A traffic operation safety data supervision and analysis method

Abstract

The application discloses a traffic transportation driving safety data supervision analysis method. The method comprises the following steps: determining a target vehicle triggering an alarm and an alarm type, wherein the alarm type comprises a departure alarm of not departing from a departure station at a scheduled departure time and an arrival alarm of not arriving at a terminal station at a scheduled arrival time. Next, reference point information is selected from periodic reported positioning point information of the target vehicle according to the alarm type, and then driving time of the target vehicle is calculated according to a reporting time of the reference point information. Finally, whether the target vehicle has driving abnormal behavior is determined according to the driving time, so that the identification precision of driving abnormal behavior of a bus is improved.

Description

Technical Field

[0001] This application relates to the field of traffic safety technology, specifically to a method for monitoring and analyzing traffic safety data. Background Technology

[0002] The departure time and arrival time at the destination station for buses are key performance indicators for bus operations. In practice, buses report departure and arrival information to the bus dispatch center upon departure and arrival at the destination station. The dispatch center compares the received information with preset time limits, and triggers an alarm if a bus fails to depart or arrive at the destination station on time.

[0003] Considering factors such as unstable communication signals and unreasonable bus stop locations, discrepancies may arise between the indicated departure or arrival times and the actual times, or the vehicle may fail to report departure or arrival information. Currently, after a vehicle triggers an alarm, a manual method is used in conjunction with the vehicle's Global Positioning System (GPS) data to track the vehicle's trajectory. The trajectory tracking results are then used to determine if there are any driving anomalies. However, this process is time-consuming and susceptible to human error, making it difficult to guarantee the accuracy of identifying abnormal driving behavior. Summary of the Invention

[0004] This application provides a method for monitoring and analyzing traffic safety data, which is used to improve the accuracy of identifying abnormal vehicle driving behavior.

[0005] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows: This application provides a method for monitoring and analyzing traffic safety data, the method comprising: In response to a driving alarm instruction, the alarm type corresponding to the driving alarm instruction and the target vehicle that triggered the alarm are determined; wherein, the alarm type includes a departure alarm that indicates that the vehicle did not depart from the originating station at the scheduled departure time, and an arrival alarm that indicates that the vehicle did not arrive at the destination station at the scheduled arrival time. Reference point information is selected from the location point information periodically reported by the target vehicle according to the alarm type; wherein, the location point information includes the position and speed of the target vehicle at the reporting time; The travel time of the target vehicle is determined based on the reporting time of the reference point information; and the travel time is used to determine whether the target vehicle exhibits any abnormal driving behavior; wherein, the travel time includes part or all of the departure time from the originating station and the arrival time at the destination station.

[0006] In some possible embodiments, selecting reference point information from the location point information reported by the target vehicle according to the alarm type includes: If the alarm type is the departure alarm, then determine whether the target vehicle reported departure information indicating departure from the originating station in the driving route that triggered the alarm. If the departure information is received and the departure time indicated by the departure information is earlier than the expected departure time, then the first location point information located in the first region and reported within the first time period is selected from the location point information; wherein, the first region is determined based on the location of the originating station in the road network map; The first positioning point information whose vehicle speed is greater than the threshold and whose vehicle speed is not greater than the threshold in the associated positioning point information set is used as the reference positioning point information; wherein, the positioning point information set associated with any first positioning point information includes a specified number of consecutive positioning point information whose reporting time is before the first positioning point information, and the positioning point information set contains positioning point information whose reporting time is before the corresponding first positioning point information and which is adjacent to it. If the departure information is not received, the location point information with the latest reporting time and located in the first area is selected as the reference point information.

[0007] In some possible embodiments, the method further includes: If the departure information is not received, and if there is no location point information located in the first area, then a second location point information is selected from the location point information whose reporting time is earlier than the first time and whose vehicle speed is greater than the vehicle speed threshold; wherein, the first time is the time when the target vehicle arrives at the first station, and the first station is located between the originating station and the destination station; The second location point information with the earliest reporting time is used as the reference point information.

[0008] In some possible embodiments, determining the travel time of the target vehicle based on the reporting time of the reference point information includes: The reporting time of the reference point information shall be used as the departure time of the target vehicle.

[0009] In some possible embodiments, the method further includes: When the alarm type is the departure alarm, if the reference point information does not exist in the positioning point information, then the target signal whose feedback time is within the second time period is selected from the door closing signal fed back by the target vehicle; wherein, the second time period is determined according to the second time and the third time, the second time is the time when the target vehicle arrives at the second station, the second station is the next station after the originating station; the third time is before the estimated departure time. The departure time of the target vehicle is determined based on the feedback time of the target signal, and the presence of any abnormal driving behavior of the target vehicle is determined based on the departure time.

[0010] In some possible embodiments, selecting reference point information from the location point information reported by the target vehicle according to the alarm type includes: If the alarm type is the arrival alarm and no arrival information indicating that the target vehicle has arrived at the destination station is received from the target vehicle in the driving route that triggered the alarm, then the location point information that is located in the second area and has the latest reporting time is used as the reference point information; wherein, the second area is determined according to the location of the destination station in the road network map.

[0011] In some possible embodiments, the method further includes: If no location point information exists within the second area, then a third location point information is selected from the location point information whose reporting time is later than the fourth time and whose vehicle speed is greater than the vehicle speed threshold; wherein, the fourth time is the time when the target vehicle arrives at the third station, and the third station is located between the first station and the destination station; The information of the third positioning point closest to the terminal station is used as the reference point information.

