CN111369810A - Vehicle travel characteristic acquisition method and device, electronic equipment and storage medium - Google Patents
Vehicle travel characteristic acquisition method and device, electronic equipment and storage medium Download PDFInfo
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Abstract
The embodiment of the invention provides a method and a device for acquiring vehicle travel characteristics, electronic equipment and a storage medium, relates to the technical field of intelligent transportation, and can improve the accuracy of the acquired vehicle travel characteristics. The embodiment of the invention comprises the following steps: and sequencing the target travel records generated when the vehicle to be analyzed passes through each gate according to the time sequence of the vehicle to be analyzed passing through each gate. Wherein, each target trip record includes at least: the method comprises the steps that information of a bayonet through which a vehicle to be analyzed passes and the moment at which the vehicle to be analyzed passes through the bayonet are obtained, and the information of the bayonet is used for identifying the bayonet through which the vehicle to be analyzed passes. And then calculating the running speed of the vehicle to be analyzed between every two adjacent gates. And judging whether the running speed is less than a speed threshold value. If the running speed is smaller than the speed threshold value, determining the bayonet through which the vehicle to be analyzed passes first in the two adjacent bayonets as the end point of one running track, and determining the bayonet through which the vehicle to be analyzed passes later as the start point of the other running track.
Description
Technical Field
The invention relates to the technical field of intelligent transportation, in particular to a method and a device for acquiring vehicle travel characteristics, electronic equipment and a storage medium.
Background
The urban traffic problem is always the most concerned content of the public, the large-scale construction period of the infrastructure of China has passed, and the urban traffic control thought gradually changes from reconstruction to heavy management. The travel characteristics of the urban vehicles are analyzed, and the urban traffic time and space distribution characteristics can be acquired, and the important support effect can be played for traffic demand management, management strategy formulation and traffic system planning. The travel characteristics of the vehicle comprise a starting point and an end point of a travel track of one travel of the vehicle and time corresponding to the starting point and the end point.
In the related art, the method for acquiring the vehicle travel characteristics comprises the following steps: and calculating the time difference of the moments when the vehicle to be analyzed passes through every two adjacent gates on the road, and if the time difference of the moments when the vehicle to be analyzed passes through the two adjacent gates on the road is greater than a time threshold value, determining that the vehicle to be analyzed passes through the two adjacent gates as two trips. However, the distances between different adjacent bayonets are different, and it is obviously unreasonable for each adjacent bayonet to correspond to the same time threshold. The trip characteristics of the vehicle acquired in the related art are inaccurate.
Disclosure of Invention
An object of the embodiments of the present invention is to provide a method and an apparatus for acquiring a travel characteristic of a vehicle, an electronic device, and a storage medium, so as to solve a problem that the travel characteristic of the vehicle acquired in the related art is inaccurate. The specific technical scheme is as follows:
in a first aspect, an embodiment of the present invention provides a vehicle travel characteristic obtaining method, where the method includes:
sequencing target travel records generated when a vehicle to be analyzed passes through each gate according to the time sequence of the vehicle to be analyzed passing through each gate; wherein each of the target trip records at least comprises: the information of the bayonet at which the vehicle to be analyzed passes through and the moment at which the vehicle to be analyzed passes through the bayonet; the gate information is used for identifying a gate through which the vehicle to be analyzed passes;
calculating the running speed of the vehicle to be analyzed between every two adjacent bayonets; the two adjacent bayonets are two bayonets corresponding to two adjacent moments;
judging whether the running speed is smaller than a speed threshold value;
and if the running speed is less than the speed threshold value, determining the bayonet through which the vehicle to be analyzed firstly passes in the two adjacent bayonets as the end point of one running track, and determining the bayonet through which the vehicle to be analyzed secondly passes as the start point of the other running track.
Optionally, the calculating the running speed of the vehicle to be analyzed between each two adjacent gates includes:
determining the position of a gate through which the vehicle to be analyzed passes according to the gate information;
mapping the positions of all the checkpoints passed by the vehicle to be analyzed into road topology;
for each gate passed by the vehicle to be analyzed, determining a road intersection closest to the gate in the road topology as a track node passed by the vehicle to be analyzed; and calculating the running speed of the vehicle to be analyzed between every two adjacent track nodes corresponding to every two adjacent gates as the running speed of the vehicle to be analyzed between every two adjacent gates.
Optionally, the calculating the running speed of the vehicle to be analyzed between every two adjacent track nodes corresponding to every two adjacent checkpoints includes:
for every two adjacent track nodes passed by the vehicle to be analyzed, calculating the distance between the two adjacent track nodes according to the shortest path of the two adjacent track nodes in the road topology;
and determining the quotient of the distance and the time difference of the vehicle to be analyzed passing through the two adjacent gates as the running speed of the vehicle to be analyzed between the two adjacent track nodes.
Optionally, the determining whether the driving speed is less than a speed threshold includes:
determining a time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes aiming at every two adjacent track nodes passed by the vehicle to be analyzed;
and judging whether the running speed of the vehicle to be analyzed between the two adjacent track nodes is less than a speed threshold corresponding to the time period.
Optionally, the method further includes:
calculating the speed of each vehicle passing through a target road section in the time period, wherein the target road section is a road section corresponding to the shortest path between the two adjacent track nodes;
and determining the minimum speed except the speed abnormal value as the speed threshold corresponding to the time period from the speeds of the vehicles passing through the target road section.
In a second aspect, an embodiment of the present invention provides a vehicle travel characteristic obtaining apparatus, where the apparatus includes:
the sorting module is configured to sort the target travel records generated when the vehicle to be analyzed passes through the various checkpoints according to the time sequence when the vehicle to be analyzed passes through the various checkpoints; wherein each of the target trip records at least comprises: the information of the bayonet at which the vehicle to be analyzed passes through and the moment at which the vehicle to be analyzed passes through the bayonet; the gate information is used for identifying a gate through which the vehicle to be analyzed passes;
the calculation module is configured to calculate the running speed of the vehicle to be analyzed between every two adjacent bayonets; the two adjacent bayonets are two bayonets corresponding to two adjacent moments;
a determination module configured to determine whether the travel speed calculated by the calculation module is less than a speed threshold;
the determining module is configured to determine, when the driving speed determined by the determining module is less than a speed threshold, a gate through which the vehicle to be analyzed passes first in the two adjacent gates as an end point of one driving track, and determine a gate through which the vehicle to be analyzed passes later as a start point of another driving track.
