Intelligent comprehensive monitoring and management system for environmental sanitation

Abstract

The application discloses an intelligent environmental sanitation comprehensive monitoring management system and particularly relates to the technical field of monitoring management, and through real-time fusion of vehicle positioning, instantaneous vehicle speed and road congestion index, an adaptive tolerance double-dimensional evaluation model based on spatial deviation rate and time delay value is constructed, reasonable detours caused by objective congestion are actively identified, and the fence monitoring boundary and the delay determination window are dynamically adjusted, so that the reasonable detour events are automatically classified as neutral remarks for pre-filtering, precise directional early warning and effective closed-loop supervision of illegal behaviors are realized, while a large number of invalid false alarms are removed, the objectivity of operation timeliness assessment is ensured, and the reasonable rights and interests of front-line drivers are maintained.

Description

Technical Field

[0001] This invention relates to the field of monitoring and management technology, and more specifically, to an intelligent sanitation integrated monitoring and management system. Background Technology

[0002] In existing intelligent management practices for sanitation vehicles, electronic fence positioning technology based on static geographical boundaries is commonly used to ensure the standardized and orderly operation of waste collection. However, real sanitation operations are highly dependent on the dynamic physical road network of the city. Vehicles not only frequently travel through complex road conditions in farmers' markets and old urban areas, but are also often forced to detour due to emergencies such as road construction and traffic accidents. This clash between the static fence algorithm and dynamic physical road conditions constitutes a fundamental contradiction between the rigidity of the system and the flexibility of reality. When a vehicle is passively deviated due to real road conditions, the system immediately triggers a mechanical violation warning. These numerous and unavoidable invalid alarms not only subject drivers to unreasonable management and assessment pressures and lead to the spread of antagonism on site, but the massive amount of redundant data also seriously interferes with the judgment of dispatchers, easily obscuring violations that truly require serious handling, ultimately rendering the supervision mechanism ineffective and significantly weakening the actual control efficiency of the system. Summary of the Invention

[0003] In order to overcome the above-mentioned defects of the prior art, embodiments of the present invention provide an intelligent sanitation integrated monitoring and management system to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: An intelligent sanitation integrated monitoring and management system includes a data sensing module, a time delay calculation module, a confidence assessment module, a fence correction module, a delay early warning module, and a redundancy filtering module. The data sensing module is used to obtain real-time location data, instantaneous speed, congestion index of physical road network, and scheduled time of the vehicle's current operation for sanitation vehicles. The delay calculation module is used to spatially map and compare the positioning data with the preset electronic fence route to obtain the spatial deviation rate, estimate the detour distance of the vehicle based on the instantaneous vehicle speed and congestion index, and calculate the actual operation time delay value. The confidence assessment module is used to combine the spatial deviation rate and time delay value to construct an adaptive tolerance two-dimensional assessment model and quantify the confidence score of the vehicle. The fence correction module is used to determine that the vehicle is in a reasonable detour state when the confidence score is within a reasonable threshold, and to dynamically adjust the current electronic fence monitoring boundary based on the detour distance and time delay value. The delay warning module is used to set the time delay value as a dynamic delay judgment window based on the corrected monitoring boundary, archive driving behaviors that conform to the physical detour logic as strategic detour notes, and trigger violation warnings only for abnormal trajectories that deviate from the physical road conditions and exceed the delay window. The redundancy filtering module is used by the dispatch center to receive the remarks and warnings and eliminate redundant false alarms caused by physical congestion.

[0005] In a preferred embodiment, the data sensing module outputs the vehicle's longitude and latitude as positioning data through the positioning unit in the vehicle monitoring terminal, and obtains the instantaneous vehicle speed by parsing data packets from the vehicle's CAN bus. The latitude and longitude are sent to the map interface to obtain the traffic status and current traffic speed. The result of the traffic status and speed ratio is mapped to a range of 0 to 10 as the congestion index. Obtain the vehicle's identification number, query the shift schedule from the cloud platform, extract the planned arrival time and planned completion time, and generate the scheduled time.

