CN113077649A

CN113077649A - Vehicle running condition display method and device and computer storage medium

Info

Publication number: CN113077649A
Application number: CN202110321819.8A
Authority: CN
Inventors: 李洪波; 楼淇; 于立志
Original assignee: Hangzhou Hikvision System Technology Co Ltd
Current assignee: Hangzhou Hikvision System Technology Co Ltd
Priority date: 2021-03-25
Filing date: 2021-03-25
Publication date: 2021-07-06
Anticipated expiration: 2041-03-25
Also published as: CN113077649B

Abstract

The embodiment of the application discloses a method and a device for displaying vehicle running conditions and a computer storage medium, and belongs to the technical field of computers. In the embodiment of the application, the display of the running condition of the target vehicle is completed by displaying the planned running time of the target pass on the reference canvas, displaying the actual running time in the case that the target pass is completed, and displaying the running progress in the process that the target pass is in progress. The planned and actual run times of the target pass are displayed on the reference canvas so that the planned and actual run times of the completed target pass can be visually observed for comparison to obtain a punctual view of the completed pass. Alternatively, the travel progress of the target lap can be visually seen, so that the travel progress of the target vehicle can be determined to judge whether the target lap is quasi-point reached or not.

Description

Vehicle running condition display method and device and computer storage medium

Technical Field

The embodiment of the application relates to the technical field of computers, in particular to a method and a device for displaying vehicle running conditions and a computer storage medium.

Background

The display of the running condition of the vehicle is very important in the public transportation field such as public transportation and the like, and the display of the running condition of the vehicle is beneficial to the management of the vehicle. Specifically, in the public transportation field related to public transportation, such as public transportation, the running condition of the vehicle indicates each trip information of the vehicle, and after the trip information is displayed, the vehicle can be managed according to the displayed trip information. Wherein the lap indicates a mission of the vehicle from the origin station to the destination station. A vehicle includes one or more laps.

In the related art, the behavior of the vehicle is displayed in the form of a list, a column of the list indicates information of one lap of the vehicle, and a row of the list indicates the lap of the vehicle. For example, the columns of the list are the number of vehicles, the number of drivers, the number of laps, the planned run time, etc. The listed actions are the vehicle 1 first pass, the vehicle 1 second pass, the vehicle 2 first pass, etc.

In the above-described technique, the list cannot judge the punctual condition of the vehicle. Second, the list displays all information in tabular form, resulting in an inability to visually display differences between different trips of the vehicle. In addition, since the list displays the driving conditions of the vehicle in the form of a table, the number of laps of the vehicle is large, resulting in a long list, and all the laps of the vehicle cannot be completely displayed in the display interface of the computer.

Disclosure of Invention

The embodiment of the application provides a method and a device for displaying vehicle running conditions and a computer storage medium, which can visually observe the vehicle running conditions. The technical scheme is as follows:

in one aspect, a method for displaying vehicle behavior is provided, the method comprising:

displaying a planned running time of a target pass of a target vehicle in a reference canvas based on a planned departure time and a planned arrival time of the target pass, a first axis direction of a two-dimensional coordinate system of the reference canvas indicating a time, a second axis direction of the two-dimensional coordinate system indicating a different vehicle, the target vehicle being any vehicle, the target pass being any pass the target vehicle travels on a reference travel path, wherein the planned running time of the target pass is displayed in the reference canvas as a first graphic, a starting position of the first graphic on the first axis indicating the planned departure time, an ending position of the first graphic on the first axis indicating the planned arrival time, a position of the first graphic on the second axis indicating the target vehicle;

displaying an actual run time of the target pass in the reference canvas based on an actual departure time and an actual arrival time of the target pass if the target pass has been completed; alternatively, the first and second electrodes may be,

displaying, if the target trip is ongoing, a travel progress of the target trip in the reference canvas based on a length of the reference travel path, a distance between a current location of the target vehicle and a starting point on the reference travel path.

Optionally, a pass status of the target pass is marked in the reference canvas, the pass status indicating that the target pass has been completed, or indicating that the target pass is in progress, or indicating that the target pass has not yet started.

Optionally, the displaying the travel progress of the target trip in the reference canvas based on the route length of the reference travel path, the distance between the current location of the target vehicle and the starting point on the reference travel path includes:

determining the proportion between the distance between the current position of the target vehicle and the starting point on the reference running path and the route length to obtain a progress proportion;

rendering a partial region in the first graph as a second graph based on the progress ratio, a ratio between a length of the second graph projected on the first axis and a length of the first graph projected on the first axis being the progress ratio.

Optionally, the actual running time of the target trip is displayed in the reference canvas in a third graphic, a starting position of the third graphic on the first axis indicating the actual departure time, an ending position of the third graphic on the first axis indicating the actual arrival time, a position of the third graphic on the second axis indicating the target vehicle.

Optionally, the method further comprises:

displaying a current time on the reference canvas.

In another aspect, there is provided a display device of a running condition of a vehicle, the device including:

a display module for displaying a planned travel time of a target pass of a target vehicle in a reference canvas based on a planned departure time and a planned arrival time of the target pass, a first axis direction of a two-dimensional coordinate system of the reference canvas indicating a time and a second axis direction of the two-dimensional coordinate system indicating a different vehicle, the target vehicle being any vehicle, wherein the target pass is any pass of the target vehicle traveling on a reference travel path, the planned travel time of the target pass is displayed in the reference canvas as a first graphic, a start position of the first graphic on the first axis indicating the planned departure time, an end position of the first graphic on the first axis indicating the planned arrival time, a position of the first graphic on the second axis indicating the target vehicle;

the display module further to display an actual run time of the target lap in the reference canvas based on an actual departure time and an actual arrival time of the target lap if the target lap has been completed; alternatively, the first and second electrodes may be,

Optionally, the display module is configured to:

Optionally, a current time is displayed on the reference canvas.

a processor;

a memory for storing processor-executable instructions;

wherein the processor is configured to execute any one of the above-described display methods of the running condition of the vehicle.

In another aspect, a computer-readable storage medium is provided, which has instructions stored thereon, and when the instructions are executed by a processor, the instructions implement any one of the above-mentioned display methods of the vehicle behavior.

In another aspect, a computer program product containing instructions is provided, which when run on a computer causes the computer to perform any of the steps of the above-described method of displaying a vehicle behavior.