[0012] In some possible embodiments, determining the travel time of the target vehicle based on the reporting time of the reference point information includes: The reporting time of the reference point information is taken as the arrival time of the target vehicle.

[0013] In this embodiment, the target vehicle triggering the alarm and the alarm type are determined. The alarm types include departure alarms (failure to depart from the originating station at the expected departure time) and arrival alarms (failure to arrive at the terminal station at the expected arrival time). Next, reference point information is selected from the target vehicle's periodically reported location point information based on the alarm type. Then, the travel time of the target vehicle is calculated based on the reporting time of the reference point information. Finally, the travel time is used to determine whether the target vehicle exhibits abnormal driving behavior, thereby improving the accuracy of identifying abnormal driving behavior in public transport vehicles. Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description, or may be learned by practicing this disclosure. The objectives and other advantages of this application can be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0014] Figure 1 This is a schematic diagram illustrating the reporting of departure information by public transport vehicles, provided in an embodiment of this application. Figure 2This is an overall flowchart of a method for identifying vehicles using counterfeit license plates, provided in an embodiment of this application. Figure 3 This is a schematic diagram illustrating the reference point information acquisition process in a departure scenario provided in an embodiment of this application. Figure 4 This is a schematic diagram illustrating the reasons for triggering the departure alarm provided in an embodiment of this application; Figure 5 A schematic diagram of the expected departure time provided in the embodiments of this application; Figure 6 This is a schematic diagram of the first positioning point information provided in an embodiment of this application; Figure 7 A schematic diagram of the location point information set provided in the embodiments of this application; Figure 8 A schematic diagram illustrating the selection of reference point information for the departure scenario provided in this application embodiment; Figure 9 Another schematic diagram showing the selection of reference point information for the departure scenario provided in the embodiments of this application; Figure 10 Another schematic diagram illustrating the selection of reference point information for the departure scenario provided in the embodiments of this application; Figure 11 This is a schematic diagram of target signal selection provided in an embodiment of this application; Figure 12 A schematic diagram illustrating the selection of reference point information for the arrival scenario provided in this application embodiment; Figure 13 This is a flowchart of the vehicle departure scenario judgment process provided in an embodiment of this application; Figure 14 This is a flowchart of the vehicle arrival scenario judgment process provided in the embodiments of this application. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. Unless otherwise specified, the embodiments and features in the embodiments of this application can be arbitrarily combined with each other. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than that shown here.

[0016] The terms "first" and "second" in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the term "comprising" and any variations thereof are intended to cover non-exclusive protection. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses. The term "multiple" in this application can mean at least two, for example, two, three, or more, and is not limited by the embodiments of this application.

[0017] As mentioned earlier, buses report departure and arrival information to the bus dispatch center when departing from the starting station and arriving at the terminal station. Specifically, as follows... Figure 1 As shown, in practical applications, sensing zones are set up at designated locations at the starting and ending points of buses. When a bus enters the sensing zone, for example... Figure 1 As shown, once a bus enters the sensing area from the bus stop sign, the sensors on the bus automatically trigger and report departure information, including the specific time the bus departed from the starting station, to the dispatch center. Similarly, when a bus arrives at the sensing area of ​​the terminal station, it automatically reports arrival information, including the specific time the bus arrived at the terminal station.

[0018] The dispatch center will compare the departure or arrival time indicated by the vehicle's reported departure or arrival information with the preset departure / arrival time. When a bus fails to depart on time or arrive at the terminal station on time, for example, when the departure time indicated in the bus's reported departure information from the originating station is earlier than the actual departure time, it indicates that the vehicle may have an abnormal driving behavior of departing early.

[0019] However, due to factors such as unstable communication signals, unreasonable bus stopping positions at starting and / or ending stations, and inaccurate collection of station geographical information, there may be discrepancies between the departure or arrival times indicated in the departure or arrival information and the actual departure or arrival times, or the dispatch center may not receive the reported signal. Currently, after a vehicle triggers an alarm, a manual method is used in conjunction with the vehicle's GPS data to track its trajectory. The trajectory tracking results are then used to determine if there are any abnormal driving behaviors. The essence of manual detection is to verify vehicle alarms; however, the above process is time-consuming and susceptible to human factors, making it difficult to guarantee the accuracy of identifying abnormal driving behaviors.

[0020] To address the aforementioned problems, the inventive concept of this application is as follows: By identifying the target vehicle and alarm type that triggers the alarm, the alarm types include departure alarms (failure to depart from the originating station at the expected departure time) and arrival alarms (failure to arrive at the terminal station at the expected arrival time). Next, reference point information is selected from the target vehicle's periodically reported location point information based on the alarm type. Then, the travel time of the target vehicle is calculated based on the reporting time of the reference point information. Finally, the travel time is used to determine whether the target vehicle exhibits abnormal driving behavior, thereby improving the accuracy of identifying abnormal driving behavior in public transportation vehicles.

[0021] Specifically, such as Figure 2 As shown, Figure 2 This application illustrates the overall flow of a traffic safety data monitoring and analysis method provided by an embodiment of the present application, specifically including: Step 201: In response to the driving alarm instruction, determine the alarm type corresponding to the driving alarm instruction and the target vehicle that triggered the alarm; wherein, the alarm type includes a departure alarm that indicates that the vehicle did not depart from the originating station at the expected departure time and an arrival alarm that did not arrive at the destination station at the expected arrival time. The alarm types in this application embodiment include departure alarms (buses failing to depart from the originating station at the scheduled departure time) and arrival alarms (buses failing to arrive at the terminal station at the scheduled arrival time). The triggering reasons for departure alarms include failure to report departure information, early departure, and delayed departure. The triggering reasons for arrival alarms include failure to report arrival information, early arrival, and delayed arrival.