[0006] In a preferred embodiment, the delay calculation module reads the preset center line of the electronic fence, traverses the polyline segments composed of latitude and longitude points, calculates the shortest Euclidean distance from the current positioning coordinate point to each segment, selects the minimum value as the actual vertical distance, divides the actual vertical distance by the preset fence allowable width, and uses the result as the spatial deviation rate.

[0007] In a preferred embodiment, when the congestion index is greater than or equal to a preset severe congestion threshold, the delay calculation module initiates a detour and obstacle avoidance route planning request containing the current location coordinates and the target coordinates to the map service interface, and extracts the total length of the returned planned route path as the detour distance. Divide the detour distance by the instantaneous vehicle speed to obtain the actual travel time, and calculate the remaining time difference between the current time and the planned arrival time as the normal travel allowance. Subtract the normal travel allowance from the actual travel time to obtain the actual operation time delay value.

[0008] In a preferred embodiment, the confidence assessment module presets a maximum tolerance limit for spatial deviation rate and a maximum tolerance threshold for time delay. The ratio of the spatial deviation rate to the maximum tolerance limit is calculated, and the spatial fit is obtained by subtracting the ratio from the initial value. The time delay value is calculated as a ratio to the maximum tolerance threshold, and the timeliness is obtained by subtracting the ratio from the initial value. The confidence score is calculated by weighting and summing the spatial fit, timeliness fit, and preset weight allocation coefficients, and the score ranges from 0 to 1.

[0009] In a preferred embodiment, the fence correction module performs a determination based on a confidence score: When the confidence score is greater than or equal to the preset high confidence threshold, it is determined to be a reasonable detour; when it is lower than the preset low confidence threshold, it is determined to be an illegal detour; when it is between the low confidence threshold and the high confidence threshold, it is determined to be a strategic detour and triggers a medium-level warning. When a reasonable detour is determined, the detour distance is used as the outer spacing of the original fence, and the time delay value is set as the total duration of the buffer time window of the secondary fence boundary.

[0010] In a preferred embodiment, the fence correction module constructs a rectangular buffer zone with the location points at each moment on the current vehicle detour trajectory as the center and the outer expansion distance as the radius. After comparing the edge of the buffer zone with the original fence boundary, the outer edge farther from the trajectory is taken as the dynamically expanded secondary electronic fence boundary. The secondary boundary takes effect in place of the original boundary while the detour is not yet complete, and is automatically revoked and restored to the original static fence boundary when the buffer time window reaches its end. During the period when the secondary boundary is in effect, the original internal area and the expanded area will be merged into a reasonable detour transition zone.

[0011] In a preferred embodiment, the delay warning module uses the secondary electronic fence boundary as the real-time monitoring boundary and directly sets the specific value of the actual operation time delay value as the duration of the dynamic delay judgment window. It receives positioning data uploaded by the vehicle terminal in real time, calculates the minimum Euclidean distance between the positioning coordinate point and the boundary of the secondary fence, and determines that the vehicle has crossed the boundary when the distance is greater than 0 and starts the deviation timer. When the vehicle's positioning coordinates return to within the boundary, the deviation timer is immediately reset to zero and accumulation stops.

[0012] In a preferred embodiment, if the vehicle's detour behavior has been determined to be a reasonable detour during the period when the deviation timer has not been cleared, the delay warning module will encapsulate the entire positioning coordinate sequence, the deviation start time, and the trajectory vector, generate a strategic detour note record, and write it into the log without triggering an alarm. If a vehicle's detour behavior is not marked as a reasonable detour, it will be judged as an abnormal trajectory and a violation warning signal will be triggered only if the positioning coordinates are outside the secondary fence and the deviation time exceeds the duration of the dynamic delay judgment window.