The beneficial effects brought by the technical scheme provided by the embodiment of the application at least comprise:

the display of the behavior of the target vehicle is completed by displaying the planned running time of the target pass on the reference canvas and displaying the actual running time in the case where the target pass has been completed, and displaying the travel progress during the course in which the target pass is in progress. The planned and actual run times of the target pass are displayed on the reference canvas so that the planned and actual run times of the completed target pass can be visually observed for comparison to obtain a punctual view of the completed pass. Alternatively, the travel progress of the target lap can be visually seen, so that the travel progress of the target vehicle can be determined to judge whether the target lap is quasi-point reached or not. Secondly, because the first axis direction in the two-dimensional coordinate system of the reference canvas indicates time, different passes of the target vehicle can be represented based on the first axis, different vehicles can be represented based on the second axis direction in the two-dimensional coordinate system, and further, the difference between different passes of the same vehicle and the difference between different passes of different vehicles can be displayed. In addition, since the first axis in the reference canvas can display the time information of all the laps of one vehicle, all the laps of the target vehicle can be displayed completely in the first axis direction, and the incomplete display of all the laps due to the problem of the area size of the reference canvas is avoided.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

Fig. 1 is a schematic diagram of a list display vehicle operation condition provided by an embodiment of the application.

FIG. 2 is a schematic diagram of another list display vehicle operation provided by the embodiment of the application.

Fig. 3 is a flowchart of a method for displaying a vehicle operation condition according to an embodiment of the present application.

FIG. 4 is a schematic view of a vehicle trip provided by an embodiment of the present application.

Fig. 5 is a schematic diagram of a quasi-point departure and a quasi-point arrival provided in the embodiment of the present application.

Fig. 6 is a schematic diagram of departure at a late time and arrival at a late time according to an embodiment of the present application.

Fig. 7 is a schematic diagram of departure at a late time and arrival in advance according to an embodiment of the present application.

Fig. 8 is a schematic diagram of an early departure and an early arrival provided in the embodiment of the present application.

Fig. 9 is a schematic diagram of an earlier departure and later arrival according to an embodiment of the present application.

Fig. 10 is a schematic diagram of a driving schedule provided in an embodiment of the present application.

FIG. 11 is a schematic diagram of an ongoing pass provided by an embodiment of the present application.

Fig. 12 is a schematic diagram of a slow driving schedule according to an embodiment of the present application.

Fig. 13 is a schematic diagram of a normal driving schedule according to an embodiment of the present application.

Fig. 14 is a schematic diagram of a faster driving schedule according to an embodiment of the present application.

FIG. 15 is a schematic view of a vehicle behavior display interface according to an embodiment of the present disclosure.

FIG. 16 is a detailed schematic diagram of a vehicle trip situation provided by an embodiment of the present application.

Fig. 17 is a detailed flowchart of a method for displaying a vehicle operation condition according to an embodiment of the present application.

Fig. 18 is a schematic structural diagram of a display device of a vehicle behavior according to an embodiment of the present application.

Fig. 19 is a block diagram of a terminal according to an embodiment of the present application.

Fig. 20 is a schematic structural diagram of a server according to an embodiment of the present application.

Detailed Description

To make the objects, technical solutions and advantages of the embodiments of the present application more clear, the embodiments of the present application will be further described in detail with reference to the accompanying drawings.

In the public transportation field such as public transportation, information of all the laps of a vehicle is displayed, and a worker can drive the vehicle to run for different laps according to the planned running time in the information of the laps.

If the running conditions of the vehicle are displayed in a list form, as shown in fig. 1, fig. 1 is a schematic diagram of displaying the running conditions of the vehicle in a list provided in the embodiment of the present application. In fig. 1, the list of lists represents the vehicle, driver, number of laps, planned departure time, planned arrival time, etc., the list behaving differently for different laps of the vehicle. In the list, information of different laps is displayed in the same form in the list, that is, information such as the number of a vehicle, the number of a driver, the number of laps, planned departure time, planned arrival time, and the like is arranged in the list without distinction, so that important information cannot be highlighted. When the staff wants to obtain the planned departure time and the planned arrival time of the 2 nd pass of the vehicle 1, it is also necessary to look up in the list, and the planned departure time and the planned arrival time of the 2 nd pass of the vehicle 1 cannot be visually seen.

Secondly, in the list, the actual operation time of the vehicle cannot be displayed, so that the punctual condition of the vehicle cannot be intuitively judged according to the actual operation time and the planned operation time of the vehicle. In addition, in the list, the vehicle behavior displayed in one row is information of one lap of one vehicle. Since the number of vehicle passes is large and there are many vehicles, the list needs many rows to record all the vehicles and all the pass information corresponding to all the vehicles, so that the list is long. The display screen of the computer can display limited content, so that the list cannot be displayed completely in the display interface of the computer, that is, all the lap information of all the vehicles cannot be displayed.

If the list is represented as different lap time information for a vehicle, the rows of the list represent different vehicles. As shown in fig. 2, fig. 2 is a schematic diagram of another list display vehicle operation condition provided in the embodiment of the present application. In fig. 2, the actual operating time of the vehicle cannot be displayed, and therefore, the punctual condition of the vehicle cannot be intuitively judged according to the actual operating time and the planned operating time of the vehicle. Second, the list is that the lap time information is arranged in order from left to right, and the difference between the same laps of different vehicles cannot be shown. For example, the first pass for vehicle 2 is a 06:10 departure in the morning, a 07:10 arrival, and the first pass for vehicle 3 is a 13:10 departure and 14:10 arrival. Since the first pass of vehicle 2 and the first pass of vehicle 3 are in the same column of the list, the distribution is so limited that the list has no time gap and cannot display the gap between the first pass of vehicle 2 and the first pass of vehicle 3. Thus, the difference between the first pass of vehicle 2 and the first pass of vehicle 3 cannot be visually discerned, and the difference can only be found by the staff comparing the specific times.

Based on the problems in the related art, the embodiments of the present application provide a method for displaying a vehicle behavior, which is applied to a scene for displaying the vehicle behavior.

The method provided by the embodiment of the present application is further explained below. It should be noted that, in the embodiment of the present application, the terminal, the controller, the server, and the like may be used to execute the following steps in fig. 3, and an execution subject of the embodiment of the present application is not limited herein. Fig. 3 illustrates a terminal as an execution subject.