[0022] When a bus fails to report its departure or arrival time within the specified time or fails to report its departure or arrival information within the designated time period, the dispatch center will trigger an alarm instruction for that bus. The alarm instruction will include the target vehicle that triggered the alarm and the alarm type that must be met.

[0023] Step 202: Select reference point information from the location point information periodically reported by the target vehicle according to the alarm type; wherein, the location point information includes the position and speed of the target vehicle at the reporting time; Currently, buses in the industry are required to activate onboard positioning devices during working hours. These devices periodically report the vehicle's own GPS data (i.e., location information), which includes the vehicle's speed and latitude / longitude coordinates at the time the location information is reported. The purpose of step 202 is to filter out reference point information from the periodically reported location information of the target vehicle based on the alarm type indicated by the alarm instruction, so as to correct the vehicle's signal reporting time.

[0024] As mentioned earlier, due to factors such as unstable communication signals and unreasonable stopping positions of buses at stations, there may be discrepancies between the time when vehicles report departure or arrival information and the actual driving status of the vehicles, or vehicles may fail to successfully report departure or arrival information.

[0025] In scenarios where buses depart from the originating station, unstable communication signals may cause buses to depart on time, but the reported departure information may not be promptly transmitted to the dispatch center. Additionally, improper bus parking at the station can also cause problems. For example, if a bus moves near the originating station before leaving, it may touch the sensor area used to report departure information. In this case, the reported departure time will not be the actual departure time. However, in most departure scenarios, there is usually no situation where a bus accidentally touches the sensor area, resulting in a falsely reported departure time later than the expected departure time.

[0026] In the arrival scenario of a vehicle reaching its final stop, unstable communication signals may cause buses to arrive on time, but the reported arrival information may not be promptly reported to the dispatch center. In the arrival scenario, there is usually no situation where the vehicle accidentally touches the sensor area, leading to false arrival reports. Therefore, this application embodiment sets corresponding correction strategies for the aforementioned three situations (failure to report departure information in the departure scenario, early departure, and failure to report arrival information in the arrival scenario). By selecting reference point information from the vehicle's reported location point information according to the corresponding correction strategy, and correcting the vehicle's actual departure or arrival time based on the reporting time of the reference point information, the false alarm rate of abnormal driving behavior can be reduced, thereby reducing the workload of the subsequent manual review stage.

[0027] Next, we will explain the handling process for triggering a departure alarm in the departure scenario, specifically as follows: Figure 3 As shown, it includes the following steps: Step 301: When the alarm type is a departure alarm, determine whether the target vehicle has reported departure information indicating departure from the originating station in the driving route that triggered the alarm. When the alarm type is a vehicle departure alarm, it means that the target vehicle has a problem such as... Figure 4 The three abnormal driving behaviors shown are: failure to report departure information, early departure (i.e., the departure time indicated in the departure information is earlier than the scheduled departure time), and delayed departure (i.e., the departure time indicated in the departure information is later than the scheduled departure time).

[0028] Based on this, after the dispatch center determines that the target vehicle has triggered a departure alarm, it pre-checks whether the target vehicle has reported departure information indicating that it has left the originating station along the route where the alarm was triggered. It should be noted that in actual operation, buses mostly travel between the originating station and the terminal station in both directions. This application embodiment sets the corresponding expected departure time slot based on the expected departure time of the target vehicle at the originating station each time in the vehicle's daily travel plan (e.g., travel timetable).

[0029] For example, according to Figure 5 The target vehicle's itinerary plan, as shown, indicates that the target vehicle travels between origin station A and destination station B. During implementation, corresponding estimated departure times can be set for each vehicle's schedule. For example... Figure 5 The vehicle's first scheduled departure time is shown as 7:00, so the first scheduled departure period can be set to 7:00-7:10. If the target vehicle fails to report departure information after 7:10, a departure alarm will be triggered.

[0030] At this point, the dispatch center will deduce the route of the target vehicle that triggered the alarm based on the trigger time of the departure alarm. Figure 4 The diagram shows route 1, which is expected to travel from origin point A to destination point B between 7:00 and 8:10. Therefore, by querying whether the target vehicle has reported departure information during the expected travel time (7:00-8:10) corresponding to route 1, it can be determined whether the target vehicle reported departure information on the route that triggered the alarm.

[0031] The technical features defined in step 301 are designed to provide a precise initial judgment and data association basis for subsequent analysis processes in departure alarm scenarios. This step first determines whether the target vehicle has reported departure information indicating its departure from the originating station along its corresponding route, based on the alarm trigger. It then automatically distinguishes the potential causes of the departure alarm for the first time, guiding the process to different data processing branches. Specifically, it separates the two different scenarios of "reported but with abnormal timing" (including early departure and delayed departure) from "not reported at all," providing the necessary premise for subsequently adopting differentiated and high-precision reference time estimation strategies for different scenarios.

[0032] While achieving the aforementioned differentiation function, step 301 ensures the accuracy of data query and analysis by associating the context information of "the driving route that triggered the alarm," binding the alarm event with the specific operational task of the vehicle at that time (i.e., a specific trip from the originating station to the destination station). The estimated departure time period is set based on the estimated departure time in the vehicle's travel plan, and the driving route of the target vehicle and its corresponding estimated travel time period are deduced from the actual alarm trigger time.