Optionally, the computing module is specifically configured to:
determining the position of a gate through which the vehicle to be analyzed passes according to the gate information;
mapping the positions of all the checkpoints passed by the vehicle to be analyzed into road topology;
for each gate passed by the vehicle to be analyzed, determining a road intersection closest to the gate in the road topology as a track node passed by the vehicle to be analyzed; and calculating the running speed of the vehicle to be analyzed between every two adjacent track nodes corresponding to every two adjacent gates as the running speed of the vehicle to be analyzed between every two adjacent gates.
Optionally, the computing module is specifically configured to:
for every two adjacent track nodes passed by the vehicle to be analyzed, calculating the distance between the two adjacent track nodes according to the shortest path of the two adjacent track nodes in the road topology;
and determining the quotient of the distance and the time difference of the vehicle to be analyzed passing through the two adjacent gates as the running speed of the vehicle to be analyzed between the two adjacent track nodes.
Optionally, the determining module is specifically configured to:
determining a time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes aiming at every two adjacent track nodes passed by the vehicle to be analyzed;
and judging whether the running speed of the vehicle to be analyzed between the two adjacent track nodes is less than a speed threshold corresponding to the time period.
Optionally, the calculating module is further configured to calculate a speed of each vehicle passing through a target road segment in the time period, where the target road segment is a road segment corresponding to a shortest path between the two adjacent track nodes;
the determination module is further configured to determine a minimum speed except for a speed abnormal value as a speed threshold corresponding to the time period from speeds of respective vehicles passing through the target link.
In a third aspect, an electronic device is provided, which includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete communication with each other through the communication bus;
a memory for storing a computer program;
and the processor is used for realizing any one of the steps of the vehicle travel characteristic acquisition method when executing the program stored in the memory.
In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium, where a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, the method for obtaining a vehicle travel characteristic is implemented as any one of the above-mentioned vehicle travel characteristic obtaining method steps.
In a fifth aspect, the embodiment of the present invention further provides a computer program product containing instructions, which when run on a computer, causes the computer to execute any of the above-mentioned vehicle travel characteristic acquisition method steps.
The embodiment of the invention at least comprises the following beneficial effects: the embodiment of the invention can judge whether the running speed of the vehicle to be analyzed between every two adjacent bayonets is smaller than the speed threshold value. If the running speed is less than the speed threshold value, it indicates that the vehicle to be analyzed has a running stop state in the time period when the vehicle to be analyzed passes through the two bayonets, so that the two bayonets through which the vehicle to be analyzed passes do not belong to the same running track of the vehicle to be analyzed, and therefore, of the two adjacent bayonets, the bayonets through which the vehicle to be analyzed passes first are determined as the end point of one running track, and the bayonets through which the vehicle to be analyzed passes later are determined as the start point of the other running track. According to the embodiment of the invention, whether the vehicle to be analyzed passes through the two adjacent gates belongs to the same driving track is determined according to the driving speed of the vehicle to be analyzed between the two adjacent gates, so that the time difference of the time when the vehicle to be analyzed passes through the two adjacent gates and the distance between the two adjacent gates are considered, and the obtained travel characteristic of the vehicle to be analyzed is more accurate.
Of course, not all of the advantages described above need to be achieved at the same time in the practice of any one product or method of the invention.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a flowchart of a vehicle travel characteristic obtaining method according to an embodiment of the present invention;
fig. 2 is a flowchart of another vehicle travel characteristic obtaining method according to an embodiment of the present invention;
fig. 3 is a flowchart of another vehicle travel characteristic obtaining method according to an embodiment of the present invention;
FIG. 4 is an exemplary diagram of a road topology provided by an embodiment of the present invention;
fig. 5 is a flowchart of another vehicle travel characteristic obtaining method according to an embodiment of the present invention;
fig. 6 is a schematic structural diagram of a vehicle travel characteristic obtaining apparatus according to an embodiment of the present invention;
fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, fig. 1 is a flowchart of a vehicle travel characteristic obtaining method provided by an embodiment of the present invention, and the method may be applied to a server. The method comprises the following steps:
and 101, sequencing target travel records generated when the vehicle to be analyzed passes through each gate according to the time sequence of the vehicle to be analyzed passing through each gate.
Wherein, each target trip record includes at least: the method comprises the steps that the information of a bayonet through which a vehicle to be analyzed passes and the time when the vehicle to be analyzed passes through the bayonet are obtained; wherein the gate information is used for identifying the gate through which the vehicle to be analyzed passes.
In one embodiment, the target travel records generated when the vehicle to be analyzed passes through each gate may be sorted in the order from the morning to the evening when the vehicle to be analyzed passes through each gate.
For example: there are three sets of target trip records, where target trip record 1 includes: checkpoint information a and 08:00 (the moment when the vehicle to be analyzed passes the checkpoint), the target trip record 2 includes: checkpoint information b and 08:50 (the moment when the vehicle to be analyzed passes the checkpoint), the target trip record 3 includes: the gate information c and 08:20 (the moment when the vehicle to be analyzed passes the gate). Sequencing the three groups of target travel records according to the sequence of the time when the vehicle to be analyzed passes through each gate from morning to evening, wherein the sequenced result is as follows: target trip record 1, target trip record 3 and target trip record 2.
Optionally, the bayonet information may be a bayonet position, or may also be a unique bayonet identifier, and the corresponding bayonet may be identified according to both the bayonet position and the unique bayonet identifier.
Optionally, before step 101, a target trip record needs to be obtained, where the method for obtaining the target trip record includes: and screening out target travel records with target vehicle identifications from the travel records generated by the vehicles passing through the various checkpoints so as to obtain the target travel records generated by the vehicles to be analyzed passing through the various checkpoints. The target vehicle identification is the vehicle identification of the vehicle to be analyzed.
