Damage assessment methods, devices, computer equipment, and readable storage media

Abstract

This invention discloses a method, apparatus, computer equipment, and readable storage medium for determining transportation damage. The method includes: acquiring the type of target cargo and motion data uploaded by the terminals of relevant personnel transporting the target cargo; determining acceleration thresholds for the target cargo in different directions based on the cargo type; determining the vehicle's acceleration in different directions based on the motion data; comparing the acceleration in different directions with the corresponding acceleration thresholds; and determining the existence of transportation damage risk when the acceleration in any direction reaches the corresponding acceleration threshold. By determining acceleration thresholds in different directions based on cargo type and combining them with vehicle motion data collected by the terminal, the acceleration of the vehicle in different directions is determined separately, thereby achieving refined identification of transportation damage risk during transportation. This can improve the accuracy of transportation damage risk determination under complex driving conditions and reduce misjudgments or omissions.

Description

Technical Field

[0001] This invention relates to the field of freight management, and more particularly to a method, apparatus, computer equipment, and readable storage medium for determining freight damage. Background Technology

[0002] During cargo transportation, vehicles inevitably experience acceleration, deceleration, steering, and road bumps, which can impact or vibrate the transported goods, potentially causing damage. To mitigate the risk of cargo damage during transport, existing technologies typically monitor vehicle operation using built-in sensors or external detection equipment. This includes acquiring motion data such as vehicle speed and recording or alerting when abnormal changes are detected, thus assisting relevant personnel in risk assessment.

[0003] However, these methods have certain limitations. Existing solutions typically use uniform criteria to assess the motion state during transportation. In complex transportation environments, their ability to identify and process vehicle motion states is limited. When faced with changing driving conditions, they are prone to misjudgment or omission, affecting the overall assessment results.

[0004] Therefore, how to improve the accuracy and adaptability of cargo transportation risk assessment in complex transportation scenarios has become a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] Therefore, it is necessary to provide a method, apparatus, computer equipment, and readable storage medium for determining transportation damage, which has the advantage of improving the accuracy and adaptability of determining cargo transportation risks in complex transportation scenarios.

[0006] A method for determining transport damage includes: Obtain the type of the target cargo and the motion data uploaded by the terminals of the personnel transporting the target cargo; Based on the cargo type, the acceleration thresholds of the target cargo in different directions are determined, and the acceleration thresholds in each direction are different from the acceleration thresholds in other directions; Based on the motion data, the vehicle's acceleration in different directions is determined; The acceleration in different directions is compared with the corresponding acceleration threshold in each direction; When the acceleration in any direction reaches the corresponding acceleration threshold, it is determined that there is a risk of transport loss.

[0007] Optionally, determining the acceleration thresholds of the target cargo in different directions based on the cargo type includes: Based on the type of goods, determine the risk of damage to the target goods; Based on the aforementioned cargo damage risk, acceleration thresholds for the target cargo in different directions are determined.

[0008] Optionally, the cargo damage risk includes high risk, medium risk, and low risk, and determining the acceleration threshold of the target cargo in different directions based on the cargo damage risk includes: When the risk of damage to the target cargo is high, a first acceleration threshold for the target cargo in different directions is determined. When the risk of damage to the target cargo is medium risk, a second acceleration threshold for the target cargo in different directions is determined; When the risk of damage to the target cargo is low, a third acceleration threshold for the target cargo in different directions is determined. Wherein, the first acceleration threshold is less than the second acceleration threshold, and the second acceleration threshold is less than the third acceleration threshold.

[0009] Optionally, the motion data includes positioning data, orientation data, and acceleration data, and determining the vehicle's acceleration in different directions based on the motion data includes: Based on the location data, it is determined whether the target goods are in a moving state; When in motion, the vehicle's acceleration in different directions is determined based on the direction data and the acceleration data.

[0010] Optionally, determining the vehicle's acceleration in different directions based on the direction data and the acceleration data includes: Based on the aforementioned direction data, a vehicle coordinate system is established; The acceleration data is converted to the vehicle coordinate system to obtain the converted acceleration data; Based on the converted acceleration data, the vehicle's acceleration in different directions is determined.

[0011] Optionally, the method further includes: When a risk of transportation loss is determined, the time information and motion data corresponding to the transportation loss risk are obtained. The time information is associated with and stored with the motion data.

[0012] Optionally, the method further includes: When a risk of transportation loss is determined, transportation loss early warning information is generated based on the aforementioned movement data; The transportation damage warning information will be pushed to the relevant personnel corresponding to the target cargo.

[0013] A damage assessment device, comprising: The first acquisition module is used to acquire the type of the target goods and the motion data uploaded by the terminals of the relevant personnel transporting the target goods. The first determining module is used to determine the acceleration threshold of the target cargo in different directions based on the cargo type, wherein the acceleration threshold in each direction is different from the acceleration threshold in other directions; The second determining module is used to determine the vehicle's acceleration in different directions based on the motion data; The comparison module is used to compare the acceleration in different directions with the corresponding acceleration threshold in the corresponding direction. The determination module is used to determine the risk of transport damage when the acceleration in any direction reaches the corresponding acceleration threshold.

[0014] A computer device includes a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor implements the above-described loss determination method when executing the computer-readable instructions.

[0015] A readable storage medium storing computer-readable instructions thereon, which, when executed by a processor, implement the loss determination method.

[0016] The aforementioned method, apparatus, computer equipment, and readable storage medium for determining transportation loss include: acquiring the type of target cargo and motion data uploaded by the terminals of personnel transporting the target cargo; determining acceleration thresholds for the target cargo in different directions based on the cargo type, wherein each acceleration threshold is different from the acceleration thresholds in other directions; determining the vehicle's acceleration in different directions based on the motion data; comparing the acceleration in different directions with the corresponding acceleration thresholds; and determining the existence of transportation loss risk when the acceleration in any direction reaches the corresponding acceleration threshold. By determining acceleration thresholds in different directions based on cargo type and combining them with vehicle motion data collected by terminals, the acceleration of the vehicle in different directions is determined separately, thereby achieving refined identification of transportation loss risk during transportation. Compared with a unified determination standard, this method can improve the accuracy of transportation loss risk determination under complex driving conditions and reduce misjudgments or omissions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating a method for determining transportation losses in one embodiment of the present invention; Figure 2 This is a schematic diagram of the vehicle coordinate system in one embodiment of the present invention; Figure 3 This is a schematic diagram illustrating the relationship between different cargo damage risks and speed changes in one embodiment of the present invention; Figure 4 This is a flowchart illustrating another method for determining transportation losses in one embodiment of the present invention; Figure 5 This is a schematic diagram of a transportation loss determination device in one embodiment of the present invention; Figure 6 This is a schematic diagram of a computer device according to an embodiment of the present invention. Detailed Implementation

[0019] 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, not all, of the embodiments of the present invention. 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.