[0033] Step 301 serves to initiate and refine the entire automated verification process. It replaces the manual step of initially determining the cause of the alarm and searching for relevant trajectory data, automatically completing event correlation and initial cause screening through programmed logic. This allows the system to quickly and accurately enter the targeted in-depth analysis phase. Whether it's a "premature departure" scenario requiring verification of the reported time's authenticity, or a "non-reported" scenario requiring estimation of the departure time from historical trajectory data, step 301 provides the correct entry point and accurate data context, significantly improving the analysis efficiency of subsequent steps and the overall accuracy of the final identification of abnormal driving behavior.

[0034] Step 302: If departure or arrival information is received and the departure time indicated by the departure information is earlier than the expected departure time, then select the first location point information from the location point information, which is located in the first area and reported within the first time period; wherein, the first area is determined based on the location of the originating station on the road network map; If the dispatch center receives the departure information for the target vehicle, the possibility of an alarm being triggered due to failure to report departure information is ruled out. At this point, the departure time indicated in the departure information is compared with the estimated departure time.

[0035] If the departure time is later than the scheduled departure time, it indicates that the departure alarm for the target vehicle was triggered due to a delayed departure. In this case, the target vehicle is directly determined to have abnormal driving behavior and is handed over to manual review.

[0036] When the departure time is earlier than the scheduled departure time, it indicates that the departure alarm for the target vehicle was triggered due to early departure. In this case, the aforementioned reasons may exist. Figure 5 The example shows a situation where a target vehicle prematurely reports departure information due to accidental touch of the sensing area. Therefore, the first location point information is selected from the target vehicle's reported location point information, where the location is within the first area and the reporting time is within the first time period.

[0037] In this embodiment, the first area is a circular area within a 50-meter radius of the originating station. The first time period is determined based on standard values ​​for early and late departures. It should be noted that in practical applications, a scheduled departure time and standard values ​​for early and late departures are typically set for each vehicle. For example, if the scheduled departure time is 7:00, the corresponding standard value for early departure could be 6:57, and the standard value for late departure could be 7:03. Vehicles departing between 6:57 and 7:03 are considered to have departed normally. If a vehicle departs earlier than the standard value for early departure, it is considered an early departure; conversely, if it departs later than the standard value for late departure, it is considered a late departure. The aforementioned first time period, i.e., 6:57 to 7:03, is the time period constituted by the standard values ​​for early and late departures.

[0038] Specific implementation details are as follows: Figure 6As shown, assuming that the target vehicle has reported location information 1 to 12 indicating the vehicle's location in the first area, then location information 1 to 10, which was reported between 6:57 and 7:03, is selected from location information 1 to 12 as the first location information.

[0039] Step 303: Use the first positioning point information whose vehicle speed is greater than the threshold and whose vehicle speed is not greater than the threshold for each positioning point information in the associated positioning point information set as the reference positioning point information; wherein, the positioning point information set associated with any first positioning point information includes a specified number of consecutive positioning point information whose reporting time is before the first positioning point information, and the positioning point information set contains positioning point information whose reporting time is before the corresponding first positioning point information and which is adjacent to it. Before introducing step 303, the concept of a location point information set will be explained. In this embodiment, the first three location point information reported before each location point information is used as the location point information set associated with that location point information. Figure 6 Taking location point information 1-12 as an example, since location point information 1-3 are the first three reported location point information, and there are no three location point information reported earlier than location point information 1-3, there is no associated location point information set for location point information 1-3. Location point information 4 is associated with the location point information set of location point information 1-3. Location point information 5 is associated with the location point information set of location point information 2-4. That is, the location point information set associated with each location point information is the three consecutive location point information preceding it at the time of reporting. Therefore, from the aforementioned first location point information, the following can be determined: Figure 7 The first location point information associated with the location point information set is shown in the figure.

[0040] When executing step 303, the specific steps are as follows: Figure 8 As shown, first positioning point information 4 and 8, where the vehicle speed is greater than the vehicle speed threshold 0, are pre-selected from the first positioning point information 1 to 10. Then, it is further determined whether the vehicle speed indicated by each positioning point information in the positioning point information set associated with first positioning point information 4 and 8 is all equal to 0. For example... Figure 8 As shown, in the set of location point information associated with the first location point information 4, the vehicle speed of location point information 3 is greater than 0. However, in the set of location point information associated with the first location point information 8, the vehicle speeds of location points information 5 to 7 are all equal to 0. In this case, the first location point information 8 is used as the reference point information.

[0041] Assuming that the vehicle speed of each location point in the associated location point information set is equal to 0, and since both the first location point information 4 and 8 are within the first time period (if the target vehicle departs within the first time period, it means that the target vehicle departs on time), either the first location point information 4 or 8 can be used as the reference point information.

[0042] Step 304: If no departure or arrival information is received, select the location point information with the latest reporting time and located in the first area as the reference point information.

[0043] If no departure information is received from the target vehicle, the location point information that was reported latest and is located in the first area is selected from the location point information already reported by the target vehicle as the reference point information. (As mentioned above...) Figure 6 The location point information 1 to 12 shown in the first area will be explained in detail as follows: Figure 9 As shown. From the location point information 1 to 12, the location point information with the latest reporting time is selected as the reference point information.