[0013] In a preferred embodiment, the redundant filtering module writes the received strategic detour notes into the approved detour mapping table inside the system with the vehicle identification number as the primary key. Upon receiving a violation warning signal, the vehicle identification number and the warning trigger time are extracted and retrieved from the mapping table; When the warning trigger time falls within the closed interval formed by the detour start time and end time in the mapping table, it is marked as a redundant false alarm and removed. When no matching record is found or the triggering time is outside the corresponding detour time window, it is determined to be valid violation data and written into the event work order pool of the management platform to generate an event work order to be processed.

[0014] The technical effects and advantages of this invention are as follows: 1. This invention aims to solve the problems in existing sanitation monitoring systems where static electronic fences cannot adapt to changes in the dynamic physical road network of cities, leading to frequent false alarms, redundant data interfering with judgment, and conflict between management and drivers. By integrating vehicle positioning, instantaneous speed, and road congestion index in real time, an adaptive tolerance dual-dimensional evaluation model based on spatial deviation rate and time delay value is constructed. This model proactively identifies reasonable detours caused by objective congestion and dynamically adjusts the fence monitoring boundary and delay judgment window. Reasonable detour events are automatically classified as neutral notes for pre-filtering, achieving accurate targeted early warning and effective closed-loop supervision of violations. While eliminating a large number of invalid false alarms, it ensures the objectivity of work efficiency assessment and protects the legitimate rights and interests of front-line drivers. Detailed Implementation

[0015] The technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0016] Example: The present invention provides an intelligent sanitation integrated monitoring and management system, including a data sensing module, a latency calculation module, a confidence assessment module, a fence correction module, a delay early warning module, and a redundancy filtering module; The data sensing module is used to obtain real-time location data, instantaneous speed, congestion index of physical road network, and scheduled time of the vehicle's current operation for sanitation vehicles. The delay calculation module is used to spatially map and compare the positioning data with the preset electronic fence route to obtain the spatial deviation rate. Based on the instantaneous vehicle speed and congestion index, it estimates the detour distance of the vehicle due to road interruption or congestion and calculates the actual operation time delay value. The confidence assessment module is used to combine the spatial deviation rate and time delay value to construct an adaptive tolerance two-dimensional assessment model, and quantitatively output the confidence score of the vehicle's current detour behavior in accordance with physical road conditions and operation timeliness. The fence correction module is used to determine that the vehicle is in a reasonable detour state caused by physical road conditions when the confidence score is within a reasonable threshold, and to dynamically adjust the current electronic fence monitoring boundary based on the detour distance and time delay value. The delay warning module is used to set the time delay value as a dynamic delay judgment window based on the corrected monitoring boundary, archive driving behaviors that conform to the physical detour logic as strategic detour notes, and trigger violation warnings only for abnormal trajectories that deviate from the physical road conditions and exceed the delay window. The redundancy filtering module is used by the dispatch center to receive the remarks and warnings, eliminate redundant false alarms caused by physical congestion, and perform closed-loop supervision based on the filtered valid violation data, thereby reducing the antagonism between frontline drivers and management caused by mechanical alarms.

[0017] In this embodiment of the invention, the real-time acquisition of the sanitation vehicle's current location data, instantaneous speed, physical road network congestion index, and the vehicle's scheduled operation time specifically includes: The vehicle monitoring terminal outputs the vehicle's current longitude and latitude as positioning data at a preset cycle through the Beidou / GPS dual-mode positioning unit; at the same time, the vehicle terminal parses the current instantaneous vehicle speed data packet from the vehicle's CAN bus to directly obtain the vehicle's current instantaneous speed.