[0020] In one embodiment, such as Figure 1 As shown, a method for determining transportation damage is provided, including the following steps: 101. Obtain the type of the target cargo and the motion data uploaded by the terminals of the personnel involved in transporting the target cargo.

[0021] In this embodiment of the invention, the above-described method for determining transportation damage can be applied to a freight management platform. This platform can be constructed from a server or server cluster, and the server or server cluster can be any electronic device with functions such as data transmission, data analysis, data processing, and data storage. The freight management platform can communicate with the terminals of relevant personnel transporting the target goods through the aforementioned data transmission function to obtain the aforementioned movement data.

[0022] The aforementioned target cargo can be any item to be transported in the transportation mission, such as glass products, electronic products, liquid containers, precision instruments, ceramic products, fresh produce, or other items at risk of damage during transportation. Different target cargoes have different sensitivities to vibration, impact, or shaking during transportation; therefore, the subsequent risk assessment of transport damage can be differentiated based on the category of the target cargo.

[0023] The cargo type can reflect information about the physical attributes, packaging attributes, or fragility attributes of the target cargo. The cargo type can be directly represented by pre-defined classification results, such as fragile goods, general cargo, precision cargo, liquid cargo, or heavy cargo; it can also be represented by commodity category, packaging category, material category, etc. For example, glassware can be classified as fragile goods, bottled liquid as liquid cargo, and server hosts as precision cargo. Obtaining the cargo type provides a basis for subsequently determining acceleration thresholds in different directions.

[0024] The personnel involved in transporting the target goods can be those participating in the transportation process, such as drivers, escorts, loading and unloading personnel, delivery personnel, or receiving and verification personnel. These personnel typically carry mobile devices with them during transportation or place them inside the vehicle to continuously collect and upload motion data. In some implementations, the personnel are preferably drivers or escorts to more reliably obtain motion information corresponding to the transportation process.

[0025] The terminal can be an electronic device with data acquisition and communication capabilities, such as a smartphone, tablet computer, vehicle-mounted mobile terminal, or other portable smart device. The terminal can integrate a positioning module, a direction sensing module, and an acceleration sensing module to collect position, direction, and acceleration-related information during transportation and upload the collected data to the damage assessment entity. For ease of deployment and use, a smartphone is preferred. For example, before performing a transportation task, the driver can log in to the corresponding transportation application and continuously upload motion data via smartphone during transportation for subsequent damage risk assessment.

[0026] Motion data can reflect the motion state of a transport vehicle. Motion data can include positioning data, orientation data, and acceleration data. Positioning data reflects changes in the vehicle's position, orientation data reflects changes in the terminal's or vehicle's orientation, and acceleration data reflects impacts, vibrations, or speed changes during transport. In some implementations, positioning data can be collected by a Global Positioning System (GPS) module, orientation data by a gyroscope, electronic compass, or attitude sensor, and acceleration data by an accelerometer. Acquiring motion data provides a data foundation for subsequently determining the vehicle's acceleration in different directions.

[0027] For example, in a glass product transportation task, the driver can upload location data, direction data, and acceleration data during the transportation process via smartphone. When the transport vehicle experiences sudden acceleration, sudden deceleration, or travels through bumpy sections, the motion data collected by the terminal can reflect the corresponding motion changes, which can then be used to subsequently determine whether there is a risk of damage to the target goods.

[0028] As one possible implementation method, the type of goods can be manually entered by the user when creating a shipping order, or it can be automatically determined by the platform based on the product name, historical shipping records, packaging information, or product labels; the terminal can upload motion data in real time, at preset time intervals, or triggered when abnormal motion is detected.

[0029] 102. Based on the type of cargo, determine the acceleration threshold of the target cargo in different directions.

[0030] In this embodiment of the invention, the acceleration threshold in each direction is different from the acceleration threshold in other directions. Determining the acceleration threshold of the target cargo in different directions based on the cargo type essentially involves setting corresponding risk assessment boundaries for different directions based on the stress sensitivity characteristics of the target cargo during transportation. Since the stress sensitivity of the same cargo in the front-back, left-right, and up-down directions is often inconsistent, the acceleration thresholds for different directions can be set separately, and the acceleration threshold in each direction can be different from the acceleration thresholds in other directions. In this way, when analyzing the vehicle's motion state, it is possible to determine whether the impact or vibration in different directions has reached a level that may cause transportation damage, thereby improving the pertinence and accuracy of transportation damage assessment.

[0031] Different directions can be understood as multiple distinct directions of force experienced by the vehicle during its movement. (Combined) Figure 2 This can be further understood. Figure 2The structure of the vehicle coordinate system is shown. The direction extending along the vehicle's travel direction can be considered the front-back direction (x-direction), the direction extending laterally can be considered the left-right direction (y-direction), and the direction extending vertically can be considered the up-down direction (z-direction). Therefore, the acceleration effects on the target cargo during transportation can be analyzed in the front-back, left-right, and up-down directions respectively. Taking the front-back direction as an example, significant impacts are more likely to occur in this direction when the vehicle starts, accelerates, decelerates, or stops suddenly. Taking the left-right direction as an example, large acceleration changes are more likely to occur in this direction when the vehicle turns, changes lanes, or sways laterally. Taking the up-down direction as an example, vibrations or impacts are more likely to occur in this direction when the vehicle passes over speed bumps, potholes, or experiences bumps. Since different goods have different capacities to withstand forces in different directions, setting acceleration thresholds separately for each direction more closely reflects real-world transportation scenarios.

[0032] Acceleration thresholds can be understood as critical acceleration values ​​used to assess the risk of damage during transport. When the actual acceleration in a certain direction reaches or exceeds the corresponding acceleration threshold, the target cargo is considered to have a high probability of being damaged in that direction. Acceleration thresholds can be expressed numerically, for example, separately for the front-back, left-right, and up-down directions; or they can be expressed as a set of parameters, where one cargo type corresponds to a set of multi-directional thresholds. For example, for glass products, the up-down acceleration threshold can be set relatively small to reflect their greater sensitivity to bumps and impacts; for barrelled liquids, the left-right acceleration threshold can be set relatively small to reflect their greater risk during lateral swaying; for long, precision components, the front-back acceleration threshold can be set relatively small to reflect their greater susceptibility to impacts during rapid acceleration or deceleration.