Optionally, the target vehicle is identified as a target license plate number.
The method for screening the target travel records comprises the following steps: and (4) preprocessing the travel records generated by the vehicles passing through each gate, and screening out the target travel records with the target vehicle identification from the preprocessed travel records. Wherein, the pretreatment comprises at least one of the following: deleting preset fields in each trip record, deleting trip records of the same vehicle with the quantity larger than a first quantity threshold value, and deleting trip records of the same vehicle with the quantity smaller than a second quantity threshold value.
It can be understood that the embodiment of the invention can obtain the travel records generated by vehicles passing through each preset gate in the urban road within the preset time period from the gate data source. Wherein, every trip record in the bayonet data source can include: a license plate number (vehicle identification), a time when the vehicle passes through the gate, a vehicle image, a lane number on which the vehicle travels when the vehicle passes through the gate, and gate information of the gate through which the vehicle passes, such as a gate number, a gate unique identification, and a gate position. The fields required to implement the embodiments of the present invention may include: the travel record also comprises fields which are not required to be utilized for realizing the embodiment of the invention, so that the fields which are not required to be utilized can be set as preset fields and deleted when the travel record is preprocessed.
Optionally, after the driving track of the vehicle to be analyzed is determined, corresponding bayonet information, such as unique bayonet identification, is respectively marked on each bayonet passing through the driving track, so that the user can conveniently check the information.
In addition, for the same vehicle, if the vehicle passes through the gate less times within the preset time period, the determined travel characteristic accuracy is low, so the travel records of the same vehicle with the number smaller than the second number threshold value need to be deleted. For example: if a travel record of the vehicle 1 is acquired in one day, it is determined that the accuracy of the travel characteristic of the vehicle 1 is low.
For the same vehicle, if the number of times of passing through the gate is large in the preset time period of the vehicle, the accuracy of the determined travel characteristic is low. For example: due to the fact that the license plate of the vehicle is stained or the license plate is not hung normally, the gate cannot acquire the license plate number of the vehicle, and under the condition, the vehicle identification in the acquired travel record is empty. Therefore, the number of travel records with the vehicle identifier being empty is large, but the travel records with the vehicle identifier being empty are not necessarily the travel records generated when the same vehicle passes through the gate. The travel characteristic of a vehicle identified as empty is less accurate. It is necessary to delete from the gate data source trip records for a number of the same vehicles greater than the first number threshold.
Optionally, the preset range not less than the second number threshold and not greater than the first number threshold may be determined according to a bayonet density set in the urban road.
For example: the preset range can be set as follows: [2, 1000].
And 102, calculating the running speed of the vehicle to be analyzed between every two adjacent bayonets.
The two adjacent checkpoints are two checkpoints corresponding to the time included in the sequenced two adjacent target trip records.
In one embodiment, the positions of the two passing checkpoints of the vehicle to be analyzed in the preset time period can be mapped into the road topology, then the distance between the two adjacent checkpoints is calculated according to the time sequence that the vehicle to be analyzed passes through the two passing checkpoints, and the result is determined as the running speed of the vehicle to be analyzed between the two adjacent checkpoints by dividing the calculated distance by the time difference that the vehicle to be analyzed passes through the two adjacent checkpoints.
For example: the vehicle to be analyzed corresponds to three target travel records, wherein the three target travel records are sequenced according to the time sequence of the vehicle to be analyzed passing through each gate, and the result is as follows: the target trip record 1 includes: position a (position of the gate 1 through which the vehicle to be analyzed passes) and 08:00 (time instant at which the vehicle to be analyzed passes the gate 1), the target trip record 3 includes: position c (position of the gate 3 through which the vehicle to be analyzed passes) and 08:20 (time instant at which the vehicle to be analyzed passes the gate 3), the target trip record 2 includes: position b (position of the gate 2 through which the vehicle to be analyzed passes) and 08:50 (time instant at which the vehicle to be analyzed passes the gate 2).
Respectively mapping the positions of the bayonet 1, the bayonet 3 and the bayonet 2 into road topology, and calculating the distance D between the bayonet 1 and the bayonet 31And calculating the time difference 08:20-08:00 of the vehicle to be analyzed passing through the bayonets 1 and 3 to be 20 minutes. The running speed of the vehicle to be analyzed between the bayonet 1 and the bayonet 3 is as follows: d1/20。
And calculating the distance D between the bayonet 3 and the bayonet 22And calculating the time difference 08:50-08:20 of the vehicle to be analyzed passing through the bayonets 3 and 2 to be 30 minutes. The running speed of the vehicle to be analyzed between the bayonet 3 and the bayonet 2 is as follows: d2/30。
In another embodiment, positions of all gates where the vehicle to be analyzed passes through may be mapped to a road topology, and for each gate where the vehicle to be analyzed passes through, a road intersection closest to the gate in the road topology is determined as a track node where the vehicle to be analyzed passes through. And then calculating the running speed of the vehicle to be analyzed between every two adjacent track nodes corresponding to every two adjacent bayonets as the running speed of the vehicle to be analyzed between every two adjacent bayonets.
It can be understood that, in general, the distance between each intersection is not recorded in road topology, but the distance between each intersection is recorded in road topology, and the intersection is generally arranged near the intersection, so that the distance between two intersections can be represented by the distance between the intersections respectively closest to the two intersections.
If the bayonet positions are mapped to the road topology recorded with the bayonet positions, because the distance between each two adjacent bayonets cannot be directly recorded in the road topology, when the distance between each two adjacent bayonets is calculated, the calculation process is complicated based on the distance between each two adjacent bayonets and the nearest intersection and the distance between each intersection. The embodiment of the invention can express the distance between the two bayonets by the distance between the road intersections respectively closest to the two bayonets, thereby simplifying the method for calculating the distance between the two adjacent bayonets.
And 103, judging whether the running speed of the vehicle to be analyzed between every two adjacent bayonets is smaller than a speed threshold value. If the running speed of the vehicle to be analyzed between two adjacent gates is less than the speed threshold, step 104 is executed.