[0018] The vehicle terminal sends the current longitude and latitude to the real-time traffic query interface of a third-party high-precision map service provider through the built-in network; the interface returns the traffic status word corresponding to the current road segment, as well as the current actual traffic speed Vactual and the preset historical free flow speed Vfree of the road segment; After calculating the initial value according to the congestion index conversion formula I=10×(1-Vactual / Vfree), the received road condition status word is threshold-mapped and converted into a continuous value in the range of 0 to 10, which is used as the congestion index of the physical road network. The specific determination rules are as follows: when the road condition status word is "smooth", the value calculated by the above formula is directly used as the physical road network congestion index, which falls in the range of 0 to 2.9; when the road condition status word is "slow", the calculated value is directly used as the physical road network congestion index, which falls in the range of 3 to 6.9; when the road condition status word is "congested", the calculated value is directly used as the physical road network congestion index, which falls in the range of 7 to 9.9; when the road condition status word is "traffic control", since vehicles are physically unable to pass, the physical road network congestion index of that road segment is directly assigned a value of 10.

[0019] The vehicle-mounted terminal obtains its own vehicle identifier and sends a daily work plan query request to the backend cloud management platform via wireless network. After receiving the request, the cloud management platform matches and extracts the task number, planned arrival time at the work area, and planned completion time of the vehicle from the daily shift task table in the business database, and summarizes them to generate the scheduled time for the vehicle's current operation.

[0020] In this embodiment of the invention, the positioning data is spatially mapped and compared with the preset electronic fence route to obtain the spatial deviation rate. Based on the instantaneous vehicle speed and congestion index, the detour distance of the vehicle due to road interruption or congestion is estimated, and the resulting actual operation time delay is calculated. Specifically, this includes: The system reads the preset centerline of the electronic fence, which is composed of continuous, ordered line segments formed by latitude and longitude coordinates. It iterates through each line segment of the fence centerline, calculating the shortest Euclidean distance from the current vehicle's location coordinates to each segment. The distance with the smallest value is selected as the actual vertical distance between the vehicle and the fence centerline. This actual vertical distance is then divided by the preset allowable fence width, and the result is taken as the current vehicle's spatial deviation rate.

[0021] While calculating the spatial deviation rate, the congestion index of the physical road network is determined. When the congestion index is greater than or equal to a preset severe congestion threshold (value of 8), the vehicle's current passage is determined to be obstructed. The system assembles navigation parameters including the vehicle's current location coordinates (as the starting point) and the target work area coordinates (as the ending point), and initiates a detour and obstacle avoidance route planning request to a third-party online map service interface. The third-party map service returns a planned route that avoids the interrupted or congested area based on the real-time road network status. The system extracts the total path length of the planned route and uses this total path length as the estimated detour distance.

[0022] After obtaining the estimated detour distance, the system divides it by the instantaneous vehicle speed to obtain the actual travel time required for the vehicle to detour; at the same time, it retrieves the planned arrival time from the aforementioned scheduled time and calculates the remaining time difference between the current time and the planned arrival time as the remaining normal passage time.

[0023] The difference between the actual travel time and the normal travel allowance is the actual delay in the vehicle's operation time caused by road interruption or congestion. When the difference is positive, it means that the actual operation time of the vehicle has exceeded the scheduled time, that is, a delay has occurred. When the difference is negative or equal to zero, it means that the vehicle is still within the planned arrival time window.

[0024] In this embodiment of the invention, an adaptive tolerance two-dimensional evaluation model is constructed by combining the spatial deviation rate and the time delay value, and the confidence score of the vehicle's current detour behavior matching the physical road conditions and operation timeliness is quantitatively output, specifically including: The maximum tolerance limit for spatial deviation rate is preset (the value is set to 100%, which means that the vehicle is completely off the planned path), and the maximum tolerance threshold for operation time delay is set to 30 minutes, which means that the vehicle should complete the cleaning task within the specified time limit as much as possible.

[0025] The ratio of the spatial deviation rate to the maximum tolerance limit is calculated, and the initial value is subtracted from the ratio. The result is used as the normalized fit score in the spatial dimension, i.e., the spatial fit score. The spatial fit score is between 0 and 1. When the spatial deviation rate is 0, the spatial fit score is equal to 1, indicating that the vehicle fits the preset route throughout the entire journey. When the spatial deviation rate reaches or exceeds 100%, the spatial fit score is equal to 0, indicating that the vehicle has completely deviated from the predetermined range.