Fig. 3 is a flowchart of a method for displaying a vehicle operation condition according to an embodiment of the present application, where the method for displaying a vehicle operation condition may include the following steps:

step 301: the terminal displays the planned run time of the target trip in the reference canvas based on the planned departure time and the planned arrival time of the target trip of the target vehicle.

The first axis direction in the two-dimensional coordinate system of the reference canvas indicates time, the second axis direction in the two-dimensional coordinate system indicates different vehicles, the target vehicle is any vehicle, and the target pass is any pass of the target vehicle running on the reference running path. Wherein the scheduled run time indicates a time period between a scheduled departure time and a scheduled arrival time.

Thus, different passes of the target vehicle may be represented based on the first axis, different vehicles may be represented based on the second axis, and differences between different passes of the same vehicle and differences between the same passes of different vehicles may be displayed. In addition, since the first axis in the reference canvas can display the time information of all the laps of one vehicle, all the laps of the target vehicle can be displayed completely in the first axis direction, and the incomplete display of all the laps due to the problem of the area size of the reference canvas is avoided.

The reference running path is a running path corresponding to the planned running time of the target vehicle. That is, the reference travel path is a path that the vehicle plans to travel in advance. For example, for a public transportation vehicle, the reference travel route specifically refers to a position from a starting point to an end point of the public transportation vehicle.

To determine whether the target pass is punctual, it is necessary to compare the planned running time and the actual running time to determine whether the planned running time and the actual running time are the same, that is, to determine whether the planned departure time and the actual departure time of the target pass are the same, and whether the planned arrival time and the actual arrival time are the same. If the planned operation time is the same as the actual operation time, the target pass accurate point is described, and if the planned operation time is different from the actual operation time, the target pass inaccurate point is described. Therefore, in order to intuitively judge the punctual situation of the target pass, the terminal needs to display the planned running time of the target pass in the reference canvas based on the planned departure time and the planned arrival time of the target pass of the target vehicle.

Based on the planned departure time and the planned arrival time of the target pass of the target vehicle, a possible implementation manner for displaying the planned running time of the target pass in the reference canvas is as follows: in all the passes of the target vehicle planned in advance, for the planned departure time and the planned arrival time of any one target pass, since the planned operation time indicates the time period between the planned departure time and the planned arrival time, the positions of the planned departure time and the planned arrival time on the first axis are determined, and the planned operation time of the target pass can be displayed on the reference canvas.

All the passes of the target vehicle are obtained by arranging the target vehicle according to actual requirements by workers. For example, in one day, the number of passengers taking buses in a route is very large, and the number of times of the route is required to be large, so that the demand of the number of passengers can be met. At this time, the target vehicle is scheduled for all laps of the target vehicle. Wherein each trip of the target vehicle is scheduled according to a chronological order. The planned run time for each pass of the target vehicle is determined among all passes of the target vehicle to cause the target vehicle to operate at the planned run times for the different passes.

Since the first axis direction indicates time, the time needs to be calibrated on the first axis in advance so as to be able to quickly determine which time point is located at what position of the first axis.

The implementation manner of the calibration time on the first axis is as follows: determining a time interval indicating a time interval of the scheduling target vehicle, the time being calibrated on the first axis based on the time interval and a width of the reference canvas in the first axis direction.

The time interval is an interval between the earliest time point and the latest time point on the first axis, and the size of the reference canvas is limited, so that the time needs to be calibrated on the first axis according to the time interval and the width of the reference canvas in the direction of the first axis. The width of the reference canvas in the first axis direction is determined by taking pixel points as units. For example, if the width in the first axis direction is 1080, it indicates that there are 1080 pixels in the first axis direction.

In a possible implementation manner, the determining the time interval is implemented by: the time period between 00:00 and 24:00 of the whole day is determined as the time interval. The range of the time interval determined in this way is large, the planned running time or the actual running time of all the passes can be displayed completely, and the speed of determining the time interval is high.

Since the target pass is any pass the target vehicle travels on the reference travel path, the target pass may be the earliest or the latest of all passes. The time interval thus includes the planned departure time of the earliest and the planned arrival time of the latest of all the laps of the target vehicle, so that the planned running time of the target lap is displayed on the reference canvas.

Therefore, in another possible implementation manner, the implementation manner of determining the time interval is as follows: from the planned run times of all the trips of all the vehicles, the planned departure time of the earliest trip and the planned arrival time of the latest trip among all the trips are determined. And then, determining a time interval by taking the planned departure time of the earliest trip as the earliest time point and the planned arrival time of the latest trip as the latest time point. The time interval determined in this way can completely display the planned running time of all the laps of all the vehicles, and the phenomenon that the laps cannot be displayed does not occur. Wherein the scheduled operation time is the scheduled operation time of the current time period. This does not result in a waste of the reference canvas plane.

The specific code process is as follows:

in the above code, the planned departure times of all the laps and the planned arrival times of all the laps of all the vehicles, as well as all the vehicles and the executive drivers, are acquired. The method comprises the steps of taking the minimum value of the planned departure time of all the laps, taking the maximum value of the planned arrival time, namely determining the planned departure time of the earliest lap and the planned arrival time of the latest lap, and then determining the time between the planned departure time of the earliest lap and the planned arrival time of the latest lap to determine a time interval.

In practice, the actual run time of the target lap is not necessarily the same as the planned run time, and the actual departure time may be earlier than the planned departure time, or later than the planned departure time, or the actual arrival time may be earlier than the planned arrival time, or later than the planned arrival time. At this time, if the time interval is determined with the planned running times of all the laps of the target vehicle, when the actual departure time of the target lap is earlier than the planned departure time and the actual arrival time is later than the planned arrival time, the actual departure time and the actual arrival time of the target lap are not included in the time interval, and thus the actual departure time and the actual arrival time of the target lap cannot be displayed on the first axis of the reference canvas. It is therefore necessary to determine the time interval according to the actual running time of the target vehicle.

Therefore, in another possible implementation manner, the implementation manner of determining the time interval is as follows: according to the actual planned running time of all the laps of all the vehicles, the historical actual departure time of the earliest lap and the historical actual arrival time of the latest lap in all the laps are determined, and then the time interval is determined.