In one embodiment, it may be determined whether the traveling speed of the vehicle to be analyzed between the track nodes corresponding to each two adjacent gates is less than a preset speed threshold.
It can be understood that the speed threshold may be a minimum value of a preset normal running speed, and when the running speed of the vehicle to be analyzed between two adjacent gates is less than the speed threshold, it indicates that the running speed of the vehicle to be analyzed between the two gates is too low, and it indicates that the vehicle to be analyzed has a running stop state in the time period when the vehicle to be analyzed passes between the two gates, so that the two adjacent gates through which the vehicle to be analyzed passes do not belong to the same running track.
When the running speed of the vehicle to be analyzed between the two adjacent bayonets is not less than the speed threshold value, the vehicle to be analyzed normally runs between the two bayonets, and the two adjacent bayonets through which the vehicle to be analyzed passes belong to the same running track.
And because the distances between the bayonets are different, the driving time of the vehicle to be analyzed between every two bayonets is different greatly, so that the driving speed of the vehicle to be analyzed between the two adjacent bayonets is more accurately judged than the driving time of the vehicle to be analyzed between the two adjacent bayonets.
And 104, determining a bayonet through which a vehicle to be analyzed passes first in the two adjacent bayonets as an end point of one driving track, and determining a bayonet through which the vehicle to be analyzed passes later as a start point of the other driving track.
Optionally, when the driving tracks are divided according to the above steps, a starting point of the first driving track is not determined in a preset time period, and an end point of the last driving track is not determined, at this time, to simplify the method for determining the vehicle trip characteristics, a bayonet through which the vehicle to be analyzed passes for the first time may be determined as the starting point of the first driving track, and a bayonet through which the vehicle to be analyzed passes for the last time is determined as the end point of the last driving track.
Of course, it may also be analyzed whether the gate that the vehicle to be analyzed passes through for the first time in the preset time period is the starting point of the one-time driving track, and whether the gate that the vehicle to be analyzed passes through for the last time in the preset time period is the end point of the one-time driving track.
For example: the moment when the vehicle to be analyzed passes through the bayonet 1 for the first time in the preset time period is T2The time T of the last passage of the vehicle to be analyzed at the gate 2 before the preset time period, which is inquired from the gate data source1. If T2-T1>If the preset time difference indicates that the time consumed by the vehicle to be analyzed in the road section between the two adjacent gates is too long, the time is indicated that the vehicle to be analyzed is at T1To T2The running stop state exists in the time slot, so the bayonet 1 and the bayonet 2 do not belong to the same running track, and the vehicle to be analyzed passes through the bayonet 1 after passing through the bayonet 2, so the bayonet 1 is the starting point of one running track, and the bayonet 1 is the first bayonet through which the vehicle to be analyzed passes in the preset time slot, so the bayonet 1 is the starting point of the first running track of the vehicle to be analyzed in the preset time slot.
Alternatively, the distance D between the bayonet 1 and the bayonet 2 may also be determined, if D/(T)2-T1)<The speed threshold value indicates that the driving speed of the vehicle to be analyzed between the bayonet 1 and the bayonet 2 is too small, the bayonet 1 and the bayonet 2 do not belong to the same driving track, and the vehicle to be analyzed passes through the bayonet 2 first and then passes through the bayonet 1, so that the bayonet 1 is a starting point of the driving track, and the bayonet 1 is a first bayonet through which the vehicle to be analyzed passes in a preset time period, so that the bayonet 1 is a starting point of the first driving track of the vehicle to be analyzed in the preset time period.
Optionally, a set of travel characteristics of the vehicle to be analyzed includes: the method comprises the steps of presetting a time period, a vehicle identification, a starting point identification of a running track, longitude and latitude of the starting point of the running track, the time when the vehicle passes through the starting point, an end point identification of the running track, longitude and latitude of the end point of the running track, and the time when the vehicle passes through the end point.
The embodiment of the invention at least comprises the following beneficial effects: the embodiment of the invention can judge whether the running speed of the vehicle to be analyzed between every two adjacent bayonets is smaller than the speed threshold value. If the running speed is less than the speed threshold value, it indicates that the vehicle to be analyzed has a running stop state in the time period when the vehicle to be analyzed passes through the two bayonets, so that the two bayonets through which the vehicle to be analyzed passes do not belong to the same running track of the vehicle to be analyzed, and therefore, of the two adjacent bayonets, the bayonets through which the vehicle to be analyzed passes first are determined as the end point of one running track, and the bayonets through which the vehicle to be analyzed passes later are determined as the start point of the other running track. According to the embodiment of the invention, whether the vehicle to be analyzed passes through the two adjacent gates belongs to the same driving track is determined according to the driving speed of the vehicle to be analyzed between the two adjacent gates, so that the time difference of the time when the vehicle to be analyzed passes through the two adjacent gates and the distance between the two adjacent gates are considered, and the obtained travel characteristic of the vehicle to be analyzed is more accurate.
Alternatively, referring to fig. 2, the running speed of the vehicle to be analyzed between each two adjacent gates calculated in step 102 may be determined by the following steps:
In one embodiment, for each two adjacent track nodes that the vehicle to be analyzed passes through, the distance between the two adjacent track nodes may be calculated according to the shortest path between the two adjacent track nodes in the road topology. And determining the quotient of the distance and the time difference of the vehicle to be analyzed passing through the two adjacent gates as the running speed of the vehicle to be analyzed between the two adjacent track nodes.
As will be appreciated, since the gates are generally arranged near the intersection so that the gates are closer to the intersection, the distance between each two adjacent gates through which the vehicle to be analyzed passes can be determined as: the distance between each two adjacent road intersections traversed by the vehicle to be analyzed. Furthermore, as can be seen from the above discussion of 102, calculating the distance between two gates is more complicated than calculating the distance between two intersections, so embodiments of the present invention simplify the method of calculating the distance between every two adjacent gates traversed by the vehicle to be analyzed.