[0026] Simultaneously, the ratio of the actual operation time delay value to the maximum tolerance threshold is calculated, and the initial value is subtracted from the ratio. The result is used as the normalized fit score in the time dimension, i.e., the timeliness fit score. The timeliness fit score is between 0 and 1. When the time delay value is 0, the timeliness fit score is equal to 1, indicating that the vehicle has not caused any delay to the planned schedule. When the time delay value reaches or exceeds 30 minutes, the timeliness fit score is equal to 0, indicating that the vehicle has seriously exceeded the prescribed operation time limit.

[0027] An adaptive tolerance two-dimensional evaluation model is constructed based on spatial fit and timeliness fit: the preset weight allocation coefficient α is read, the preset value of which is 0.5, and it is used to balance and adjust between the two dimensions of space and time; the adaptive tolerance two-dimensional evaluation model is weighted and summed according to the following calculation formula S=α×spatial fit+(1-α)×timeliness fit to obtain the confidence score, which ranges from 0 to 1.

[0028] In this embodiment of the invention, when the confidence score is within a reasonable threshold, it is determined that the vehicle is in a reasonable detour state caused by physical road conditions, and the current electronic fence monitoring boundary is dynamically adjusted based on the detour distance and time delay value, specifically including: Based on the confidence score, the final judgment result is output, which shows that the vehicle's current detour behavior matches the physical road conditions and work timeliness: when the confidence score is greater than or equal to the preset high confidence threshold (set to 0.8), the detour behavior is judged as a reasonable detour caused by physical congestion; when the confidence score is lower than the preset low confidence threshold (set to 0.4), it is judged as an illegal detour caused by non-physical road conditions; when the confidence score is between the low confidence threshold of 0.4 and the high confidence threshold of 0.8, it is judged as a strategic detour with deviation risk, and a medium-level warning is triggered.

[0029] When it is determined that the vehicle is in a reasonable detour state due to physical congestion, the estimated detour distance is used as the outer spacing of the original fence boundary; at the same time, the actual operation time delay value is set as the total duration of the buffer time window of the current secondary electronic fence boundary.

[0030] Centered on the various time-point locations along the vehicle's current actual detour trajectory, and with the aforementioned expansion distance as the radius, continuous rectangular buffer zones are constructed on both sides of the vehicle's detour trajectory in the normal direction. The edges of these rectangular buffer zones are compared with the original fence boundary, and the outer edge farther from the vehicle's current trajectory is selected as the dynamically expanded secondary electronic fence boundary. During the period until the vehicle's detour is complete, the secondary electronic fence boundary replaces the original static fence boundary as the effective boundary for real-time monitoring.

[0031] The aforementioned buffer time window is used as the duration of the secondary boundary's effective period. When the buffer time window reaches its end, the secondary electronic fence boundary is automatically revoked, and the real-time monitoring boundary is restored to the original static fence boundary.

[0032] During the period when the aforementioned secondary electronic fence boundary is in effect, the area inside the original electronic fence and the area covered by the expansion of the secondary boundary will be merged into a reasonable detour transition zone. The violation prevention warning process will only be triggered when the vehicle's trajectory spatially exceeds the boundary of the reasonable detour transition zone and the vehicle's travel time exceeds the duration of the buffer time window.

[0033] When a vehicle returns to the area enclosed by the original electronic fence boundary within the buffer time window, it is directly determined that the detour has ended, the secondary boundary is terminated in advance, and the monitoring boundary is restored to the original static fence boundary.

[0034] In this embodiment of the invention, based on the corrected monitoring boundary, the time delay value is set as a dynamic delay determination window, driving behaviors that conform to physical detour logic are archived as strategic detour notes, and violation warnings are triggered only for abnormal trajectories that deviate from physical road conditions and exceed the delay window, specifically including: Obtain the dynamically expanded secondary electronic fence boundary generated and sent to the vehicle, and use it as the currently effective real-time monitoring boundary.