Since in practice all vehicles may have differences in actual and planned operating times for various reasons, such as rain, etc. There may be a phenomenon that the actual departure time is later than the planned departure time and the actual arrival time is later than the planned arrival time in all the trips, so that the time interval is determined according to the actual planned operation time of all the trips of all the vehicles, and the time interval determined in this way is more appropriate to the actual situation and can more accurately reflect the actual operation time of all the vehicles.

In order to better display both the planned running time and the actual running time on the reference canvas in the case of determining the time interval based on the planned running time or the actual running time, in another possible implementation manner, the time interval is determined by: according to the planned running time and the actual running time of all the laps of all the vehicles, the departure time of the earliest lap and the arrival time of the latest lap in all the laps are determined, and then the time interval is determined. The departure time of the earliest trip may be the actual departure time or the planned departure time, and the arrival time of the latest trip may be the actual arrival time or the planned arrival time. The time interval range obtained in this way is large, so that the planned running time and the actual running time of all vehicles can be displayed more accurately.

At this time, as shown in the above code, in the code, the actual departure time of all the trips of all the vehicles and the actual arrival time of all the trips may be acquired, and the time interval may be determined according to the acquired planned departure time of all the trips of all the vehicles and the planned arrival time of all the trips, the actual departure time of all the trips of all the vehicles and the actual arrival time of all the trips.

For example, if the actual departure time of the earliest trip of all vehicles is 6:00 and the planned departure time of the earliest trip is 6:10, the actual departure time of the earliest trip is 6:00 at the earliest time point of the time interval. The actual arrival time of the latest trip of all vehicles is 23:00 and the planned arrival time of the latest trip is 23:05, and the planned arrival time of the latest trip at this time is 23:05, which is taken as the latest time point of the time interval. In this case, the time interval is 6:00-23: 05.

The above implementation manner of the calibration time on the first axis based on the time interval and the width of the reference canvas on the first axis direction is: between time intervals, different time points are calibrated. Specifically, according to the time intervals, the time length between the time intervals is determined, the position of the earliest time point and the position of the latest time point in the time intervals are calibrated on a first axis in a manual designated mode, and then the width of the earliest time point and the width of the latest time point in the time intervals on the first axis are determined. And counting the time length between the time intervals according to minutes, and counting the width of the time intervals on the first axis according to pixel points. The number of the pixel points occupied by each minute on the first axis can be obtained by dividing the width of the time interval on the first axis by the duration of the time interval. During time calibration, only the time length between the calibration time and the earliest time point needs to be determined, that is, the calibration time is separated from the earliest time point by several minutes, and at this time, the positions of the pixel points with the same separation time are found from the position corresponding to the earliest time point, so that the position of the calibration time on the first axis can be determined.

For example, 10 pixels are occupied on the first axis per minute, and when the calibrated time is 2 minutes away from the earliest time point, the positions of 20 pixels from the position corresponding to the earliest time point are the calibrated time.

If the calibrated time intervals are the same, the position intervals of the marked time points on the first axis are also the same. If the calibrated time intervals are different, the position intervals of the marked time points on the first axis are also different, and the longer the adjacent time intervals are, the longer the intervals between the adjacent points of the marks are. The calibration time points need to be calibrated according to the time sequence of the time intervals. For example, if the time interval is 6:00-23:05, the calibration time may be 6:00, 7:00, 8:30, 12:00 … … 23: 05.

Furthermore, to facilitate time scaling on the first axis, the earliest time point in the determined time interval is pushed forward by one or half of an hour and the latest time point is pushed backward by one or half of an hour. The time interval is determined using a time point obtained by pushing one or half an integer forward from the earliest time point and a time point obtained by pushing one or half an integer backward from the latest time point. For example, the determined time interval is 6:00-23:05, and the time interval obtained by pushing forward or backward a half integer is 5:30-23: 30.

The time interval determined from the historical driving situation may be all day, or may be a certain time period of all day. If the time interval determined by the historical driving condition is the whole day, the time interval is 00:00 to 24:00, and any trip of the vehicle can be compatible when the time interval is the whole day. If the time interval is a certain time period in the whole day, such as 5:30-23:30, the time interval is 5:30-23:30, at this time, the earliest time point and the latest time point in the time interval are moved forward or backward by one or half of the whole time point, and the obtained time interval is 06:00-20: 00.

Furthermore, since the first axis direction of the two-dimensional coordinate system of the reference canvas indicates time, at this time, the aforementioned implementation of displaying the planned runtime of the target trip on the reference canvas may be: the planned run time of the above-mentioned target pass is displayed in the reference canvas as a first graphic, a start position of the first graphic on the first axis indicating a planned departure time, an end position of the first graphic on the first axis indicating a planned arrival time, and a position of the first graphic on the second axis indicating the target vehicle.

The planned running time of the target pass is displayed in the reference canvas in a first graph, so that the distribution of the planned running time of the target pass in time can be visually seen, and the difference between the planned running times in different passes of the target vehicle can be visually seen. The difference between the target vehicle pass and the pass cannot be visually seen as if the form of the list were the same. Secondly, the planned running times of different passes of different vehicles can be displayed in the reference canvas in the form of a first graph, so that the difference between the planned running times of the passes of different vehicles can be visually seen.

The above implementation of displaying the planned runtime of the target pass in the reference canvas as the first graphic is: to display the planned runtime of the target pass in the reference canvas, the position of the first graphic in the reference canvas needs to be determined first. The first graphic is displayed in the reference canvas according to its position in the reference canvas.

In one possible implementation, assuming that the first graphic can be displayed in the form of a rectangular grid in the reference canvas, in order to determine the position of the first graphic in the reference canvas, it is necessary to determine the position of the planned departure time of the target trip on the first axis, the width of the planned operation time of the target trip on the first axis, the starting position of the target vehicle on the second axis, and the height of the target vehicle on the second axis.

Specifically, a first axis direction on a two-dimensional coordinate system of the reference canvas is set as an x axis, and a second axis direction is set as a y axis. Namely, the position of the planned departure time of the target lap on the x axis, the width of the time length of the planned operation time of the target lap on the x axis, the starting position of the target vehicle on the y axis and the height of the target vehicle on the y axis are determined. At this time, the first graphic is displayed in the reference canvas in the form of a rectangular grid. The width occupied in the reference canvas per minute is set as width, which is determined by taking pixel points as units. If the earliest time point of the time interval is represented as earriesttime, the position of the earriesttime on the x-axis in the reference canvas is px _ earriesttime. The starting position of the target vehicle on the y-axis is denoted as py _ vehicle group, and the height occupied on the y-axis is vehicle group height.