Alternatively, the distance between two adjacent track nodes may be calculated by formula (1):
wherein d isi,The distance between trace node i and trace node j,
and sigma is an adjusting coefficient, and is the shortest path of the track node i and the track node j in the road topology.
For example: the value range of σ can be set to [1,1.1 ].
It can be understood that there may be a road intersection without a bayonet in the road, so that two adjacent track nodes that the vehicle passes through may not be on the same straight line, which indicates that the track of the vehicle between the two adjacent track nodes turns, the lanes of the vehicle when the vehicle turns are different, and the distance of the vehicle is also different. And the vehicles are inevitably required to change lanes when running on the road, the times of lane change are different, and the running distances are also different. The distance between two adjacent track nodes traveled by the vehicle to be analyzed is generally greater than the shortest path of the two track nodes in the road topology. The product of the shortest path between the trace nodes and the adjustment coefficient is required to be the distance between two adjacent trace nodes.
The intersection closest to the gate is the track node corresponding to the gate, so the calculated running speeds of the two adjacent track nodes can be used as the running speeds of the vehicle to be analyzed between the two adjacent gates corresponding to the two adjacent track nodes.
Alternatively, referring to fig. 3, it may be determined whether the running speed of the vehicle to be analyzed between each two adjacent gates is less than the speed threshold in step 103 by the following steps:
It can be understood that, the distance between the track node and the corresponding gate is relatively short, and the time when the vehicle to be analyzed passes through the track node can be determined as follows: and the moment when the vehicle to be analyzed passes through the bayonet corresponding to the track node.
For example: dividing 24 hours in 1 day into 24 time periods, if the time when the vehicle to be analyzed passes through the track node 1 is 08:00 and the time when the vehicle to be analyzed passes through the track node 2 is 08:10, the time period when the vehicle to be analyzed passes through the two adjacent track nodes is as follows: 08:00-08:59.
Optionally, if the time when the vehicle to be analyzed passes through two adjacent track nodes does not belong to the same time period, the time period in which the time when the vehicle to be analyzed passes through the previous track node in the two adjacent track nodes is located may be determined as the time period in which the time when the vehicle to be analyzed passes through the two adjacent track nodes is located. Or, the time period of the time when the vehicle to be analyzed passes through the next track node in the two adjacent track nodes may be determined as the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes. Alternatively, the time periods of the time when the vehicle to be analyzed passes through the two adjacent track nodes may be determined as the time periods of the time when the vehicle to be analyzed passes through the two adjacent track nodes.
In one embodiment, the speed threshold corresponding to the time period when the vehicle to be analyzed passes through the two adjacent track nodes may be determined according to the corresponding relationship between each time period and the speed threshold, and then it is determined whether the speed of the vehicle to be analyzed passing through the two adjacent track nodes is less than the speed threshold.
Optionally, if a time period in which the vehicle to be analyzed passes through the two adjacent track nodes includes multiple time periods, the speed thresholds corresponding to the multiple time periods may be determined, then an average value of the multiple speed thresholds is calculated, and the calculation result is determined as the speed threshold corresponding to the time period in which the vehicle to be analyzed passes through the two adjacent track nodes.
It is understood that the traffic conditions of the road are different in each time period of the day, so that the traveling speed of the vehicle on the road also changes with the change of time. For example, during early peak hours, the travel speed of the vehicle is slow, and if a single speed threshold is used, the same travel trajectory of the vehicle may be divided into different travel trajectories. Therefore, each time period can be set to correspond to one speed threshold value, so that the judgment on whether the adjacent track nodes belong to the same running track is more accurate.
In another embodiment, the speed threshold corresponding to the time period when the vehicle to be analyzed passes through the two adjacent track nodes may be determined by the following two steps:
step one, calculating the speed of each vehicle passing through the target road section in the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes.
The target road section is a road section corresponding to the shortest path between two adjacent track nodes.
For example: as shown in fig. 4, the letters in fig. 4 represent each intersection in the road topology, and the numbers represent each link in the road topology. And if the nodes of the two adjacent tracks where the vehicle to be analyzed passes are the node a and the node d, the target road section is the road section 5.
It can be understood that there may be a case where no intersection exists at a road intersection in the road topology, so that two adjacent track nodes through which a vehicle to be analyzed passes may include a road intersection in the shortest path in the road topology, and then the target road segment corresponding to the shortest path between the two adjacent track nodes may also include a plurality of road segments in the road topology.
For example: as shown in fig. 4, if the nodes of two adjacent tracks where the vehicle to be analyzed passes through are node a and node e, the target road segments are road segment 5 and road segment 3, or the target road segments are road segment 1 and road segment 6.
And step two, determining the minimum speed except the speed abnormal value from the speeds of all vehicles passing through the target road section as a speed threshold corresponding to a time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes.
It can be understood that, on the urban road corresponding to each road segment of the road topology, the driving speeds of the vehicles have the same distribution mode within a time interval of a certain length and are in accordance with the normal distribution. Therefore, in the time period when the vehicle to be analyzed passes through the two adjacent track nodes, the speed which is greatly different from other speeds in the speeds of the vehicles passing through the target road section is the speed abnormal value.
Alternatively, when the vehicle traveling on the target road segment is greater than or equal to the number threshold within the time period in which the time at which the vehicle to be analyzed passes through the two adjacent track nodes is located, a speed abnormal value in the speed of each vehicle passing through the target road segment may be determined using formula (2), and then the minimum speed excluding the speed abnormal value may be determined as the speed threshold corresponding to the time period in which the time at which the vehicle to be analyzed passes through the two adjacent track nodes is located.
For example, the quantity threshold may be 10.
Wherein, the speed satisfying the formula (2) is a speed abnormal value:
wherein,
representing the absolute value of the difference between the traveling speed of the vehicle j on the road section i and the average traveling speed of each vehicle on the road section i in the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes,
represents the driving speed v of the vehicle j on the road section i in the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodesiRepresents the average value of the traveling speeds of the vehicles on the road section i in the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes, and σ (v) represents the standard deviation of the traveling speeds of the vehicles on the road section i in the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes.