[0035] Set the specific value of the actual operation time delay (e.g., 15 minutes) directly as the duration of the dynamic delay determination window in this detour event.

[0036] The system receives real-time location data uploaded by the vehicle-mounted terminal at a fixed frequency and calculates the minimum Euclidean distance between the current location coordinates and the boundary polygon of the secondary electronic fence. When the minimum Euclidean distance is greater than 0, it is determined that the vehicle's location coordinates are outside the boundary of the secondary electronic fence, and a deviation timer is started for this detour. This timer accumulates continuously from the moment the vehicle's location point first crosses the boundary. When the vehicle's location coordinates return to the interior of the secondary electronic fence boundary during driving (i.e., the minimum Euclidean distance equals 0), the deviation timer is immediately reset to zero and accumulation stops.

[0037] During the period before the deviation timer is reset, the determination status of the detour behavior is identified. If the vehicle detour behavior has been determined to be a reasonable detour caused by physical congestion, the entire sequence of location coordinates, the start time of the deviation, and the detour trajectory vector of the vehicle during the deviation process are encapsulated to generate a strategic detour note record. The note record is marked as neutral information and is only written to the background log file without triggering screen pop-up prompts or audio alarm signals.

[0038] If a vehicle's detour is not marked as a legitimate detour, a dual-condition check will continue: first, whether the vehicle's current location coordinates are still outside the secondary fence boundary (i.e., the minimum Euclidean distance is greater than 0); second, whether the currently accumulated deviation time has exceeded the duration of the set dynamic delay judgment window. Only when both of the above conditions are met simultaneously will the current trajectory be judged as an abnormal trajectory that deviates from the physical road conditions and exceeds the tolerance time limit, and a violation warning signal will be immediately generated and sent to the dispatch center.

[0039] When a vehicle returns to the secondary electronic fence boundary within the duration of the dynamic delay determination window, the aforementioned deviation timing is terminated directly, without triggering a violation warning signal. The deviated trajectory segment is simply stored in the storage unit as a normal driving log.

[0040] In this embodiment of the invention, the dispatch center receives the remarks and warnings, eliminates redundant false alarms caused by physical congestion, and performs closed-loop supervision based on the filtered valid violation data, reducing the antagonism between frontline drivers and management caused by mechanical alarms, specifically including: The dispatch center simultaneously opens two data receiving channels. The first channel receives generated strategic detour notes, and the second channel receives triggered violation warning signals. The dispatch center writes all received strategic detour notes into an approved detour mapping table within the system, using the vehicle identification number as the primary key and the timestamp of the detour as the secondary key. Each record in this mapping table contains a unique vehicle identifier, detour start time, detour end time, and the corresponding detour trajectory coordinate sequence.

[0041] When the dispatch center receives any violation warning signal, it first extracts the vehicle identification number and the warning trigger time encapsulated in the warning signal, and uses these as search criteria to search the approved detour mapping table.

[0042] The retrieval logic is as follows: when the warning trigger time falls within the closed interval formed by the detour start time and detour end time corresponding to the vehicle identification number in the mapping table, it is determined that the warning event coincides with the confirmed physical congestion detour in the time dimension. The warning signal is marked as a redundant false alarm caused by physical congestion, and the status of the warning signal is changed to an identified neutral event. It is then directly removed from the queue of events to be handled and will no longer trigger pop-up prompts and sound alarms on the dispatcher's operation interface.

[0043] If no record matching the vehicle identification number and the warning trigger time is found in the mapping table, or if the warning trigger time is outside the detour time window corresponding to the vehicle identification number, the current warning signal will be determined as valid violation data. The vehicle identification number, coordinates of the violation area, duration of vehicle deviation from the original fence, violation trigger time, and violation category will be automatically written into the event work order pool of the management platform to generate a pending event work order.