The location of the planned departure time for a target trip on the x-axis may be determined by equation 1 below. In formula 1, t.bounds.x represents the position of the planned departure time of the target trip on the x-axis, px _ earriesttime represents the position of the earliest time point of the time interval on the x-axis, t.departtime represents the planned departure time of the target trip, earriesttime represents the earliest time point of the time interval, and widthpmin represents the width occupied in the reference canvas per minute. The total interval time between the earliest time point and the planned departure time of the target lap is determined through (t.depart time-earriesttime) TotalMinutes in formula 1, and then the width between the earliest time point and the planned departure time of the target lap can be obtained by multiplying the total interval time by the width occupied in the reference canvas per minute. And then adding the position of the earliest time point of the time interval on the x axis, so as to determine the position of the planned departure time of the target lap on the x axis.

Equation 1:

t.Bounds.X＝px_earliestTime+(t.DepartTime-earliestTime).TotalMinutes*widthPerMin

the width of the planned runtime of the target pass on the x-axis can be determined by the following equation 2. In equation 2, t.bounds.width represents the width of the duration of the planned operation time of the target pass on the x-axis, t.arrivetime represents the planned arrival time of the target pass, and (t.arrivetime-t.departtime) represents the total time of the interval between the planned arrival time of the target pass and the planned departure time, that is, the duration of the planned operation time of the target pass. The width of the time length of the planned operation time of the target pass on the x axis can be obtained by multiplying the time length of the planned operation time of the target pass by the width occupied in the reference canvas per minute.

Equation 2:

t.Bounds.Width＝(t.ArriveTime-t.DepartTime).TotalMinutes*widthPerMin

since different vehicles are indicated in the second axis direction, the starting position of the target vehicle in the y axis may be directly py _ vehicle group, as shown in equation 3, t.bounds.y is the starting position of the target vehicle in the y axis.

Equation 3:

t.Bounds.Y＝py_vehicleGroup

the height of the target vehicle on the y axis can be directly vehiclergroupheight, as shown in formula 4, t.

Equation 4:

t.Bounds.Height＝vehicleGroupHeight

in the

above equations

3 and 4, the starting position of the target vehicle on the y-axis and the height occupied by the target vehicle on the y-axis may be configured in advance by the user based on the length of the second axis and the number of vehicles to be dispatched. For example, if there are 5 vehicles to be dispatched, and the length of the second axis is 16cm from the vehicle 1 to the vehicle 5, then the user may configure the starting position of the vehicle 1 at 1cm, the height occupied by the vehicle 1 on the y axis is configured to be 2cm, the starting position of the vehicle 2 is configured to be 4cm, the height occupied by the vehicle 2 on the y axis is configured to be 2cm, the starting position of the vehicle 3 is configured to be 7cm, the height occupied by the vehicle 3 on the y axis is configured to be 2cm, the starting position of the vehicle 4 is configured to be 10cm, the height occupied by the vehicle 4 on the y axis is configured to be 2cm, the starting position of the vehicle 5 is configured to be 13cm, and the height occupied by the vehicle 5 on the y axis is configured to.

From the above 4 formulas, the position of the planned departure time of the target trip determined by formula 1 on the x-axis and the width of the planned running time of the target trip determined by formula 2 on the x-axis can be determined, i.e. the position of the first graph in the first axis direction. The starting position of the target vehicle on the y axis determined by the formula 3 and the height occupied by the target vehicle on the y axis determined by the formula 4 can be determined, and the position of the first graph in the second axis direction can be determined. The position of the first graphic in the reference canvas is determined based on the position of the first graphic in the first axis direction and the position of the first graphic in the second axis direction.

As shown in FIG. 4, FIG. 4 is a schematic view of a vehicle trip provided by an embodiment of the present application. In fig. 4, a first axis in the two-dimensional coordinate system of the reference canvas is a horizontal axis of the two-dimensional coordinate system, and a second axis is a vertical axis of the two-dimensional coordinate system. Vehicle 1 has 5 passes, including pass 1 through pass 5. Vehicle 2 has 5 laps, including lap 1 through lap 5. The vehicle 3 has 5 laps, including lap 1 through lap 5. The vehicle 4 has 5 laps, including lap 1 through lap 5. The vehicle 5 has 5 laps, including lap 1 through lap 5. Each trip in all vehicles is displayed in a first graphic, wherein the first graphic is a rectangular grid. The first axis time corresponding to the left position and the first axis time corresponding to the right position of the rectangular grid represent the planned departure time and the planned arrival time of the trip, respectively. For example, the first axis time corresponding to the left position of the rectangular grid of pass 1 of vehicle 1 is the planned departure time of pass 1 of vehicle 1, and the first axis time corresponding to the right position is the planned arrival time of pass 1 of vehicle 1. In FIG. 4, the planned departure time for pass 1 of vehicle 1 may be determined to be 05:15 and the planned arrival time 06: 00.

Secondly, in fig. 4, the difference between the pass 1 of the vehicle 1 and the pass 2 of the vehicle 1 can be visually seen, the pass 2 of the vehicle 1 being later than the departure time of the pass 1 of the vehicle 1, the pass 2 of the vehicle 1 starting to run after the pass 1 of the vehicle 1 is completed. The difference in the runs between different vehicles can also be seen visually, between the run 1 of the vehicle 1 and the run 1 of the vehicle 2, the run 1 of the vehicle 1 runs before the run 1 of the vehicle 2, and the run 1 of the vehicle 2 starts during the run 1 of the vehicle 1.

In another possible implementation, it is assumed that the first graphic can be displayed in the form of a line in the reference canvas, and in order to determine the position of the first graphic in the reference canvas, the position of the planned departure time of the target trip on the x-axis, the width of the planned running time of the target trip on the x-axis, and the starting position of the target vehicle on the y-axis need to be determined. The height of the target vehicle in the y-axis does not need to be determined, so that the height of the target vehicle displayed in the reference canvas can be reduced, and more vehicles can be displayed conveniently. At the moment, the information of the height of the target vehicle on the y axis does not need to be stored, and the storage space of the terminal is further saved.