[0033] In one implementation, cargo types can first be mapped to cargo damage risk, and then acceleration thresholds in different directions can be determined based on the cargo damage risk. That is, cargo types are not directly mapped to multi-directional thresholds, but are first classified as high-risk, medium-risk, or low-risk, and then threshold parameters in different directions are configured according to different risk levels. For example, fragile glass, ceramic ware, and precision optical components can be classified as high-risk cargo; ordinary packaged daily necessities can be classified as medium-risk cargo; and conventional goods with strong impact resistance can be classified as low-risk cargo. Under this implementation, the acceleration thresholds in each direction for high-risk cargo can be generally low, the acceleration thresholds in each direction for medium-risk cargo can be intermediate, and the acceleration thresholds in each direction for low-risk cargo can be generally high. Furthermore, directional differences can still be retained under different risk levels; that is, even for high-risk cargo, the thresholds corresponding to the front-back, left-right, and up-down directions can still be different. This reflects both the differences in the overall risk level of different cargoes and the differences in the sensitivity of the same cargo in different directions.

[0034] In another parallel implementation, cargo types can be directly mapped to acceleration thresholds in different directions without going through an intermediate division of high-risk, medium-risk, and low-risk. In other words, a cargo type and threshold parameter table can be pre-established. Once the cargo type of the target cargo is obtained, the corresponding forward / backward, left / right, and up / down thresholds can be directly looked up. For example, electronic display screens can directly correspond to the first, second, and third direction thresholds, while liquid cargo types can directly correspond to another set of direction thresholds. Using this method, threshold configuration can be more granular, making it more suitable for applications with a large variety of cargo requiring meticulous management.

[0035] Further examples can be given. Suppose the target cargo is glassware. The platform pre-configures acceleration thresholds for this cargo type: a first threshold for forward / backward acceleration, a second threshold for left / right acceleration, and a third threshold for up / down acceleration. The third threshold is lower than the first and second thresholds, indicating that the glassware is more sensitive to up / down impacts. Similarly, if the target cargo is bottled liquid, the left / right acceleration threshold can be configured to be the lowest, indicating that lateral shaking is more likely to cause liquid sloshing, container collisions, or seal instability. Furthermore, if the target cargo is ordinary cardboard packaging, relatively large thresholds can be configured for all three directions to reflect its strong resilience. By setting different thresholds for different cargo types in different directions, subsequent damage assessments can better reflect actual transportation patterns.

[0036] As one possible implementation, the acceleration thresholds in different directions can be adjusted according to the packaging status, loading method, or transportation scenario. For example, the same type of glass product may have a higher tolerance for vertical vibration when packaged with foam cushioning than when not packaged with cushioning; the same type of liquid cargo may have different sensitivities to lateral swaying when fully loaded and half-loaded; and the threshold configurations for urban road transportation and mountain road transportation may also differ. By introducing such additional factors, the precision of acceleration threshold setting can be further improved.

[0037] 103. Based on motion data, determine the vehicle's acceleration in different directions.

[0038] In this embodiment of the invention, the acceleration of the vehicle in different directions is determined based on motion data. The purpose is to transform the raw motion information collected by the terminal into directional acceleration data in the vehicle coordinate system that can be used for damage assessment. Since the motion data collected by the terminal during transportation typically includes positioning data, direction data, and acceleration data, multiple types of data can be comprehensively utilized to analyze the force changes of the vehicle in the forward-backward, left-right, and up-down directions. This approach provides a basis for subsequently comparing the acceleration in different directions with corresponding acceleration thresholds.

[0039] In one implementation, the system first determines whether the target cargo is in motion based on location data. Then, if it is in motion, the system determines the vehicle's acceleration in different directions based on directional and acceleration data. In other words, the location data primarily serves as a motion state filter, preventing invalid data collected when the vehicle is stationary, loading, unloading, or at a stationary terminal from interfering with subsequent judgments. Location data reflects changes in the transport vehicle's position and can also be used to calculate vehicle speed. When the location data indicates continuous positional changes in the vehicle, or when the vehicle speed calculated from the location data exceeds a preset speed threshold, the target cargo is considered to be in motion. In this case, the system further combines directional and acceleration data to determine the vehicle's acceleration in different directions. By first determining whether the vehicle is moving and then performing directional acceleration analysis, the accuracy of damage assessment can be improved.

[0040] Furthermore, after the vehicle is in motion, a vehicle coordinate system can be established based on the orientation data, and the acceleration data can be transformed into the vehicle coordinate system to determine the vehicle's acceleration in different directions. Here, the orientation data can be used to characterize the terminal's current orientation state or the vehicle's current direction of travel, while the acceleration data reflects the acceleration changes collected by the terminal. Since the acceleration data collected by the terminal usually corresponds to the terminal's own coordinate system, and damage assessment focuses more on the forces acting on the vehicle in the forward, left, right, and up / down directions, the vehicle coordinate system can be determined first based on the orientation data, and then the acceleration data can be transformed into the vehicle coordinate system. After the transformation, the vehicle's acceleration in different directions can be obtained. For example, after coordinate transformation, the vehicle's acceleration in the forward, left, and up / down directions can be obtained, which can be used to reflect the impact of rapid acceleration or deceleration, lateral swaying, and road bumps on the cargo.

[0041] In another parallel implementation, the vehicle's acceleration in different directions can be determined based on both positioning and acceleration data, without necessarily relying on complete direction data conversion. For example, the vehicle's current trajectory direction can be determined first based on positioning data, and this trajectory direction can be used as a reference direction for the vehicle's forward and backward directions. Then, the vehicle's acceleration in the forward and backward directions can be estimated by combining acceleration data. Simultaneously, the up and down directions can be determined by combining gravity direction information within the terminal, and the left and right directions can be determined from the remaining orthogonal directions. Using this method, the analysis of multi-directional vehicle acceleration can still be achieved, only the direction determination method differs from the aforementioned implementation. This implementation is suitable for scenarios where terminal direction data acquisition is relatively limited, but positioning data is relatively stable.

[0042] As one possible implementation, positioning data can be GPS data, BeiDou positioning data, or other satellite positioning data; direction data can be gyroscope data, electronic compass data, attitude sensor data, or the result of fusing multiple direction sensing data; acceleration data can be data output from a three-axis accelerometer. Multiple types of data can be collected and uploaded by the terminal in real time, or they can be preprocessed locally by the terminal before uploading. If local preprocessing is used, the terminal can first complete motion state recognition, direction conversion, or outlier filtering before uploading the processed directional acceleration results, thereby reducing the amount of data transmitted and improving processing efficiency.

[0043] As one possible implementation, the terminal's position may slightly shift or its angle may change during transportation, such as sliding from the driver's seat to near the seat, or changing from vertical to horizontal. To address this, the correspondence between the vehicle coordinate system and the terminal coordinate system can be dynamically updated based on continuously collected directional data to ensure that the acceleration results in different directions always match the actual force direction applied to the vehicle. In this way, even if the terminal's placement changes, the vehicle's acceleration in different directions can still be determined relatively accurately.

[0044] 104. Compare the acceleration in different directions with the corresponding acceleration threshold in the corresponding direction.