Optionally, when the number of vehicles traveling on the target road segment is smaller than the number threshold within the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes, it is described that the number of vehicles traveling on the target road segment is smaller within the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes, the minimum speed of the traveling speed of the vehicle on the target road segment, except for the speed abnormal value, cannot reflect the minimum speed of the vehicle traveling normally on the target road segment, and the error, which takes the minimum speed except for the speed abnormal value as the speed threshold, is larger at this time, so that the speed threshold corresponding to the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes can be determined to be the preset speed at this time.
Or, when the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes is within, and the vehicle running on the target road section is less than the quantity threshold, the speed of each vehicle passing through the target road section within the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes and the specified time period can be integrated, then the speed abnormal value in the integrated speed is determined by using the formula (2), and then the minimum speed except the speed abnormal value is determined as the speed threshold corresponding to the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes.
It can be understood that the traffic flow on the road tends to change periodically with a period of one week, so the specified time period may be a time period corresponding to the previous cycle at the time when the vehicle to be analyzed passes through the two adjacent track nodes. For example: the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes is 7 months, 8 days, 9:00-9:59, and the specified time period is 7 months, 1 day, 9:00-9: 59.
Or the specified time period may also be a time period corresponding to a time period at which the vehicle to be analyzed passes through the two adjacent track nodes in a preset number of cycles before. For example: the preset number is 3, the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes is 7 months, 8 days, 9:00-9:59, and the specified time period is as follows: 9:00-9:59 on 7/month and 1/day, 9:00-9:59 on 6/month and 24/day, and 9:00-9:59 on 6/month and 17/day.
Alternatively, the travel speed of the vehicle between two adjacent track nodes may be determined as: and the running speed of the vehicle on the road section corresponding to the shortest path of the two adjacent track nodes.
For example: referring to fig. 4, assuming that the target road segment is the road segment 6, the vehicles passing through the road segment 6 include the vehicle 1 and the vehicle 2 in the time period when the vehicle to be analyzed passes through the two adjacent track nodes. If the driving speed of the vehicle 1 from the track node e to the track node a is 30 km/h, the driving speeds of the vehicle 1 on the road segment 6 and the road segment 1 are both 30 km/h (it is assumed that the road segment corresponding to the shortest path from the track node e to the track node a is the road segment 6 and the road segment 1). If the traveling speed of the vehicle 2 from the track node e to the track node b is 40 km/h, the traveling speed of the vehicle 2 on the link 6 is 40 km/h. Assuming that neither 40 km/h nor 30 km/h is a speed abnormal value, the speed threshold corresponding to the time period at which the vehicle to be analyzed passes through the two adjacent track nodes is: 30 km/h.
The embodiment of the invention also has the following beneficial effects: in the embodiment of the invention, different time periods correspond to different speed thresholds, so that the traffic condition is better met, and the determined travel characteristic is more accurate.
In addition, in the embodiment of the present invention, the speed abnormal value in the speed of each vehicle passing through the target road segment in the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes may also be deleted, so that the speed threshold corresponding to the time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes, which is determined in the embodiment of the present invention, is more accurate, and thus the vehicle travel characteristic determined in the embodiment of the present invention is more accurate. The embodiment of the invention can also be suitable for different cities and different traffic conditions.
In order to more clearly explain the vehicle travel characteristic obtaining method provided by the embodiment of the present invention, referring to fig. 5, the embodiment of the present invention further provides a process for obtaining vehicle travel characteristics, including the following steps:
And 502, sequencing target travel records generated when the vehicle to be analyzed passes through each gate according to the time sequence of the vehicle to be analyzed passing through each gate.
Optionally, according to the arrangement sequence of the target trip records, track nodes corresponding to two adjacent gates through which the vehicle to be analyzed passes are selected, and the running speed of the vehicle to be analyzed between the two selected track nodes is calculated.
For example: the vehicle 1 passes through the trajectory node 1, the trajectory node 2, and the trajectory node 3. The adjacent track node sequence is: [1,2] and [2,3 ]. For the first time step 503 is executed, an element [1,2] may be selected from the sequence of adjacent track nodes, and the travel speed of the vehicle to be analyzed between track node 1 and track node 2 may be calculated. The second time step 503 is performed, an element [2,3] may be selected from the sequence of adjacent track nodes, and the travel speed of the vehicle to be analyzed between track node 2 and track node 3 may be calculated, and so on.
Alternatively, each time step 503 is executed, any element may be selected from the adjacent track node sequence, and the travel speed of the vehicle to be analyzed between the track nodes corresponding to the element may be calculated.
Wherein the interrupting condition is as follows: the running speed of the vehicle to be analyzed at the two adjacent track nodes is smaller than a speed threshold corresponding to a time period when the vehicle to be analyzed passes through the two adjacent track nodes.
If so, determining the bayonet through which the vehicle to be analyzed passes first in the two adjacent bayonets as the end point of one driving track, and determining the bayonet through which the vehicle to be analyzed passes later as the start point of the other driving track. If not, determining that the track nodes corresponding to the two adjacent bayonets belong to the same driving track.
And 505, judging whether the judgment of whether each adjacent track node passed by the vehicle to be analyzed meets the interruption condition is finished. If so, ending the process of acquiring the trip characteristics of the vehicle to be analyzed; if not, return to step 503.
It can be understood that whether each two adjacent track nodes through which the vehicle to be analyzed passes satisfy the breaking condition may be sequentially determined, and when it is determined whether the last two adjacent track nodes through which the vehicle to be analyzed passes satisfy the breaking condition, the process of obtaining the trip characteristics of the vehicle to be analyzed is completed.
The embodiment of the invention also has the following beneficial effects:
in the related art, the method for acquiring the vehicle travel characteristics further includes: the travel characteristics of buses and taxies (called floating cars) which are provided with vehicle-mounted positioning devices and run on urban main roads are collected, but the floating cars are only a small part of the vehicles running on the urban roads and cannot reflect the travel condition of the whole vehicle in the city. Therefore, the vehicle travel characteristics obtained in the related technology are single and cannot reflect the whole urban traffic condition.