[0044] Furthermore, if the target vehicle's reported location information does not include any location points within the first area, then a second location point with a reporting time earlier than the first time and a speed greater than the speed threshold is selected from the reported location point information. The second location point with the earliest reporting time is then used as the reference point information; where the first time is the time when the target vehicle arrives at the first station, which is located between the originating station and the destination station.

[0045] In this embodiment, the first station is a station adjacent to the originating station. In practice, this can be set according to the actual route length. For example, when the route is long, the third station in the route can be designated as the first station. When the route is short, the second station in the route can be designated as the first station. Alternatively, both the second and third stations can be designated as the first station. This application does not impose any limitations on this.

[0046] Assuming that the location information reported by the target vehicle is all outside the first area, it is necessary to obtain the first time when the target vehicle arrives at the first station in advance (in actual applications, the location information is usually reported by the vehicle's onboard positioning device).

[0047] If the first station only includes one station (such as the aforementioned second or third station), then if the first time the target vehicle arrives at the first station is not obtained, it is determined that the target vehicle has abnormal driving behavior.

[0048] If the first vehicle involves multiple stops (such as the aforementioned second and third stops), the arrival time of the target vehicle at the second stop is obtained in advance. If this time is not obtained, the arrival time of the target vehicle at the third stop is then obtained. If this time is still not obtained, it is determined that the target vehicle is exhibiting abnormal driving behavior.

[0049] Correspondingly, if the first time is obtained through the above process, the location information with a reporting time earlier than the first time is selected from the reported location information in advance.

[0050] When there is location information reported earlier than the first time, for example Figure 10 As shown, among the reported location point information, there are location point information 1 to 10 whose reporting time is earlier than the first time. At this time, the second location point information 7 to 10 with a vehicle speed greater than 0 is selected from the location point information 1 to 10, and the second location point information 7 with the earliest reporting time among the second location point information 7 to 10 is used as the reference point information.

[0051] Furthermore, considering that most buses are equipped with sensors to monitor their movement, if reference point information is not obtained through the above process during departure, a target signal whose feedback time falls within the second time period can be selected from the door closing signals fed back by the target vehicle. The second time period is determined based on a second time and a third time. The second time is the time when the target vehicle arrives at the second station, which is the next station after the originating station. The third time is before the expected departure time.

[0052] During implementation, if reference point information is not obtained through the above process, a second arrival time for the target vehicle at the second station is predetermined, and the standard value for the vehicle's early departure is used as the third time. The period between the third time and the second time is defined as the second time period. Specifically, as follows... Figure 11 As shown, assuming the vehicle's estimated departure time is 7:00, the standard value for early departure is 6:57, and the vehicle's feedback time is 7:20, then the second time period is 6:57~7:20. Next, the door closing signal received by the target vehicle during the second time period is taken as the target signal, i.e. Figure 11 The target signals 1 to 3 are shown in the figure.

[0053] Then, the departure time of the target vehicle is determined based on the feedback time of the target signal. In practice, the feedback time of the target signal 1 with the earliest feedback time can be used as the actual departure time of the target vehicle. If the actual departure time of the target vehicle is not within the aforementioned first time period, or if there is no target signal, it is determined that the target vehicle has abnormal driving behavior. Conversely, if the actual departure time of the target vehicle is within the first time period, it is determined that the target vehicle does not have abnormal driving behavior, and the current departure alarm is a false alarm.

[0054] The above process describes the selection procedure for reference point information in the departure scenario. Below, the selection procedure for reference point information in the arrival scenario will be explained: When the alarm type is an arrival alarm, it is pre-determined whether the arrival information of the target vehicle arriving at the destination station is received from the target vehicle in the driving route that triggered the alarm.

[0055] If the target vehicle reports its arrival information, then regardless of whether the target vehicle triggered the arrival alarm early or late, it will be determined that the target vehicle has abnormal driving behavior.

[0056] If no arrival information is received from the target vehicle, the location point that is located in the second area and has the latest reporting time will be used as the reference point; the second area is determined based on the location of the destination station on the road network map.

[0057] The second region in this embodiment is a circular area constructed with the terminal station as the center and a radius of 50 meters around it. Implementation details are as follows: Figure 12 As shown, location information 1 to 5 located in the second area are selected from the location information already reported by the target vehicle. Then, location information 5, which was reported the latest among location information 1 to 5, is used as the reference point information.

[0058] If there is no location point information in the second area, then select the third location point information from the reported location point information whose reporting time is later than the fourth time and whose vehicle speed is greater than the vehicle speed threshold, and use the third location point information closest to the destination station as the reference point information; where the fourth time is the time when the target vehicle arrives at the third station, and the third station is located between the first station and the destination station.

[0059] In this embodiment, the first station is a station near the terminal station. In practice, this can be set according to the actual route length. For example, when the route is long, the third-to-last station can be designated as the third station. When the route is short, the second-to-last station can be designated as the third station. Alternatively, both the second-to-last and third-to-last stations can be designated as the third station. This application does not impose any limitations on this.

[0060] If the third station only includes one station (such as the penultimate or penultimate station mentioned above), then if the arrival time of the target vehicle at the third station is not obtained, it is determined that the target vehicle has abnormal driving behavior.

[0061] If the third vehicle involves multiple stops (e.g., the penultimate and third-to-last stops mentioned above), the arrival time of the target vehicle at the third-to-last stop is obtained in advance. If this time is not obtained, the arrival time of the target vehicle at the penultimate stop is then obtained. If this time is still not obtained, it is determined that the target vehicle is exhibiting abnormal driving behavior.