It should be noted that, in the two-dimensional coordinate system of the reference canvas, the first axis may be a horizontal axis of the two-dimensional coordinate system, and the second axis may be a vertical axis of the two-dimensional coordinate system. Alternatively, the first axis in the two-dimensional coordinate system of the reference canvas may be a longitudinal axis of the two-dimensional coordinate system and the second axis may be a transverse axis of the two-dimensional coordinate system. The positions of the first and second axes in the two-dimensional coordinate system of the reference canvas are not defined herein.

The above-described determination of the position of the first graphic within the reference canvas is only one possible implementation and is not intended to limit how the position of the first graphic within the reference canvas is determined. Meanwhile, the display form of the first graph in the reference canvas is not limited to the form of the rectangular grid and the lines, and other forms are not explained one by one.

Further, in the above-described reference canvas, a pass status of the target pass may also be displayed, indicating that the target pass has completed, or that the target pass is in progress, or that the target pass has not yet begun.

Optionally, the pass status of the target pass is indicated by marking the first graphic as a different color. For example, green indicates that the target pass has completed, blue indicates that the target pass is in progress, and white indicates that the target pass has not yet begun.

Optionally, the pass status of the target pass may also be indicated by marking the first graphic with a different marker. For example, 1 indicates that the target pass has completed, 2 indicates that the target pass is in progress, and 3 indicates that the target pass has not yet begun.

It should be noted that the embodiment of the present application does not limit how to mark the pass status of the target pass.

Step 302: if the target pass has been completed, the terminal displays the actual run time of the target pass in the reference canvas based on the actual departure time and the actual arrival time of the target pass.

If the target pass is required to be judged whether to be punctuated, the target pass can be determined only when the target pass is completed, and if the target pass is completed, the actual running time of the target pass needs to be displayed on a reference canvas for a worker to visually find the punctuation condition of the completed target pass, and then whether the target pass is punctuated is determined according to the displayed planned running time and the actual running time in the reference canvas. The actual running time indicates a time period between the actual departure time and the actual arrival time.

In one possible implementation, the actual running time of the above-described target trip may be displayed in the reference canvas in a third graphic, a starting position of the third graphic on the first axis indicating an actual departure time, an ending position of the third graphic on the first axis indicating an actual arrival time, and a position of the third graphic on the second axis indicating the target vehicle.

The actual running time of the target pass is displayed in the reference canvas as a third graph, so that the distribution of the actual running time of the target pass in time can be visually seen, and the difference between the actual running times of different passes of the target vehicle can be visually seen. Secondly, the actual running times of different passes of different vehicles can be displayed in the reference canvas in the form of a third graph, so that the difference between the actual running times of the passes of different vehicles can be visually seen.

The above implementation of displaying the actual run time of the target pass in the reference canvas as the third graph is: in order to display the actual runtime of the target pass in the reference canvas, the location of the third graphic in the reference canvas needs to be determined first. The third graphic is displayed in the reference canvas according to its position in the reference canvas.

In one possible implementation, it is assumed that the third graphic can be displayed in the form of a line in the reference canvas, and in order to determine the position of the third graphic in the reference canvas, the position of the actual departure time of the target trip on the x-axis, the width of the actual running time of the target trip on the x-axis, and the starting position of the target vehicle on the y-axis need to be determined. The height of the target vehicle in the y-axis does not need to be determined, so that the height of the target vehicle displayed in the reference canvas can be reduced, and more vehicles can be displayed conveniently. At the moment, the information of the height of the target vehicle on the y axis does not need to be stored, and the storage space of the terminal is further saved.

The above-described manner of determining the position of the actual departure time of the target lap on the x-axis is: according to the time difference between the actual departure time of the target lap and the planned departure time, the width of the time difference on the x axis is determined, then the distance between the position of the actual departure time of the target lap on the x axis and the position of the earliest time point on the x axis is used, and the width of the time difference on the x axis is added or subtracted, so that the distance between the position of the actual departure time of the target lap on the x axis and the position of the earliest time point on the x axis can be obtained, and at the moment, the position of the actual departure time of the target lap on the x axis is determined.

Specifically, the position of the actual departure time of the target trip on the x-axis may be determined according to equation 5, as shown in equation 5, actualtitimeline.x represents the distance between the position of the actual departure time of the target trip on the x-axis and the position of the earliest time point on the x-axis, cell.x represents the distance between the position corresponding to the planned departure time on the x-axis and the position of the earliest time point on the x-axis, and ActualDepartTime-platdedtime represents the time gap between the actual departure time of the target trip and the planned departure time. In equation 5, ActualDepartTime-PlanDepartTime may be positive and negative, and thus, is subtracted (ActualDepartTime-PlanDepartTime) with the width hpermin by cell.x. Wherein the real departure time is a positive number when later than the scheduled departure time, and the real departure time is a negative number when earlier than the scheduled departure time.

Equation 5:

actualTimeLine.X＝cell.X-(ActualDepartTime-PlanDepartTime)*widthPerMin

the above implementation manner of determining the width occupied by the time length of the actual running time of the target pass on the x-axis is as follows: and determining the width of the time difference on the x axis according to the time difference between the actual arrival time and the actual departure time of the target lap, namely determining the width of the time length of the actual running time of the target lap on the x axis.

Specifically, the width of the actual running time of the target pass on the x axis can be determined according to the formula 6, as shown in the formula 6, actualtimeline.width represents the width of the actual running time of the target pass on the x axis, actualArriveTime-actualDepartTime represents the time difference between the actual arrival time of the target pass and the actual departure time, and the width of the actual running time of the target pass on the x axis can be determined by multiplying the time difference by the pixel occupied by each minute in the reference canvas.

Equation 6:

actualTimeLine.Width＝(ActualArriveTime-ActualDepartTime)*widthPerMin

the specific method for determining the starting position of the target vehicle on the y axis may refer to the specific method for determining the starting position of the target vehicle on the y axis in the first graph, and will not be described herein again.

In another possible implementation manner, assuming that the third graph can be displayed in the reference canvas in the form of a rectangular grid, in order to determine the position of the third graph in the reference canvas, the position of the actual departure time of the target trip on the x axis, the width of the actual running time of the target trip on the x axis, the starting position of the target vehicle on the y axis, and the height of the target vehicle on the y axis need to be determined.