[0044] After opening a pending event work order, the dispatcher retrieves the historical speed records and trajectory mappings of the corresponding vehicle during the violation period for a second manual review. Once the violation is confirmed, the operator enters the corresponding penalty category and deduction points into the work order, triggering a status change to "closed loop" and simultaneously updating the management platform database. After all the above operations are completed, the closed-loop monitoring process corresponding to this valid violation data is finished.

[0045] By automating the verification of the legality of warning signals in advance at the system end, only valid violation data that has been verified and not intercepted will be converted into work orders to be processed and enter the manual handling process. Mechanical alarms caused by physical road congestion are marked as neutral events and removed at the system end, avoiding such false alarms from entering the subsequent penalty loop. This reduces the number of invalid tickets or rectification notices that cannot be avoided by the system to front-line drivers at the source, and reduces the daily antagonism between front-line drivers and managers caused by mechanical false alarms from the system.

[0046] The above formulas are all dimensionless calculations. The formulas are derived from software simulations based on a large amount of collected data to obtain the most recent real-world results. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0047] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more sets of available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium. A semiconductor medium can be a solid-state drive.

[0048] It should be understood that in the various embodiments of this application, the order of the above-mentioned processes 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 this application.

[0049] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0050] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An intelligent sanitation integrated monitoring and management system, characterized in that: It includes a data perception module, a latency calculation module, a confidence assessment module, a fence correction module, a delay warning module, and a redundancy filtering module; The data sensing module is used to obtain real-time location data, instantaneous speed, congestion index of physical road network, and scheduled time of the vehicle's current operation for sanitation vehicles. The delay calculation module is used to spatially map and compare the positioning data with the preset electronic fence route to obtain the spatial deviation rate, estimate the detour distance of the vehicle based on the instantaneous vehicle speed and congestion index, and calculate the actual operation time delay value. The confidence assessment module is used to combine the spatial deviation rate and time delay value to construct an adaptive tolerance two-dimensional assessment model and quantify the confidence score of the vehicle. The fence correction module is used to determine that the vehicle is in a reasonable detour state when the confidence score is within a reasonable threshold, and to dynamically adjust the current electronic fence monitoring boundary based on the detour distance and time delay value. The delay warning module is used to set the time delay value as a dynamic delay judgment window based on the corrected monitoring boundary, archive driving behaviors that conform to the physical detour logic as strategic detour notes, and trigger violation warnings only for abnormal trajectories that deviate from the physical road conditions and exceed the delay window. A redundancy filtering module is used by the dispatch center to receive the remarks and warnings and eliminate redundant false alarms caused by physical congestion.

2. The intelligent sanitation integrated monitoring and management system according to claim 1, characterized in that: The data sensing module outputs the vehicle's longitude and latitude as positioning data through the positioning unit in the vehicle monitoring terminal, and obtains the instantaneous vehicle speed by parsing data packets from the vehicle's CAN bus. The latitude and longitude are sent to the map interface to obtain the traffic status and current traffic speed. The result of the traffic status and speed ratio is mapped to a range of 0 to 10 as the congestion index. Obtain the vehicle's identification number, query the shift schedule from the cloud platform, extract the planned arrival time and planned completion time, and generate the scheduled time.

3. The intelligent sanitation integrated monitoring and management system according to claim 1, characterized in that: The delay calculation module reads the preset center line of the electronic fence, traverses the polyline segments composed of latitude and longitude points, calculates the shortest Euclidean distance from the current positioning coordinate point to each segment, selects the minimum value as the actual vertical distance, divides the actual vertical distance by the preset fence allowable width, and uses the result as the spatial deviation rate.

4. The intelligent sanitation integrated monitoring and management system according to claim 1, characterized in that: When the congestion index is greater than or equal to the preset severe congestion threshold, the delay calculation module initiates a detour and obstacle avoidance route planning request containing the current location coordinates and target coordinates to the map service interface, and extracts the total length of the returned planned route path as the detour distance. Divide the detour distance by the instantaneous vehicle speed to obtain the actual travel time, and calculate the remaining time difference between the current time and the planned arrival time as the normal travel allowance. Subtract the normal travel allowance from the actual travel time to obtain the actual operation time delay value.