[0062] Correspondingly, if the fourth time when the target vehicle arrives at the third station is obtained, the third positioning point information with a reporting time later than the fourth time and a speed greater than 0 is selected from the reported positioning point information, and the third positioning point information closest to the destination station is used as the reference point information.

[0063] Step 203: Determine the travel time of the target vehicle based on the reporting time of the reference point information; and determine whether the target vehicle has any abnormal driving behavior based on the travel time; wherein, the travel time includes part or all of the departure time from the originating station and the arrival time at the destination station.

[0064] In this embodiment, when the triggered alarm type is a departure alarm, the reporting time of the obtained reference point information is taken as the actual departure time of the target vehicle. If the departure time is outside the first time period constructed by the aforementioned standard values ​​for early departure and delayed departure, it is determined that the target vehicle has abnormal driving behavior.

[0065] When the alarm type triggered is an arrival alarm, the reporting time of the obtained reference point information is taken as the actual arrival time of the target vehicle. If the departure time is outside the time period constructed by the standard values ​​for early arrival and late arrival, it is determined that the target vehicle has abnormal driving behavior.

[0066] The technical features defined in step 203 constitute the key judgment step in the entire supervisory analysis method for ultimately determining abnormal driving behavior. The reference point information adaptively selected through alarm type is effectively transformed into driving time parameters that can be used for quantitative comparison. Based on these parameters, an automated comparison is performed with predetermined operating time standards, thereby outputting a clear conclusion as to whether abnormal driving behavior exists. This step guides the complex preceding data filtering and logical reasoning process towards a clear and executable judgment output, completing the closed loop from data preprocessing to behavior determination.

[0067] Specifically, this technology includes two core actions. First, the travel time is determined based on the reporting time of the reference point information. In the departure alarm scenario, the reporting time of the selected reference point information is directly used as the actual departure time of the target vehicle; in the arrival alarm scenario, it is used as the actual arrival time of the target vehicle.

[0068] For departure and arrival events that were not accurately reported or were not reported at all due to signal problems, a logically corrected and alternative timestamp is provided. It utilizes the location point information, which includes the vehicle's position and speed, and ensures, through specific filtering rules (such as location area, speed change, and associated historical point status), that the selected reference point time can most closely approximate the actual time when the vehicle leaves the originating station or arrives at the destination station.

[0069] Secondly, the system determines whether the target vehicle exhibits any abnormal driving behavior based on the determined travel time. Its technical function is to compare the calculated actual travel time with a reasonable time range pre-set by the operations management. For departures, the comparison is made with the first time period defined by both early departure and late departure standard values; for arrivals, the comparison is made with the time period comprised of the corresponding early arrival and late arrival standard values.

[0070] If the estimated time falls within this reasonable timeframe, the vehicle is deemed to be operating normally, and the previously triggered alarm may have originated from information reporting errors and was a false alarm. If the estimated time falls outside this timeframe, abnormal driving behavior, whether premature or delayed, is confirmed. This judgment mechanism replaces the traditional subjective and inefficient method of relying on manual review of vehicle trajectories. Through objective and quantitative time comparison, it achieves high-precision and automated identification of abnormal driving behavior, significantly improving the efficiency and reliability of supervisory analysis.

[0071] Next, we will proceed through... Figure 13 and Figure 14 This application describes the process for judging driving anomalies in the departure and arrival scenarios.

[0072] Figure 13 This application illustrates the process for determining driving anomalies when an alarm is triggered in a departure scenario, as described in an embodiment of this application. Specifically, it includes: Step 1301: Determine whether the target vehicle reported departure information indicating departure from the originating station along the route that triggered the alarm; Step 1302: If departure information is reported, determine whether the departure time indicated in the departure information is earlier than the expected departure time; Step 1303: If it is earlier than the expected departure time, determine whether the reported location information contains the first location information; if it is not earlier than the expected departure time, proceed to step 1315 below. Step 1304: If the first positioning point information is available, determine whether the first positioning point information contains first positioning point information that satisfies the first condition; The first condition is that the vehicle speed of the first location point information is greater than the threshold, and the vehicle speed of each location point information in the associated location point information set is not greater than the vehicle speed threshold.

[0073] Step 1305: If the first positioning point information that meets the conditions is available, then the first positioning point information that meets the conditions is used as the reference point information; otherwise, proceed to step 1310 below. Step 1306: If no departure information is reported, determine whether there is a location point information located in the first area; Step 1307: If there is location point information in the first area, then the location point information with the latest reporting time in the first area shall be used as the reference point information; Step 1308: If no location point information exists in the first area, determine whether there is a second location point information among the reported location point information with a reporting time earlier than the first time and a vehicle speed greater than the vehicle speed threshold; wherein, the first time is the time when the target vehicle arrives at the first station, and the first station is the second station and / or the third station. Step 1309: If a second location point information exists, the second location point information with the earliest reporting time shall be used as the reference point information; if the first time is not obtained, or if there is no second location point information, proceed to step 1310 below.