[0045] In this embodiment of the invention, accelerations in different directions are compared with corresponding acceleration thresholds for each direction. The purpose is to assess the risk of damage based on the force conditions in each direction, thereby determining whether the target cargo experiences directional impacts or vibrations that pose a risk of damage during transportation. Since acceleration thresholds for the front-back, left-right, and up-down directions can be set separately, the comparison process does not involve uniformly comparing a single comprehensive acceleration value with a single threshold. Instead, the actual acceleration in each direction is compared one-to-one with the corresponding threshold. This approach allows for more accurate identification of abnormal force conditions in different directions, avoiding the obscuring of localized directional risks by using a single judgment standard.

[0046] During the comparison, the acceleration in the vehicle's longitudinal direction can be compared with the corresponding acceleration threshold for that direction; the acceleration in the vehicle's lateral direction can be compared with the corresponding acceleration threshold for that direction; and the acceleration in the vehicle's vertical direction can be compared with the corresponding acceleration threshold for that direction. If the actual acceleration in a certain direction reaches or exceeds the corresponding acceleration threshold for that direction, the force on the target cargo in that direction can be considered to have reached the warning boundary; if the actual acceleration in a certain direction does not reach the corresponding acceleration threshold, the force in that direction can be considered to have not yet reached the risk boundary. By judging multiple directions separately, a more detailed analysis of transportation loss risk can be generated.

[0047] For example, if the target cargo is fragile, the pre-configured vertical acceleration threshold is relatively small, while the acceleration thresholds for the front-back and left-right directions are relatively large. When the transport vehicle traverses uneven surfaces, the actual vertical acceleration may reach its corresponding threshold first, while the front-back and left-right accelerations may not yet reach their respective thresholds. In this case, although not all directions show abnormalities, it can still be determined that the target cargo has a high risk of damage in the vertical direction. Similarly, if the target cargo is liquid, when the vehicle experiences significant lateral swaying, the actual acceleration in the left-right direction may reach its corresponding threshold, while other directions may not. This also identifies potential risks in the lateral direction of the target cargo.

[0048] One implementation method involves independent comparisons in each direction, outputting the comparison results for each direction separately. Taking the front-to-back direction as an example, the first comparison result for the front-to-back direction is obtained; taking the left-to-right direction as an example, the second comparison result for the left-to-right direction is obtained; and taking the up-down direction as an example, the third comparison result for the up-down direction is obtained. Subsequently, based on any comparison result satisfying the risk condition, it can be determined that there is a risk of transport damage. Using this method, the independent judgment results for each direction can be retained, facilitating subsequent risk source analysis and evidence collection. For example, when it is necessary to analyze the cause of cargo damage, the comparison results can be used to directly determine whether the risk mainly comes from rapid acceleration, lateral swaying, or road bumps.

[0049] Another parallel approach is to preprocess the accelerations in different directions before comparing them to a threshold. For example, the absolute values ​​of the accelerations in different directions can be processed first to unify the criteria for judging forward and reverse impacts; alternatively, multiple sampling points within a short time window can be averaged, the peak value taken, or the maximum change value taken before comparing with the threshold. Taking the forward and backward direction as an example, both sudden acceleration and sudden deceleration can cause impact to the cargo, so the absolute values ​​of the accelerations in the forward and backward directions can be used before comparing with the corresponding thresholds. Using this method can reduce the impact of differences in directional signs on the judgment results, making the comparison logic more stable.

[0050] As one possible implementation method, the comparison results, besides being used to subsequently determine whether there is a risk of transport damage, can also serve as a data basis for risk source analysis. For example, if the acceleration in the forward-backward direction repeatedly reaches the corresponding threshold, it can reflect significant rapid acceleration or deceleration during transportation; if the acceleration in the left-right direction repeatedly reaches the corresponding threshold, it can reflect significant lateral swaying during transportation; and if the acceleration in the up-down direction repeatedly reaches the corresponding threshold, it can reflect significant bumps and impacts during transportation. By retaining the comparison results in each direction, more comprehensive data support can be provided for subsequent risk warnings, liability analysis, or transport damage evidence collection.

[0051] 105. When the acceleration in any direction reaches the corresponding acceleration threshold, it is determined that there is a risk of transport loss.

[0052] In this embodiment of the invention, a risk of transport damage is determined when the acceleration in any direction reaches the corresponding acceleration threshold. This determination method is based on a triggering mechanism that compares results from multiple independent directions. If the force in any direction reaches the corresponding threshold, it is considered that the target cargo has been subjected to impacts or vibrations that could cause damage during transportation, thus triggering a transport damage risk determination. This approach avoids relying solely on a single comprehensive indicator and neglecting risks in local directions, making transport damage identification more sensitive and timely.

[0053] Since acceleration in different directions corresponds to different types of transportation conditions—for example, the forward / backward direction corresponds to emergency acceleration or sudden deceleration, the left / right direction corresponds to turning or lateral swaying, and the up / down direction corresponds to road bumps—if the acceleration in a certain direction reaches a threshold, it indicates that an unfavorable motion state for the target goods has occurred in that direction. For instance, when a vehicle passes over a speed bump during transportation, the acceleration in the up / down direction may rapidly increase and reach the corresponding threshold. Even if the acceleration in the forward / backward and left / right directions remains at a low level, a risk of damage during transport can still be determined. Similarly, during a sudden stop of the vehicle, the acceleration in the forward / backward direction may reach the corresponding threshold, which is sufficient to determine a risk of damage during transport, without requiring conditions in other directions to be met simultaneously.

[0054] In this embodiment of the invention, the type of target cargo and motion data uploaded by the terminals of personnel transporting the target cargo are obtained; based on the cargo type, acceleration thresholds for the target cargo in different directions are determined, with each acceleration threshold being different from the others; based on the motion data, the acceleration of the vehicle in different directions is determined; the acceleration in different directions is compared with the corresponding acceleration thresholds; when the acceleration in any direction reaches the corresponding acceleration threshold, a risk of transport damage is determined. By determining acceleration thresholds in different directions based on cargo type and combining them with vehicle motion data collected by the terminal, the acceleration of the vehicle in different directions is determined separately, thereby achieving refined identification of transport damage risks during transportation; compared to using a unified judgment standard, this method can improve the accuracy of transport damage risk determination under complex driving conditions and reduce misjudgments or omissions.

[0055] It is understood that in the specific implementation of this application, data related to cargo type, motion data, etc. are involved. When the embodiments in this application are applied to specific products or technologies, user permission or consent is required. Furthermore, the collection, use and processing of related data, as well as the construction and use of attention models, classification networks and image generation models, must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0056] Optionally, in the step of determining the acceleration threshold of the target cargo in different directions based on the cargo type, the cargo damage risk of the target cargo can also be determined based on the cargo type; and the acceleration threshold of the target cargo in different directions can be determined based on the cargo damage risk.