5. The intelligent sanitation integrated monitoring and management system according to claim 1, characterized in that: The confidence assessment module presets the maximum tolerance limit for spatial deviation rate and the maximum tolerance threshold for time delay. The ratio of the spatial deviation rate to the maximum tolerance limit is calculated, and the spatial fit is obtained by subtracting the ratio from the initial value. The time delay value is calculated as a ratio to the maximum tolerance threshold, and the timeliness is obtained by subtracting the ratio from the initial value. The confidence score is calculated by weighting and summing the spatial fit, timeliness fit, and preset weight allocation coefficients, and the score ranges from 0 to 1.

6. The intelligent sanitation integrated monitoring and management system according to claim 1, characterized in that: The fence correction module performs a determination based on the confidence score: When the confidence score is greater than or equal to the preset high confidence threshold, it is determined to be a reasonable detour; when it is lower than the preset low confidence threshold, it is determined to be an illegal detour; when it is between the low confidence threshold and the high confidence threshold, it is determined to be a strategic detour and triggers a medium-level warning. When a reasonable detour is determined, the detour distance is used as the outer spacing of the original fence, and the time delay value is set as the total duration of the buffer time window of the secondary fence boundary.

7. The intelligent sanitation integrated monitoring and management system according to claim 6, characterized in that: The fence correction module constructs a rectangular buffer zone with the location points at each moment on the vehicle's current detour trajectory as the center and the outer expansion distance as the radius. After comparing the edge of the buffer zone with the original fence boundary, the outer edge farther from the trajectory is taken as the dynamically expanded secondary electronic fence boundary. The secondary boundary takes effect in place of the original boundary during the period before the detour is completed, and is automatically revoked and restored to the original static fence boundary when the buffer time window reaches the end time. During the period when the secondary boundary is in effect, the original internal area and the expanded area will be merged into a reasonable detour transition zone.

8. The intelligent sanitation integrated monitoring and management system according to claim 1, characterized in that: The delay warning module uses the secondary electronic fence boundary as the real-time monitoring boundary and directly sets the specific value of the actual operation time delay value as the duration of the dynamic delay judgment window. It receives positioning data uploaded by the vehicle terminal in real time, calculates the minimum Euclidean distance between the positioning coordinate point and the boundary of the secondary fence, and determines that the vehicle has crossed the boundary when the distance is greater than 0 and starts the deviation timer. When the vehicle's positioning coordinates return to within the boundary, the deviation timer is immediately reset to zero and accumulation stops.

9. The intelligent sanitation integrated monitoring and management system according to claim 8, characterized in that: If the vehicle's detour behavior has been determined to be a reasonable detour during the period when the deviation timer has not been cleared, the delay warning module will encapsulate the entire positioning coordinate sequence, deviation start time and trajectory vector, generate a strategic detour note record and write it to the log, without triggering an alarm. If a vehicle's detour behavior is not marked as a reasonable detour, it will be judged as an abnormal trajectory and a violation warning signal will be triggered only if the positioning coordinates are outside the secondary fence and the deviation time exceeds the duration of the dynamic delay judgment window.

10. The intelligent sanitation integrated monitoring and management system according to claim 1, characterized in that: The redundant filtering module writes the received strategic detour notes into the approved detour mapping table inside the system with the vehicle identification number as the primary key. Upon receiving a violation warning signal, the vehicle identification number and the warning trigger time are extracted and retrieved from the mapping table; When the warning trigger time falls within the closed interval formed by the detour start time and end time in the mapping table, it is marked as a redundant false alarm and removed. When no matching record is found or the triggering time is outside the corresponding detour time window, it is determined to be valid violation data and written into the event work order pool of the management platform to generate an event work order to be processed.