[0074] Step 1310: Determine whether the door closing signal fed back by the target vehicle contains a target signal whose feedback time is within the second time period; The second time period is determined based on the second and third times. The second time is the time when the target vehicle arrives at the second station, which is the next station after the originating station. The third time is before the estimated departure time. Step 1311: If a target signal is available, determine the actual departure time of the target vehicle based on the feedback time of the target signal, and proceed to step 1313 below; if a target signal is not available, proceed to step 1315 below. Step 1312: Use the reporting time of the reference point information as the actual departure time of the target vehicle; Step 1313: Determine whether the actual departure time of the target vehicle is outside the first time slot; Step 1314: If the target vehicle does not exhibit any abnormal driving behavior within the first time period; Step 1315: If outside the first time period, it is determined that the target vehicle has abnormal driving behavior.

[0075] The steps involved together constitute a set of data processing and logical judgment rules for accurately estimating the actual departure time of a vehicle and determining whether there is a driving abnormality in the departure alarm scenario. This overcomes the problem of inaccurate or missing departure time information reporting caused by factors such as unstable communication signals and vehicles accidentally triggering sensing devices within the station, thereby improving the ability to automatically and accurately verify the two types of alarms: "early departure" and "failed to report departure".

[0076] Specifically, steps 1301 to 1302 first perform a preliminary judgment to distinguish the cause of the alarm. If the departure time is not earlier than the expected time, it is directly judged as abnormal (step 1315), which simplifies the handling process for clearly delayed departures. For alarms of "early departure," subsequent steps aim to verify their authenticity. The "first positioning point information" filtering condition introduced in steps 1303 to 1305, in particular requiring that the vehicle speed is greater than a threshold and that the vehicle speed in the associated historical positioning point set is not greater than the threshold, aims to intelligently identify the critical point that represents the transition of the vehicle from a stationary state (such as being parked in the station) to a starting and driving state from the periodically reported positioning data of the vehicle. Using the reporting time of this point as a reference for the actual departure time can effectively eliminate the interference caused by abnormal departure behaviors such as vehicle movement in the station, thereby accurately distinguishing between genuine early departures and false alarms.

[0077] For the scenario of "no reported departure information," steps 1306 to 1309 provide a hierarchical reference point selection strategy. First, it attempts to obtain the latest location point within the originating station area. If not, it uses the vehicle's arrival time at subsequent stations to reverse-engineer and find the earliest location point where the vehicle began moving after leaving the originating station area as a reference. When the primary reporting mechanism fails, it uses continuous vehicle trajectory and status data (position, speed, arrival time) to logically deduce the time the vehicle left the starting area as accurately as possible, ensuring that the system can still perform effective abnormal behavior analysis even in the absence of direct reported information.

[0078] Steps 1310 to 1311 further introduce the door closing signal as an auxiliary judgment criterion. This is designed to provide a backup time judgment source based on vehicle operation signals when the primary positioning data is insufficient to provide a valid reference point, enhancing the system's robustness and success rate in scenarios with incomplete data. Finally, through steps 1312 to 1315, the estimated actual departure time is compared with the allowed normal departure time period to make a final judgment on whether abnormal driving behavior exists. This achieves automated and refined verification of departure alarms, replacing the traditional, inefficient, and error-prone manual verification method.

[0079] Figure 14 This application illustrates the process for determining driving anomalies when an alarm is triggered in an arrival scenario, as described in an embodiment of this application. Specifically, it includes: Step 1401: Determine whether the target vehicle reported arrival information indicating arrival at the destination station along the route that triggered the alarm; if arrival information was reported, it means that the arrival alarm triggered by the target vehicle was accurate, that is, the target vehicle did indeed arrive at the station early or late. At this point, proceed directly to step 1408 below; Step 1402: If no arrival information is reported, determine whether there is location point information within the second area; the second area is determined based on the location of the destination station on the road network map. Step 1403: If location point information is available within the second region, the location point information with the latest reporting time within the second region will be used as the reference point information; and proceed to step 1406 below. Step 1404: If there is no location point information located in the second area, determine whether there is a third location point information that meets the second condition among the reported location point information. The second condition is that the reporting time is later than the fourth time, and the vehicle speed is greater than the speed threshold. The fourth time is the time when the target vehicle arrives at the third station, which is the penultimate station and / or the third-to-last station. Step 1405: If third positioning point information is available, the third positioning point information closest to the destination station is used as the reference point information; if third positioning point information is not available, proceed to step 1408 below. Step 1406: Use the reporting time of the reference point information as the actual arrival time of the target vehicle; Step 1407: Determine if the arrival time is outside the preset time period; The preset time period is a time period composed of standard values ​​for early arrival and standard values ​​for late arrival; Step 1408: If outside the preset time period, determine that the target vehicle has abnormal driving behavior; Step 1409: If it is within the preset time period, then determine that the target vehicle does not have any abnormal driving behavior.

[0080] The described process involves a method for estimating the actual arrival time and determining whether a vehicle is experiencing a driving abnormality when it fails to report arrival information in an arrival alarm scenario. This addresses the problem of missing arrival information due to unstable communication signals, which prevents effective verification of arrival alarms. By constructing a hierarchical reference time estimation rule based on the vehicle's periodically reported location data, this method can automatically and reliably reconstruct the vehicle's arrival time even in the absence of direct arrival signals. This enables automated and high-precision identification of "failed to report arrival information" alarms, replacing manual trajectory tracking and improving supervision efficiency and accuracy.

[0081] Specifically, step 1401 performs an initial judgment. If arrival information has been received, the anomaly is directly confirmed. Its purpose is to quickly process alarms with complete information. First, steps 1402-1403 attempt to select the location point with the latest reporting time as a reference point within a second area determined with the previous station location as the center. The purpose of this technical feature is to use the vehicle's last known location and time as the closest approximation of the vehicle's arrival time at the terminal station when the vehicle has entered the area near the terminal station. This is the most direct and potentially least erroneous estimation method when data is available.