[0057] In this embodiment of the invention, in the process of determining the acceleration thresholds of target cargo in different directions based on cargo type, the corresponding cargo damage risk can be determined first based on the cargo type, and then the acceleration thresholds in each direction can be determined based on the cargo damage risk. By introducing cargo damage risk as an intermediate layer, the complex and diverse cargo types can be categorized, thereby reducing the complexity of threshold configuration and improving the consistency and manageability of threshold setting.

[0058] Specifically, cargo types can be mapped to corresponding risk levels. For example, based on the cargo's material, structural characteristics, packaging method, or historical transportation performance, target cargo can be categorized into high-risk, medium-risk, or low-risk categories. High-risk categories typically correspond to cargo that is highly sensitive to shock or vibration, medium-risk categories to cargo with some buffering capacity but still requiring monitoring of its transportation condition, and low-risk categories to cargo with strong shock resistance. This method allows for the unification of a wide variety of cargo types into a limited number of risk categories, facilitating subsequent parameter configuration.

[0059] After determining the risk of cargo damage, acceleration thresholds can be configured for different risk levels in each direction. For example, for high-risk categories, a lower overall acceleration threshold can be set to identify risks even with minor impacts or vibrations; for medium-risk categories, a moderate acceleration threshold can be set; and for low-risk categories, a relatively high acceleration threshold can be set to avoid unnecessary misjudgments. Furthermore, differences can still be maintained between different directions; that is, the thresholds for the front-back, left-right, and up-down directions within the same risk level can still be different to reflect the force characteristics in different directions.

[0060] This can be illustrated with an example. If the target goods are glass products, they can be classified as high-risk, with a lower vertical acceleration threshold to reflect their sensitivity to bumps and impacts; simultaneously, relatively higher thresholds can be set for the front-back and left-right directions. If the target goods are ordinary packaged goods, they can be classified as medium-risk, with moderate thresholds set for each direction. If the target goods are highly shock-resistant, they can be classified as low-risk, with higher thresholds set for each direction. By introducing this intermediate layer of risk level, the complexity of threshold configuration can be reduced while maintaining differentiation.

[0061] By first determining the risk of cargo damage and then determining the acceleration thresholds in each direction, a layered processing from coarse to fine can be achieved. This ensures the accuracy of damage assessment while improving the system's adaptability to various cargo types and transportation scenarios.

[0062] Optionally, the cargo damage risk includes high risk, medium risk, and low risk. In the step of determining the acceleration threshold of the target cargo in different directions based on the cargo damage risk, a first acceleration threshold of the target cargo in different directions can be determined when the cargo damage risk of the target cargo is high risk; a second acceleration threshold of the target cargo in different directions can be determined when the cargo damage risk of the target cargo is medium risk; and a third acceleration threshold of the target cargo in different directions can be determined when the cargo damage risk of the target cargo is low risk. Wherein, the first acceleration threshold is less than the second acceleration threshold, and the second acceleration threshold is less than the third acceleration threshold.

[0063] In this embodiment of the invention, cargo damage risk can be divided into high risk, medium risk, and low risk, and different acceleration thresholds in different directions are configured for each risk level. In other words, when the target cargo is determined to be high risk, a first acceleration threshold can be configured for the target cargo; when the target cargo is determined to be medium risk, a second acceleration threshold can be configured for the target cargo; and when the target cargo is determined to be low risk, a third acceleration threshold can be configured for the target cargo. Since high-risk cargo has a relatively weaker ability to withstand impact or vibration, the first acceleration threshold can be smaller than the second acceleration threshold; medium-risk cargo has an intermediate level of resilience, so the second acceleration threshold can be smaller than the third acceleration threshold; and low-risk cargo has a relatively strong ability to withstand impact or vibration, so the third acceleration threshold can be relatively larger. In this way, different risk levels can correspond to different judgment sensitivities, thereby making the cargo damage risk judgment results more consistent with actual transportation needs.

[0064] Furthermore, the first, second, and third acceleration thresholds can each include threshold parameters in multiple directions. For example, the first acceleration threshold can include a first front-back threshold in the front-back direction, a first left-right threshold in the left-right direction, and a first up-down threshold in the up-down direction for high-risk goods; the second acceleration threshold can include a second front-back threshold in the front-back direction, a second left-right threshold in the left-right direction, and a second up-down threshold in the up-down direction for medium-risk goods; and the third acceleration threshold can include a third front-back threshold in the front-back direction, a third left-right threshold in the left-right direction, and a third up-down threshold in the up-down direction for low-risk goods. Thus, not only are the threshold values ​​different between different risk levels, but the thresholds in different directions within the same risk level can also differ. This configuration method can reflect both the differences in overall sensitivity between high, medium, and low risk levels, as well as the specific force differences in different directions.

[0065] This can be illustrated with an example. If the target cargo is glassware, it can be classified as high-risk, and a smaller first acceleration threshold can be set. The threshold in the vertical direction can be further smaller than the thresholds in the front-back and left-right directions to reflect the glassware's greater sensitivity to bumps and impacts. If the target cargo is ordinary packaged goods, it can be classified as medium-risk, and a second acceleration threshold can be set. If the target cargo is goods with strong impact resistance, such as some metal parts or goods with sufficient cushioning, it can be classified as low-risk, and a third acceleration threshold can be set. During transportation, the same magnitude of vehicle acceleration change may trigger a risk assessment for high-risk goods but not for low-risk goods, thus allowing for a more accurate differentiation of the actual transport damage risk corresponding to different goods.

[0066] In one implementation, high-risk, medium-risk, and low-risk can be defined by a pre-established risk level table, with a corresponding relationship established between each risk level and cargo type. Once the cargo type of the target cargo is identified, the corresponding risk level can be queried first, and then the multi-directional acceleration threshold parameters corresponding to that risk level can be invoked. This approach simplifies parameter configuration and facilitates unified maintenance on the platform side. For example, the platform can pre-maintain high-risk, medium-risk, and low-risk threshold parameter groups, and directly perform the matching and invocation upon obtaining the target cargo type.

[0067] In another parallel implementation, the acceleration thresholds corresponding to high-risk, medium-risk, and low-risk goods can be further subdivided based on the transportation scenario. That is, even for high-risk goods, the corresponding first acceleration threshold can differ depending on whether the transport is in urban areas, mountainous areas, or highways. Similarly, the corresponding second and third acceleration thresholds for medium-risk and low-risk goods can be adjusted under different road conditions, loading methods, or packaging states. Using this approach allows the threshold configurations for different risk levels to more closely reflect actual transportation conditions.

[0068] As one possible implementation, the first, second, and third acceleration thresholds can be preset through human experience, or obtained through historical transportation data statistics, historical cargo damage record analysis, or simulation tests. For example, based on the correspondence between actual acceleration recorded in a large number of transportation tasks and whether cargo damage ultimately occurred, a more reasonable threshold range for different risk levels can be gradually determined. Furthermore, the first, second, and third acceleration thresholds can be iteratively optimized in subsequent applications to further improve the accuracy of risk assessment.