The implementation manner of the position of the actual departure time of the target lap on the x axis, the width of the duration of the actual running time of the target lap on the x axis, and the starting position of the target vehicle on the y axis in the third graph may refer to the first graph to determine the position of the rectangular grid, and is not described herein again. The specific method for determining the height of the target vehicle in the y axis may refer to the specific method for determining the height of the target vehicle in the y axis in the first graph, and is not described herein again.

It should be noted that the above-mentioned determination of the position of the third graphic in the reference canvas is only a possible implementation manner, and no limitation is imposed on how to determine the position of the third graphic in the reference canvas. Meanwhile, the display form of the third graph in the reference canvas is not limited to the form of the rectangular grid and the lines, and other forms are not explained one by one.

In order to facilitate observation of whether the target pass is punctuated, the first graph and the third graph are displayed in the reference canvas according to different forms, and if the first graph is displayed in the reference canvas in the form of a rectangular grid, the third graph is displayed in the reference canvas in the form of a line. If the first graph is displayed in the reference canvas in the form of a line, the third graph at this time is displayed in the reference canvas in the form of a rectangular grid.

As shown in fig. 5, fig. 5 is a schematic diagram of an origin and arrival of an alignment point according to an embodiment of the present application. In FIG. 5, the rectangular grid is the planned runtime of the target pass, and the lower shaded bar is the actual runtime of the target pass. In fig. 5, the planned departure time is the same as the start position and the end position of the actual running time, which indicates that the target lap is the departure of the waypoint and the waypoint arrives.

As shown in fig. 6, fig. 6 is a schematic diagram of departure at a later time and arrival at a later time according to an embodiment of the present application. In fig. 6, the start position of the actual departure time of the target lap is later than the start position of the planned departure time, and therefore the actual departure time of the target lap is later than the planned departure time. The start position of the actual arrival time of the target lap is later than the start position of the planned arrival time, and therefore the actual arrival time of the target lap is later than the planned arrival time. In summary, the target lap is a lap that departs at a later point and arrives at a later point.

As shown in fig. 7, fig. 7 is a schematic diagram of a departure at a late time and an arrival in advance according to an embodiment of the present application. In fig. 7, the start position of the actual departure time of the target lap is later than the start position of the planned departure time, and therefore the actual departure time of the target lap is later than the planned departure time. The start position of the actual arrival time of the target lap is ahead of the start position of the planned arrival time, and therefore the actual arrival time of the target lap is earlier than the planned arrival time. In summary, the target lap is a lap that departs late and arrives early.

As shown in fig. 8, fig. 8 is a schematic diagram of an early departure and an early arrival provided in the embodiment of the present application. In fig. 8, the start position of the actual departure time of the target lap is ahead of the start position of the planned departure time, and therefore the actual departure time of the target lap is earlier than the planned departure time. The start position of the actual arrival time of the target lap is ahead of the start position of the planned arrival time, and therefore the actual arrival time of the target lap is earlier than the planned arrival time. In summary, the target lap is an early departure lap and an early arrival lap.

As shown in fig. 9, fig. 9 is a schematic diagram of an earlier departure and a later arrival according to an embodiment of the present application. In fig. 9, the start position of the actual departure time of the target lap is ahead of the start position of the planned departure time, and therefore the actual departure time of the target lap is earlier than the planned departure time. The start position of the actual arrival time of the target lap is later than the start position of the planned arrival time, and therefore the actual arrival time of the target lap is later than the planned arrival time. In summary, the target lap is a lap that departs earlier and arrives later.

Step 303: if the target trip is ongoing, the travel progress of the target trip is displayed in the reference canvas based on the length of the reference travel path, the distance between the current location of the target vehicle and the starting point on the reference travel path.

In order to better judge whether the target lap is the same as the planned driving speed, the quasi-point condition of the target lap is further estimated. Thus, if the target trip is in progress, the travel progress of the target trip may also be displayed in the reference canvas based on the length of the reference travel path, the distance between the current location of the target vehicle and the starting point on the reference travel path. Whether the target lap is in the quasi-point arrival or not can be deduced according to the running progress of the target lap, and whether accidents happen to the target vehicle or not can be judged at the same time. For example, the target vehicle may be damaged and may not stop forward, or the target vehicle may stop forward due to a traffic jam. If the target vehicle is not stopped, the target vehicle can be judged to have accidents, and at the moment, other vehicles can be dispatched to replace the target vehicle, so that passengers on the target vehicle can arrive at the destination in time.

Since the progress is obtained according to the ratio of the task amount completed at the current time to the total task amount, the above-mentioned implementation manner of displaying the travel progress of the target trip in the reference canvas based on the length of the reference travel path, the distance between the current position of the target vehicle and the starting point on the reference travel path is as follows: and determining the proportion between the distance between the current position of the target vehicle and the starting point on the reference driving path and the route length to obtain a progress proportion, and rendering the partial area in the first graph into a second graph based on the progress proportion. The partial area in the first graph is the driving progress of the target lap. The ratio between the length of the second graphic projected on the first axis and the length of the first graphic projected on the first axis is a progress ratio.

The above implementation manner of determining the distance between the current position of the target vehicle and the starting point on the reference travel path is as follows: and installing a positioning device on the target vehicle, reporting the position information of the vehicle in real time according to the positioning device, and further determining the distance between the current position of the target vehicle and the starting point on the reference running path according to the position information of the vehicle. The positioning device may be a GPS (global positioning system) or the like.

The possible implementation manner of how to determine the partial region in the first graph is as follows: the partial region in the first figure is determined based on a ratio between a distance between the current position of the target vehicle and the start point on the reference travel path and the route length, and a width of the first figure.

Specifically, the partial region in the first figure may be determined according to equation 7, and as shown in equation 7, the progress width represents the travel progress of the target lap, that is, the width of the partial region in the first figure. distanceFromStart represents a distance between the current position of the target vehicle and the start point on the reference travel path, lineLength represents a route length, and cell. According to the proportion between the distanceFromStart and lineLength, multiplying the width of the first graph to obtain a partial area in the first graph, namely the driving progress of the target trip.

Equation 7:

progressWidth＝(distanceFromStart/lineLength)*cell.Width

the above implementation manner for rendering the partial region in the first graphic as the second graphic is as follows: since the starting position of the first graphic is the planned departure time of the target lap, rendering is performed rightward from the starting position of the first graphic until the determined partial region of the first graphic is rendered. Therefore, the driving progress of the target lap can be visually seen. The rendering result is that partial area of the first graph is displayed in a different form from the first graph, and a second image is obtained. For example, a partial region of the first pattern may be shaded.