[0082] If the vehicle has no location point within the terminal area, steps 1404-1405 are executed. A "second condition" is introduced here: the location point's reporting time must be later than the fourth time the vehicle arrives at the penultimate or third (third station) station, and the vehicle speed must exceed a threshold. From the vehicle's historical travel trajectory data, the initial movement point where the vehicle started its journey from the station to the terminal is intelligently identified. Selecting the location point that meets this condition and is closest to the terminal as a reference allows for a reasonable estimation of the time required for the vehicle to travel from that point to the terminal, thus providing a relatively accurate estimated arrival time. This design enhances adaptability to complex driving conditions (such as signal interruptions before the terminal).

[0083] Finally, steps 1406 to 1409 take the reference point reporting time estimated by any of the above methods as the actual arrival time and compare it with the normal arrival time period (preset time period) set according to the operation specifications, thus completing the automated determination of whether the driving behavior is abnormal. If the estimated time exceeds the normal time period, it is determined that there is abnormal driving behavior (such as arriving too early or too late); if it is within the time period, it is determined that the alarm may be a false alarm and the vehicle operation is normal. The entire process ensures the continuity of driving safety supervision and analysis and the reliability of conclusions in scenarios where arrival information is missing through multi-level data backtracking and condition judgment.

[0084] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0085] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0086] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0087] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0088] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for monitoring and analyzing traffic safety data, characterized in that, The method includes: In response to a driving alarm instruction, the alarm type corresponding to the driving alarm instruction and the target vehicle that triggered the alarm are determined; wherein, the alarm type includes a departure alarm that indicates that the vehicle did not depart from the originating station at the scheduled departure time, and an arrival alarm that indicates that the vehicle did not arrive at the destination station at the scheduled arrival time. Reference point information is selected from the location point information periodically reported by the target vehicle according to the alarm type; wherein, the location point information includes the position and speed of the target vehicle at the reporting time; The travel time of the target vehicle is determined based on the reporting time of the reference point information; and the travel time is used to determine whether the target vehicle exhibits any abnormal driving behavior; wherein, the travel time includes part or all of the departure time from the originating station and the arrival time at the destination station.

2. The method according to claim 1, characterized in that, The step of selecting reference point information from the location point information reported by the target vehicle according to the alarm type includes: If the alarm type is the departure alarm, then determine whether the target vehicle reported departure information indicating departure from the originating station in the driving route that triggered the alarm. If the departure information is received and the departure time indicated by the departure information is earlier than the expected departure time, then the first location point information located in the first region and reported within the first time period is selected from the location point information; wherein, the first region is determined based on the location of the originating station in the road network map; The first positioning point information whose vehicle speed is greater than the threshold and whose vehicle speed is not greater than the threshold in the associated positioning point information set is used as the reference positioning point information; wherein, the positioning point information set associated with any first positioning point information includes a specified number of consecutive positioning point information whose reporting time is before the first positioning point information, and the positioning point information set contains positioning point information whose reporting time is before the corresponding first positioning point information and which is adjacent to it. If the departure information is not received, the location point information with the latest reporting time and located in the first area is selected as the reference point information.

3. The method according to claim 2, characterized in that, The method further includes: If the departure information is not received, and if there is no location point information located in the first area, then a second location point information is selected from the location point information whose reporting time is earlier than the first time and whose vehicle speed is greater than the vehicle speed threshold; wherein, the first time is the time when the target vehicle arrives at the first station, and the first station is located between the originating station and the destination station; The second location point information with the earliest reporting time is used as the reference point information.

4. The method according to claim 2 or 3, characterized in that, Determining the travel time of the target vehicle based on the reporting time of the reference point information includes: The reporting time of the reference point information shall be used as the departure time of the target vehicle.

5. The method according to claim 4, characterized in that, The method further includes: When the alarm type is the departure alarm, if the reference point information does not exist in the positioning point information, then the target signal whose feedback time is within the second time period is selected from the door closing signal fed back by the target vehicle; wherein, the second time period is determined according to the second time and the third time, the second time is the time when the target vehicle arrives at the second station, the second station is the next station after the originating station; the third time is before the estimated departure time. The departure time of the target vehicle is determined based on the feedback time of the target signal, and the presence of any abnormal driving behavior of the target vehicle is determined based on the departure time.

6. The method according to claim 1, characterized in that, The step of selecting reference point information from the location point information reported by the target vehicle according to the alarm type includes: If the alarm type is the arrival alarm and no arrival information indicating that the target vehicle has arrived at the destination station is received from the target vehicle in the driving route that triggered the alarm, then the location point information that is located in the second area and has the latest reporting time is used as the reference point information; wherein, the second area is determined according to the location of the destination station in the road network map.

7. The method according to claim 6, characterized in that, The method further includes: If no location point information exists within the second area, then a third location point information is selected from the location point information whose reporting time is later than the fourth time and whose vehicle speed is greater than the vehicle speed threshold; wherein, the fourth time is the time when the target vehicle arrives at the third station, and the third station is located between the first station and the destination station; The information of the third positioning point closest to the terminal station is used as the reference point information.

8. The method according to claim 6 or 7, characterized in that, Determining the travel time of the target vehicle based on the reporting time of the reference point information includes: The reporting time of the reference point information is taken as the arrival time of the target vehicle.

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