The vehicles to be analyzed in the embodiment of the invention are vehicles passing through the bayonets of the road, the bayonets arranged in the road are more, and most vehicles running on the urban road pass through the bayonets of the road. Compared with the method for acquiring the travel characteristics of the floating car in the related art, the embodiment of the invention can acquire more travel characteristics of the car. In addition, theoretically, when the mount density is greater than the density threshold, the travel characteristics of the entire host vehicle (each vehicle traveling on the road) can be acquired.
In addition, each bayonet can be mapped into the road topology in the embodiment of the invention, so that the calculated distance between every two adjacent bayonets passed by the vehicle to be analyzed is more accurate, and the calculated running speed of the vehicle to be analyzed between every two adjacent bayonets is more accurate. The accuracy of dividing the travel track of the vehicle to be analyzed is improved, and the accuracy of determining the travel characteristics of the vehicle to be analyzed is improved.
In addition, in the embodiment of the present invention, the device installed on each gate of the road for collecting the vehicle travel record may be a video device (e.g., a video camera), or may also be a Radio Frequency Identification (RFID) detector. The embodiment of the invention does not specifically limit the equipment for collecting the vehicle travel record.
Corresponding to the above method embodiment, as shown in fig. 6, an embodiment of the present invention provides a vehicle travel characteristic obtaining apparatus, including: a sorting module 601, a calculating module 602, a judging module 603 and a determining module 604.
The sorting module 601 is used for sorting the target travel records generated when the vehicle to be analyzed passes through each gate according to the time sequence when the vehicle to be analyzed passes through each gate; wherein, each target trip record includes at least: the method comprises the steps that the information of a bayonet where a vehicle to be analyzed passes through and the moment when the vehicle to be analyzed passes through the bayonet are obtained; the gate information is used for identifying gates through which the vehicles to be analyzed pass;
the calculation module 602 is used for calculating the running speed of the vehicle to be analyzed between every two adjacent gates; the two adjacent bayonets correspond to the vehicle to be analyzed at the moment of passing through the two adjacent bayonets;
a judging module 603, configured to judge whether the running speed calculated by the calculating module 602 is less than a speed threshold;
a determining module 604, configured to determine, when the driving speed determined by the determining module 603 is less than the speed threshold, a gate through which a vehicle to be analyzed passes first in the two adjacent gates as an end point of one driving track, and determine a gate through which the vehicle to be analyzed passes later as a start point of another driving track.
Optionally, the calculating module 602 may be specifically configured to:
determining the position of a gate through which the vehicle to be analyzed passes according to the gate information;
mapping the positions of all bayonets through which the vehicle to be analyzed passes into road topology;
determining a road intersection closest to each gate in road topology as a track node for the vehicle to be analyzed to pass through aiming at each gate through which the vehicle to be analyzed passes; and calculating the running speed of the vehicle to be analyzed between every two adjacent track nodes corresponding to every two adjacent gates as the running speed of the vehicle to be analyzed between every two adjacent gates.
Optionally, the calculating module 602 is specifically configured to:
aiming at every two adjacent track nodes passed by the vehicle to be analyzed, calculating the distance between the two adjacent track nodes according to the shortest path of the two adjacent track nodes in the road topology;
and determining the quotient of the distance and the time difference of the vehicle to be analyzed passing through the two adjacent gates as the running speed of the vehicle to be analyzed between the two adjacent track nodes.
Optionally, the determining module 603 may be specifically configured to:
determining a time period of the time when the vehicle to be analyzed passes through two adjacent track nodes aiming at each two adjacent track nodes passed by the vehicle to be analyzed;
and judging whether the running speed of the vehicle to be analyzed between two adjacent track nodes is less than a speed threshold corresponding to the time period.
Optionally, the calculating module 602 is further configured to calculate a speed of each vehicle passing through a target road segment in the time period, where the target road segment is a road segment corresponding to a shortest path between the two adjacent track nodes;
the determining module 604 is further configured to determine, from the speeds of the vehicles passing through the target road segment, a minimum speed except for the speed abnormal value as a speed threshold corresponding to the time period.
An embodiment of the present invention further provides an electronic device, as shown in fig. 7, including a processor 701, a communication interface 702, a memory 703 and a communication bus 704, where the processor 701, the communication interface 702, and the memory 703 complete mutual communication through the communication bus 704,
a memory 703 for storing a computer program;
the processor 701 is configured to implement the steps executed by the server in the foregoing method embodiment when executing the program stored in the memory 703.
The communication bus mentioned in the electronic device may be a Peripheral Component Interconnect (PCI) bus, an Extended Industry Standard Architecture (EISA) bus, or the like. The communication bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown, but this does not mean that there is only one bus or one type of bus.
The communication interface is used for communication between the electronic equipment and other equipment.
The Memory may include a Random Access Memory (RAM) or a Non-Volatile Memory (NVM), such as at least one disk Memory. Optionally, the memory may also be at least one memory device located remotely from the processor.
The Processor may be a general-purpose Processor, including a Central Processing Unit (CPU), a Network Processor (NP), and the like; but may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, discrete hardware component.
In another embodiment of the present invention, a computer-readable storage medium is further provided, in which a computer program is stored, and the computer program, when executed by a processor, implements the steps of any one of the above-mentioned vehicle travel characteristic acquisition methods.
In yet another embodiment of the present invention, there is further provided a computer program product containing instructions, which when run on a computer, causes the computer to execute any one of the vehicle travel characteristic acquisition methods in the above embodiments.
In the above embodiments, the implementation may be wholly or partially realized by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When loaded and executed on a computer, cause the processes or functions described in accordance with the embodiments of the invention to occur, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a network of computers, or other programmable device. The computer instructions may be stored in a computer readable storage medium or transmitted from one computer readable storage medium to another, for example, from one website site, computer, server, or data center to another website site, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device, such as a server, a data center, etc., that incorporates one or more of the available media. The usable medium may be a magnetic medium (e.g., floppy Disk, hard Disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., Solid State Disk (SSD)), among others.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
All the embodiments in the present specification are described in a related manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, as for the apparatus embodiment, since it is substantially similar to the method embodiment, the description is relatively simple, and for the relevant points, reference may be made to the partial description of the method embodiment.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.
