the journey end point comprises the following steps: trajectory points belonging to the idle trajectory points in a trajectory point sequence between the journey start point and the journey end point are removed to obtain an effective driving trajectory point sequence; actual driving interval distances between adjacent effective driving trajectory points are determined based on trajectory point abscissas and trajectory point ordinates corresponding to the adjacent effective driving trajectory points in the effective driving trajectory point sequence; adjacent effective driving trajectory points corresponding to actual driving interval distances greater than a preset abnormal interval threshold value are determined as abnormal driving trajectory point pairs, and actual driving interval distances less than or equal to the preset abnormal interval threshold value are added to obtain a first cumulative distance; the vehicle journey result is determined based on the first cumulative distance, each abnormal driving trajectory point pair, a maximum driving speed and a minimum driving speed in the vehicle journey.

3. The vehicle travel calculation method according to claim 2, characterized by, The determination of the vehicle journey result based on the first cumulative distance, each abnormal driving trajectory point pair, a maximum driving speed and a minimum driving speed in the vehicle journey comprises the following steps: a time interval is determined based on time information of each abnormal driving trajectory point pair, and a driving speed average value is determined based on the maximum driving speed and the minimum driving speed; abnormal corrected driving distances of each abnormal driving trajectory point pair are determined based on the driving speed average value and the time interval of each abnormal driving trajectory point pair, and a second cumulative distance is obtained by adding the abnormal corrected driving distances of each abnormal driving trajectory point pair; the vehicle journey result is determined based on the first cumulative distance and the second cumulative distance.

4. The vehicle travel calculation method according to claim 1, characterized by, The determination of whether the vehicle enters the journey end stage based on the actual driving speeds of the trajectory points corresponding to each speed calculation time and the current state of the journey state comprises the following steps: Determine a driving speed variation between the two adjacent speed calculation time points based on the actual driving speeds of the two adjacent speed calculation time points, and determine the two adjacent speed calculation time points as an initial falling trend time point pair if the driving speed variation is less than a preset speed variation threshold; Determine an average speed falling rate of each initial falling trend time point pair based on the time interval between the two time points and the driving speed variation of the initial falling trend time point pair; Determine the initial falling trend time point pair as a target falling trend time point pair if the average speed falling rate of the initial falling trend time point pair is greater than a preset falling rate threshold, and determine all target speed calculation time points after the later time point of the target falling trend time point pair; Determine whether the vehicle enters an end-of-trip stage based on the actual driving speed and the current state of the trip state of each target speed calculation time point.

5. The vehicle travel calculation method according to claim 4, characterized by, The step of determining whether the vehicle enters the end-of-trip stage based on the actual driving speed and the current state of the trip state of each target speed calculation time point comprises: If the current state enters an inactive state, determine that the vehicle enters the end-of-trip stage; If the current state is an active state, determine that the actual driving speed of each target speed calculation time point is less than a preset driving speed threshold; If the actual driving speed of at least one target speed calculation time point is greater than or equal to the preset driving speed threshold, determine that the vehicle does not enter the end-of-trip stage; If the actual driving speed of each target speed calculation time point is less than the preset driving speed threshold, determine a cumulative time based on the later time point of the target falling trend time point pair and the last target speed calculation time point; If at least one cumulative time is greater than or equal to a preset time threshold, determine that the vehicle enters the end-of-trip stage; if each cumulative time is less than the preset time threshold, determine that the vehicle does not enter the end-of-trip stage.

6. The vehicle travel calculation method according to any one of claims 1 to 5, characterized by, The step of determining the actual driving speed comprises: Determine the positioning type of the vehicle in the trip at each speed calculation time point; Determine a position coordinate collection interval of each speed calculation time point based on the position coordinate collection frequency corresponding to the positioning type of each speed calculation time point, and determine a previous position time point and a later position time point of each speed calculation time point based on each speed calculation time point and the position coordinate collection interval corresponding to each speed calculation time point; For each speed calculation time point, perform coordinate difference between a first position coordinate corresponding to the previous position time point and a second position coordinate of the later position time point to obtain a horizontal coordinate difference and a vertical coordinate difference; Determine a position moving distance based on the horizontal coordinate difference and the vertical coordinate difference, and determine the actual driving speed of the vehicle at each speed calculation time point based on the position moving distance and the position coordinate collection interval.

7. The vehicle travel calculation method according to claim 6, characterized by, The positioning type comprises Beidou positioning, wireless local area network positioning, and base station positioning; the positioning type is Beidou positioning when the signal strength of the signal received by the vehicle-mounted device is in a first strength interval; the positioning type is switched to wireless local area network positioning when the signal strength is in a second strength interval; and the positioning type is switched to base station positioning when the signal strength is in a third strength interval.

8. A vehicle travel calculating apparatus characterized by comprising: The vehicle trip calculation method is applied to any one of claims 1-7; the vehicle trip calculation device comprises: a state monitoring module, configured to, if it is judged that the vehicle enters a trip start stage based on acceleration state change data of vehicle trajectory points, mark a trip start point and set a trip state as an active state, and determine whether the vehicle is in a static state in a trip based on vehicle running speed change data in the active state; a time monitoring module, configured to, if in the static state, take a trajectory point corresponding to a static time as an idle start point, and determine an idle duration based on first time information corresponding to the idle start point and second time information of a target trajectory point corresponding to an idle judgment time; a driving monitoring module, configured to, if the idle duration meets a preset time condition, take trajectory points between the idle start point and the target trajectory point as idle trajectory points, and determine whether the vehicle enters a trip end stage based on actual driving speeds of trajectory points corresponding to each speed calculation time and a current state of the trip state; a trip calculation module, configured to, if yes, mark a trajectory point corresponding to a trip end time as a trip end point and set the trip state as an inactive state, and determine a vehicle trip result based on the trip start point, the idle trajectory points, and the trip end point.

9. An electronic device comprising: a memory, configured to store a computer software program; a processor, configured to read and execute the computer software program, wherein the processor, when executing the computer software program, implements the vehicle trip calculation method of any one of claims 1-7.

10. A non-transitory computer readable storage medium having stored therein a computer software program, characterized in that, The computer software program, when executed by the processor, implements the vehicle trip calculation method of any one of claims 1-7.

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