[0069] Optionally, the motion data includes positioning data, orientation data, and acceleration data. In the step of determining the vehicle's acceleration in different directions based on the motion data, it is also possible to determine whether the target cargo is in a moving state based on the positioning data; if it is in a moving state, the vehicle's acceleration in different directions is determined based on the orientation data and acceleration data.

[0070] In this embodiment of the invention, motion data may include positioning data, direction data, and acceleration data. Positioning data can be used to reflect changes in position during transportation, direction data can be used to reflect the current directional state of the terminal or the vehicle, and acceleration data can be used to reflect impacts, vibrations, or speed changes that occur during transportation. By jointly processing these multiple types of data, the vehicle's acceleration in different directions can be determined more accurately, thereby providing a data foundation for subsequent assessment of transportation loss risks.

[0071] Furthermore, it's possible to first determine whether the target cargo is in motion based on location data, and then, if it is in motion, determine the vehicle's acceleration in different directions based on directional and acceleration data. In this approach, location data acts as a filter for the transportation status, distinguishing between data truly in motion during transport and invalid data from stationary states. For example, during loading, unloading, waiting for departure, or intermediate stops, while the terminal may continue to collect directional and acceleration data, this data may not accurately reflect the vehicle's motion characteristics during transport. By first determining whether the vehicle is in motion, interference from stationary states, manual handling of the terminal, or slight environmental disturbances can be reduced, improving the reliability of subsequent directional acceleration determination results.

[0072] When determining whether goods are in motion based on location data, the judgment can be made based on whether the location is constantly changing, or by calculating the vehicle speed from the location data. For example, if the location changes significantly over multiple consecutive moments, it can be determined that the target goods are in motion; or, if the vehicle speed calculated from the location data is greater than a preset speed threshold, it can also be determined that the target goods are in motion. For instance, if the vehicle speed is consistently higher than a preset value, the transportation task can be considered to have entered the actual driving phase; if the vehicle speed is close to zero, or the location remains essentially unchanged for a continuous period, the target goods can be considered not currently in motion. When the goods are not in motion, the determination of acceleration in different directions can be postponed, or the currently collected data can be excluded from the basis for determining transport damage.

[0073] After confirming the vehicle is in motion, the vehicle's acceleration in different directions can be further determined based on directional and acceleration data. Directional data can be used to determine the vehicle's coordinate system or the correspondence between the terminal and the vehicle's direction, while acceleration data reflects the raw acceleration information collected by the terminal. Since acceleration data typically corresponds primarily to the terminal's own coordinate system, it can be combined with directional data for transformation, mapping the raw acceleration to the vehicle's coordinate system to obtain the vehicle's acceleration in the forward / backward, left / right, and up / down directions. In this way, the raw motion information collected by the terminal can be transformed into directional acceleration results that better meet the needs of transportation scenario analysis.

[0074] Optionally, in the step of determining the vehicle's acceleration in different directions based on the direction data and acceleration data, a vehicle coordinate system can also be established based on the direction data; the acceleration data can be transformed into the vehicle coordinate system to obtain the transformed acceleration data; and the vehicle's acceleration in different directions can be determined based on the transformed acceleration data.

[0075] In this embodiment of the invention, when determining the vehicle's acceleration in different directions based on direction data and acceleration data, a vehicle coordinate system can be first established based on the direction data. Then, the acceleration data collected by the terminal can be converted into the vehicle coordinate system to obtain the converted acceleration data, thereby determining the vehicle's acceleration in different directions. This processing method transforms acceleration information originally related to the terminal's placement state into acceleration information consistent with the actual force direction of the vehicle, making the acceleration results in different directions more consistent with the analysis needs of transportation scenarios.

[0076] Specifically, directional data can be used to reflect the current directional state of the terminal or the vehicle's driving direction. Based on directional data, the vehicle's directional reference in space can be determined, thereby establishing a vehicle coordinate system corresponding to the vehicle's forward, lateral, and vertical directions. After establishing the vehicle coordinate system, the three-axis acceleration data collected by the terminal can be transformed from the terminal coordinate system to the vehicle coordinate system. Since terminals may be placed in different ways during actual use, such as vertically, horizontally, or with a certain angle of deflection, directly using acceleration data in the terminal coordinate system is difficult to accurately reflect the forces acting on the vehicle in the forward, backward, left, right, and up / down directions. Through coordinate transformation, the influence of differences in terminal placement posture can be eliminated, allowing acceleration data to be uniformly mapped to the vehicle coordinate system.

[0077] After coordinate transformation, converted acceleration data is obtained, which directly corresponds to the vehicle's acceleration components in the longitudinal, lateral, and vertical directions. For example, one component can represent the acceleration change in the longitudinal direction, reflecting rapid acceleration or deceleration; another component can represent the acceleration change in the lateral direction, reflecting turning or lateral swaying; and yet another component can represent the acceleration change in the vertical direction, reflecting road bumps or vibrations. In this way, the raw sensor data can be transformed into directional acceleration results with clear physical meaning.

[0078] Optionally, the method can also obtain time information and motion data corresponding to the risk of transportation loss when it is determined that there is a risk of transportation loss; and store the time information and motion data together.

[0079] In this embodiment of the invention, when a risk of transportation loss is determined to exist, time information and motion data corresponding to the risk can be further obtained, and the time information and motion data can be associated and stored. This processing method allows relevant data to be recorded at the moment the risk of transportation loss occurs, enabling subsequent retrospective analysis of the transportation process based on the stored data, thereby providing data support for evidence collection of transportation loss or determination of liability.

[0080] Time information can be used to characterize the specific moment or interval in which transport loss risk occurs. For example, it can be the point in time that triggers a risk assessment, or it can be a time range, such as continuous data within a certain time window. Motion data can be the positioning data, direction data, and acceleration data corresponding to the triggering of transport loss risk, or it can be continuous motion data within a certain time range before and after that point in time. By associating time information with motion data, a correspondence between risk events and corresponding motion states can be established.

[0081] For example, during transportation, when the acceleration in a certain direction reaches a corresponding threshold and triggers a damage risk assessment, the time information at that moment can be recorded, and motion data within a certain time range before and after that moment can be acquired simultaneously. By associating and storing this time information with the motion data, the vehicle's movement within the corresponding time period can be traced back when it is necessary to analyze the cause of cargo damage later. For example, by examining the changes in acceleration during that time period, it can be determined whether there were obvious bumps, rapid accelerations, or rapid decelerations, thereby assisting in the analysis of the cause of transportation damage.

[0082] Optionally, the method can also generate early warning information about transportation damage based on motion data when it is determined that there is a risk of transportation damage; and push the early warning information about transportation damage to the relevant personnel corresponding to the target goods.