Claims (12)
1. A vehicle travel characteristic acquisition method is characterized by comprising the following steps:
sequencing target travel records generated when a vehicle to be analyzed passes through each gate according to the time sequence of the vehicle to be analyzed passing through each gate; wherein each of the target trip records at least comprises: the information of the bayonet at which the vehicle to be analyzed passes through and the moment at which the vehicle to be analyzed passes through the bayonet; the gate information is used for identifying a gate through which the vehicle to be analyzed passes;
calculating the running speed of the vehicle to be analyzed between every two adjacent bayonets; the two adjacent bayonets are two bayonets corresponding to two adjacent moments;
judging whether the running speed is smaller than a speed threshold value;
and if the running speed is less than the speed threshold value, determining the bayonet through which the vehicle to be analyzed firstly passes in the two adjacent bayonets as the end point of one running track, and determining the bayonet through which the vehicle to be analyzed secondly passes as the start point of the other running track.
2. The method according to claim 1, wherein the calculating of the driving speed of the vehicle to be analyzed between each two adjacent gates comprises:
determining the position of a gate through which the vehicle to be analyzed passes according to the gate information;
mapping the positions of all the checkpoints passed by the vehicle to be analyzed into road topology;
for each gate passed by the vehicle to be analyzed, determining a road intersection closest to the gate in the road topology as a track node passed by the vehicle to be analyzed; and calculating the running speed of the vehicle to be analyzed between every two adjacent track nodes corresponding to every two adjacent gates as the running speed of the vehicle to be analyzed between every two adjacent gates.
3. The method according to claim 2, wherein the calculating of the traveling speed of the vehicle to be analyzed between each two adjacent track nodes corresponding to each two adjacent checkpoints comprises:
for every two adjacent track nodes passed by the vehicle to be analyzed, calculating the distance between the two adjacent track nodes according to the shortest path of the two adjacent track nodes in the road topology;
and determining the quotient of the distance and the time difference of the vehicle to be analyzed passing through the two adjacent gates as the running speed of the vehicle to be analyzed between the two adjacent track nodes.
4. The method of claim 2 or 3, wherein said determining whether the travel speed is less than a speed threshold comprises:
determining a time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes aiming at every two adjacent track nodes passed by the vehicle to be analyzed;
and judging whether the running speed of the vehicle to be analyzed between the two adjacent track nodes is less than a speed threshold corresponding to the time period.
5. The method of claim 4, further comprising:
calculating the speed of each vehicle passing through a target road section in the time period, wherein the target road section is a road section corresponding to the shortest path between the two adjacent track nodes;
and determining the minimum speed except the speed abnormal value as the speed threshold corresponding to the time period from the speeds of the vehicles passing through the target road section.
6. A vehicle travel characteristic acquisition apparatus, characterized in that the apparatus comprises:
the sorting module is configured to sort the target travel records generated when the vehicle to be analyzed passes through the various checkpoints according to the time sequence when the vehicle to be analyzed passes through the various checkpoints; wherein each of the target trip records at least comprises: the information of the bayonet at which the vehicle to be analyzed passes through and the moment at which the vehicle to be analyzed passes through the bayonet; the gate information is used for identifying a gate through which the vehicle to be analyzed passes;
the calculation module is configured to calculate the running speed of the vehicle to be analyzed between every two adjacent bayonets; the two adjacent bayonets are two bayonets corresponding to two adjacent moments;
a determination module configured to determine whether the travel speed calculated by the calculation module is less than a speed threshold;
the determining module is configured to determine, when the driving speed determined by the determining module is less than a speed threshold, a gate through which the vehicle to be analyzed passes first in the two adjacent gates as an end point of one driving track, and determine a gate through which the vehicle to be analyzed passes later as a start point of another driving track.
7. The apparatus of claim 6, wherein the computing module is specifically configured to:
determining the position of a gate through which the vehicle to be analyzed passes according to the gate information;
mapping the positions of all the checkpoints passed by the vehicle to be analyzed into road topology;
for each gate passed by the vehicle to be analyzed, determining a road intersection closest to the gate in the road topology as a track node passed by the vehicle to be analyzed; and calculating the running speed of the vehicle to be analyzed between every two adjacent track nodes corresponding to every two adjacent gates as the running speed of the vehicle to be analyzed between every two adjacent gates.
8. The apparatus of claim 7, wherein the computing module is specifically configured to:
for every two adjacent track nodes passed by the vehicle to be analyzed, calculating the distance between the two adjacent track nodes according to the shortest path of the two adjacent track nodes in the road topology;
and determining the quotient of the distance and the time difference of the vehicle to be analyzed passing through the two adjacent gates as the running speed of the vehicle to be analyzed between the two adjacent track nodes.
9. The apparatus according to claim 7 or 8, wherein the determining module is specifically configured to:
determining a time period of the time when the vehicle to be analyzed passes through the two adjacent track nodes aiming at every two adjacent track nodes passed by the vehicle to be analyzed;
and judging whether the running speed of the vehicle to be analyzed between the two adjacent track nodes is less than a speed threshold corresponding to the time period.
10. The apparatus of claim 9,
the calculation module is further configured to calculate the speed of each vehicle passing through a target road segment in the time period, wherein the target road segment is a road segment corresponding to the shortest path between the two adjacent track nodes;
the determination module is further configured to determine a minimum speed except for a speed abnormal value as a speed threshold corresponding to the time period from speeds of respective vehicles passing through the target link.
11. An electronic device is characterized by comprising a processor, a communication interface, a memory and a communication bus, wherein the processor and the communication interface are used for realizing mutual communication by the memory through the communication bus;
a memory for storing a computer program;
a processor for implementing the method steps of any one of claims 1 to 5 when executing a program stored in the memory.
12. A computer-readable storage medium, characterized in that a computer program is stored in the computer-readable storage medium, which computer program, when being executed by a processor, carries out the method steps of any one of the claims 1-5.
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