[0083] In this embodiment of the invention, when a risk of damage during transport is determined, a damage warning can be generated based on the currently acquired movement data, and this warning can be pushed to the relevant personnel corresponding to the target cargo. This processing method allows for timely alerts regarding potential cargo damage during transportation, enabling relevant personnel to be informed immediately when a risk arises, thereby taking appropriate measures to reduce the possibility of further damage.

[0084] Transportation loss warning information can be generated based on the motion data corresponding to the triggering of risk assessment. Specifically, the warning information can be described by combining the direction of the triggering risk, the magnitude of acceleration in the corresponding direction, and the current transportation status. For example, the warning information can indicate the presence of abnormal impact or vibration, and can further indicate the direction of the abnormality, such as forward / backward, left / right, or up / down. The warning information can also include corresponding acceleration values ​​or risk level information, allowing the recipient to more intuitively understand the current transportation status.

[0085] For example, during transportation, when a vehicle passes through a bumpy section of road and its vertical acceleration reaches a corresponding threshold, a warning message can be generated to indicate a strong vertical impact. Similarly, when a vehicle accelerates or decelerates rapidly and its longitudinal acceleration reaches a corresponding threshold, a warning message can be generated to indicate a significant longitudinal impact. Furthermore, when a vehicle exhibits significant lateral swaying, a warning message can be generated to indicate an abnormality in the left or right direction. By reflecting directional characteristics in the warning messages, relevant personnel can more intuitively understand the source of the risk.

[0086] After generating a transportation damage warning, this information can be pushed to relevant personnel associated with the target cargo. These personnel may include drivers, escorts, dispatchers, or other individuals involved in the transportation process. The push can be delivered via a terminal, such as displaying a warning message on the terminal interface, issuing an audio alert, or experiencing a vibration alert, enabling relevant personnel to promptly perceive risks during transportation. For example, during driving, when the terminal detects a transportation damage risk, it can display a warning message on the terminal interface, accompanied by an audio alert, thereby reminding the driver to pay attention to current road conditions or driving operations.

[0087] like Figure 3 As shown in the figure, this embodiment of the invention also provides a schematic diagram illustrating the relationship between different cargo damage risks and speed changes, through... Figure 3 It can be seen that during vehicle operation, typical operating conditions such as starting, acceleration, deceleration, and emergency stop all correspond to speed changes over time, and the trigger sensitivity varies for different cargo damage risk levels. This embodiment introduces acceleration calculated based on speed changes at each stage as a judgment criterion to achieve dynamic identification of transportation damage risks.

[0088] Taking goods with high damage risk (i.e., high risk, corresponding to a high risk value) as an example, during the sudden start-up phase, the vehicle changes from v0 to v1 within time t1, resulting in an acceleration a1 = (v1 - v0) / t1. This acceleration can be used as the judgment benchmark for this phase. When the actual detected acceleration change reaches or exceeds this benchmark, it indicates that the impact of the vehicle in the forward and backward directions has reached the risk boundary. Combined with the corresponding thresholds A1, A2, and A3 for each direction, a damage risk warning can be triggered. If the acceleration level is not reached, it is considered that no significant risk has occurred during this phase. During the acceleration phase, the vehicle changes from v1 to v2 within time t4, resulting in an acceleration a2. This acceleration can also be compared with the thresholds for each direction. During the deceleration phase, the vehicle changes from v2 to v1 within time t7, resulting in an acceleration a3. During the emergency stop phase, the vehicle changes from v1 to v0 within time t10, resulting in an acceleration a4. The same judgment logic can be used in each stage, that is, the acceleration benchmark is determined by the speed change within the corresponding time interval, and then compared with multi-directional thresholds to determine whether the risk of transportation loss is triggered.

[0089] This demonstrates that different stages of speed change essentially correspond to different types of impact sources. By converting speed changes into acceleration and matching them with multi-directional thresholds, a unified risk assessment logic can be achieved under various typical driving conditions. For medium- or low-risk goods, the same approach can be used, adjusting only the corresponding threshold settings to ensure that different risk levels have different trigger sensitivities under the same motion conditions, thereby achieving adaptive identification of transport damage risks for multiple types of goods.

[0090] like Figure 4 As shown in the figure, this embodiment of the invention also provides a flowchart of another method for determining transportation losses, through... Figure 4 It can be seen that this method is based on cargo risk identification and vehicle motion status analysis, and gradually completes the determination and early warning triggering of transportation loss risk.

[0091] Specifically, the first step is to determine the vulnerability risk level of the target goods to ascertain the sensitivity of subsequent damage assessments. Then, the vehicle's location information is obtained via a terminal, and the location is used to determine if the vehicle's position has changed, thus identifying whether the vehicle is in motion. If the vehicle is not moving, it indicates that it is not currently in actual transportation, and the corresponding process ends; if the vehicle is moving, subsequent processing continues.

[0092] After determining that the vehicle is in motion, the terminal's direction sensing capability is used to obtain the vehicle's direction of motion information, and acceleration data is combined to calculate the changes in acceleration of the vehicle in different directions. This process essentially transforms the raw motion data into acceleration information that reflects the forces acting on the vehicle in the forward, backward, left, right, and up / down directions.

[0093] After obtaining the acceleration changes in each direction, the acceleration changes are compared with the corresponding acceleration thresholds to determine whether the current motion state has reached the risk boundary of transportation damage. When the acceleration change does not reach the corresponding threshold, it means that the current motion state has not yet posed a significant risk to the goods, and the corresponding process ends; when the acceleration change reaches or exceeds the corresponding threshold, it is determined that there is a risk of transportation damage, and a transportation damage risk warning is further triggered.

[0094] Through the above process, continuous monitoring of vehicle movement during transportation can be achieved, and timely risk assessment and early warning can be carried out when abnormal impacts or vibrations occur, thereby improving the ability to control the cargo transportation process.

[0095] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0096] In one embodiment, a transportation loss determination device is provided, which corresponds one-to-one with the transportation loss determination methods described in the above embodiments. For example... Figure 5 As shown, the transportation damage assessment device includes a first acquisition module 501, a first determination module 502, a second determination module 503, a comparison module 504, and a judgment module 505. Detailed descriptions of each functional module are as follows: The first acquisition module 501 is used to acquire the type of the target goods and the motion data uploaded by the terminals of the relevant personnel transporting the target goods. The first determining module 502 is used to determine the acceleration threshold of the target cargo in different directions based on the cargo type, wherein the acceleration threshold in each direction is different from the acceleration threshold in other directions; The second determining module 503 is used to determine the acceleration of the vehicle in different directions based on the motion data; The comparison module 504 is used to compare the acceleration in different directions with the acceleration threshold in the corresponding direction. The determination module 505 is used to determine that there is a risk of transport loss when the acceleration in any direction reaches the acceleration threshold in the corresponding direction.

[0097] Optionally, the first determining module 502 is further configured to: Based on the type of goods, determine the risk of damage to the target goods; Based on the aforementioned cargo damage risk, acceleration thresholds for the target cargo in different directions are determined.

[0098] Optionally, the cargo damage risk includes high risk, medium risk, and low risk, and the first determining module 502 is further configured to: When the risk of damage to the target cargo is high, a first acceleration threshold for the target cargo in different directions is determined. When the risk of damage to the target cargo is medium risk, a second acceleration threshold for the target cargo in different directions is determined; When the risk of damage to the target cargo is low, a third acceleration threshold for the target cargo in different directions is determined. Wherein, the first acceleration threshold is less than the second acceleration threshold, and the second acceleration threshold is less than the third acceleration threshold.

[0099] Optionally, the motion data includes positioning data, orientation data, and acceleration data, and the second determining module 503 is further configured to: Based on the location data, it is determined whether the target goods are in a moving state; When in motion, the vehicle's acceleration in different directions is determined based on the direction data and the acceleration data.

[0100] Optionally, the second determining module 503 is further configured to: Based on the aforementioned direction data, a vehicle coordinate system is established; The acceleration data is converted to the vehicle coordinate system to obtain the converted acceleration data; Based on the converted acceleration data, the vehicle's acceleration in different directions is determined.

[0101] Optionally, the device further includes: The second acquisition module is used to acquire time information and motion data corresponding to the transportation loss risk when it is determined that there is a transportation loss risk. The association module is used to associate and store the time information with the motion data.

[0102] Optionally, the device further includes: The generation module is used to generate transportation loss early warning information based on the motion data when it is determined that there is a risk of transportation loss. The push module is used to push the transportation loss warning information to the relevant personnel corresponding to the target goods.

[0103] Specific limitations regarding the loss assessment device and the attention model training device can be found in the limitations of the loss assessment method above, and will not be repeated here. Each module in the aforementioned loss assessment device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0104] In one embodiment, a computer device is provided, which may be a terminal device, and its internal structure diagram may be as follows: Figure 6 As shown, the computer device includes a processor, memory, and network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes a readable storage medium storing computer-readable instructions. The network interface communicates with external terminals via a network connection. When executed by the processor, the computer-readable instructions implement a loss determination method. The readable storage medium provided in this embodiment includes both non-volatile and volatile readable storage media.

[0105] In this application embodiment, a computer device is provided, including a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor. When the processor executes the computer-readable instructions, it implements the above-described loss determination method.

[0106] In one embodiment of the application, a readable storage medium is provided, which stores computer-readable instructions. When the computer-readable instructions are executed by a processor, they implement the above-described loss determination method.

[0107] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by instructing related hardware with computer-readable instructions. These computer-readable instructions can be stored in a non-volatile readable storage medium or a volatile readable storage medium. When executed, these computer-readable instructions can include the processes of the embodiments of the methods described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0108] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0109] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application 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. Such 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 this application, and should all be included within the protection scope of this application.

Claims

1. A method for determining transportation damage, characterized in that, The method includes: Obtain the type of the target cargo and the motion data uploaded by the terminals of the personnel transporting the target cargo; Based on the cargo type, the acceleration thresholds of the target cargo in different directions are determined, and the acceleration thresholds in each direction are different from the acceleration thresholds in other directions; Based on the motion data, the vehicle's acceleration in different directions is determined; The acceleration in different directions is compared with the corresponding acceleration threshold in each direction; When the acceleration in any direction reaches the corresponding acceleration threshold, it is determined that there is a risk of transport loss.

2. The method for determining transportation damage as described in claim 1, characterized in that, The step of determining the acceleration thresholds of the target cargo in different directions based on the cargo type includes: Based on the type of goods, determine the risk of damage to the target goods; Based on the aforementioned cargo damage risk, acceleration thresholds for the target cargo in different directions are determined.

3. The method for determining transportation damage as described in claim 2, characterized in that, The cargo damage risk includes high risk, medium risk, and low risk. Determining the acceleration thresholds of the target cargo in different directions based on the cargo damage risk includes: When the risk of damage to the target cargo is high, a first acceleration threshold for the target cargo in different directions is determined. When the risk of damage to the target cargo is medium risk, a second acceleration threshold for the target cargo in different directions is determined; When the risk of damage to the target cargo is low, a third acceleration threshold for the target cargo in different directions is determined. Wherein, the first acceleration threshold is less than the second acceleration threshold, and the second acceleration threshold is less than the third acceleration threshold.

4. The method for determining transportation damage as described in claim 1, characterized in that, The motion data includes positioning data, orientation data, and acceleration data. Determining the vehicle's acceleration in different directions based on the motion data includes: Based on the location data, it is determined whether the target goods are in a moving state; When in motion, the vehicle's acceleration in different directions is determined based on the direction data and the acceleration data.

5. The method for determining transportation damage as described in claim 4, characterized in that, Determining the vehicle's acceleration in different directions based on the direction data and the acceleration data includes: Based on the aforementioned direction data, a vehicle coordinate system is established; The acceleration data is converted to the vehicle coordinate system to obtain the converted acceleration data; Based on the converted acceleration data, the vehicle's acceleration in different directions is determined.

6. The method for determining transportation damage as described in claim 1, characterized in that, The method further includes: When a risk of transportation loss is determined, the time information and motion data corresponding to the transportation loss risk are obtained. The time information is associated with and stored with the motion data.

7. The method for determining transportation damage as described in claim 1, characterized in that, The method further includes: When a risk of transportation loss is determined, transportation loss early warning information is generated based on the aforementioned movement data; The transportation damage warning information will be pushed to the relevant personnel corresponding to the target cargo.

8. A device for determining transportation damage, characterized in that, include: The first acquisition module is used to acquire the type of the target goods and the motion data uploaded by the terminals of the relevant personnel transporting the target goods. The first determining module is used to determine the acceleration threshold of the target cargo in different directions based on the cargo type, wherein the acceleration threshold in each direction is different from the acceleration threshold in other directions; The second determining module is used to determine the vehicle's acceleration in different directions based on the motion data; The comparison module is used to compare the acceleration in different directions with the corresponding acceleration threshold in the corresponding direction. The determination module is used to determine the risk of transport damage when the acceleration in any direction reaches the corresponding acceleration threshold.

9. A computer device comprising a memory, a processor, and computer-readable instructions stored in the memory and running on the processor, characterized in that, When the processor executes the computer-readable instructions, it implements the loss determination method as described in any one of claims 1 to 7.

10. A readable storage medium having computer-readable instructions stored thereon, characterized in that, When the computer-readable instructions are executed by the processor, they implement the loss determination method as described in any one of claims 1 to 7.

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