As shown in fig. 10, fig. 10 is a schematic view of a driving schedule provided in the embodiment of the present application. In fig. 10, the hatched portion is a second graphic obtained by rendering a partial area in the first graphic, and as can be seen from fig. 10, the second graphic occupies most of the first graphic, and therefore, the target vehicle has traveled most of the reference travel path.

In addition, the current time can be displayed on the reference canvas, the current time can be visually seen, and whether the target pass is theoretically running or not at the current time can be displayed.

The display mode of the current time is as follows: the current time is displayed on the reference canvas in the form of a specific number so that the staff member can know the current time definitely.

Optionally, the display mode of the current time is as follows: the current time is displayed on the reference canvas in the form of a timeline so that the worker can know explicitly whether the target pass is a pass of the current time. Specifically, according to the time calibrated in the first axis direction, the position of the current time is found, and an line perpendicular to the first axis is formed on the reference canvas by taking the position of the current time on the first axis as a starting point, so that the line is the current timeline. Wherein the pass state of the pass for which the planned runtime is interleaved with the current timeline is the theoretically running pass.

As shown in fig. 11, fig. 11 is a schematic diagram of an ongoing pass provided by an embodiment of the present application. In FIG. 11, there are 5 vehicles, vehicles 1-5, each with a different lap, vehicle 1 with 7 laps, vehicle 2 with 6 laps, vehicle 3 with 5 laps, vehicle 4 with 5 laps, and vehicle 5 with 4 laps. The calibration time is 07:00, 08:00, … … and 15: 00. The current time is 11:00 and the current timeline is displayed. The pass status of a pass interleaved with the current timeline is the theoretically ongoing pass.

In addition, the current time and the driving schedule can be simultaneously displayed on the reference canvas, so that after the second graph obtained by rendering a partial area in the first graph is rendered, whether the actual driving schedule of the target trip is faster or slower on the reference driving route or not can be intuitively judged according to the current time.

As shown in fig. 12, fig. 12 is a schematic diagram of a slow driving schedule according to an embodiment of the present application. In fig. 12, the current time line is located after the end position of the second graph, which indicates that the actual travel progress of the target vehicle is slow, and that the vehicle may arrive late if the vehicle continues to travel with this travel progress.

As shown in fig. 13, fig. 13 is a schematic view of a normal driving schedule provided in the embodiment of the present application. In fig. 13, the current time line coincides with the end position of the second graph, which indicates that the actual travel progress of the target vehicle is normal, and the target vehicle may arrive at the station at a quasi-point if the vehicle continues to operate at the travel progress.

As shown in fig. 14, fig. 14 is a schematic diagram of a fast driving schedule according to an embodiment of the present application. In fig. 14, the current time line is between the start position and the end position of the second graph, which indicates that the actual travel speed of the target vehicle is fast, and the target vehicle may arrive earlier if the vehicle continues to travel at the travel speed.

In addition, regardless of the state of the target lap, the target lap is run on the same reference travel path. However, the start point and the end point may be at the same position or different positions with respect to the reference travel path. When the starting point and the end point are at the same position, the reference running path of the target vehicle is equivalent to the running-out from the starting point, and after the target vehicle runs to the specified place, the target vehicle then runs to the starting point from the specified place, namely the reference running path is a circular path. When the start point and the end point are not at the same position, then the vehicle travels a first pass from the start point to the end point, and at the time of a second pass, the end point of the first pass is taken as the start point and the start point of the first pass is taken as the end point. That is, there is no absolute start point and end point for a reference path whose start point and end point are not at the same position. Here, in order to facilitate the discrimination of the traveling direction of the target lap, the traveling pattern of the target vehicle transmitted from one side is referred to as an up route and the traveling pattern of the target vehicle transmitted from the other side is referred to as a down route, with reference to the one side of the reference traveling route. At this time, the driving style of the target lap may also be displayed on the reference canvas. The running modes are respectively a circular path, an uplink path and a downlink path.

For example, the reference travel path is from pdeld to qeld, or from qeld to pdeld. With reference to P ground, the traveling route of the vehicle from P ground to Q ground is called an up route, and the traveling mode of the vehicle from Q ground to P ground is called a down route.

In order to more intuitively observe the running condition of the vehicle, if the target pass is to be executed, that is, the next pass to be executed is the target pass, the target pass to be executed is marked, and the marking method may be marked by color or by numbers, and is not limited herein.

To sum up, the reference canvas may display time intervals, different vehicles, different trips, the planned running time and the actual running time of the target trip, the trip status of the target trip, relevant information of the trip status, the current time, and the like, and display the time intervals, the different vehicles, the different trips, the planned running time and the actual running time of the target trip on the reference canvas in the form of a graph, and finally display the vehicle running condition on the reference canvas as shown in fig. 15, where fig. 15 is a schematic view of a vehicle running condition display interface provided in the embodiment of the present application.

In fig. 15, fig. 15 is a schedule table of K001 way on 12 months, 26 days in 2020. In FIG. 15, the number of all passes 77 is shown, as well as the number of passes completed 56, eventually represented as 77/56. The path lengths of all trips are summed up into a quorum mileage 1326, and a completed mileage 937, ultimately denoted 1326/937. The number of all vehicles 6, and the number of executing vehicles 4, are finally indicated as 6/4. The number of drivers 6, the number of punches 6, and finally 6/6. There are 6 cars, the number of shifts corresponding to 6 cars is 1, 2, 3, 4, 5, 6 respectively, and the license plate number of the car is A, B, C, D, E, F respectively. The driver code for each vehicle is 01, 02, 03, 04, 05, 06, respectively. The time calibrated within the time interval is calibrated once for 20 minutes. The current time is 16:33:59, which is shown as a vertical line in the figure, i.e. the current time line, and is shown in the upper right corner. The rectangular grid in the figure is the first pattern, i.e. a pass. The passes that have been completed are the white, rectangular lattices in the figure, the passes that are in progress are the lattices with diagonal lines in the figure, the passes that have not yet begun are the rectangular lattices with transverse and rectangular lattices with vertical lines in the figure, and in the passes that have not yet begun, the rectangular lattices with transverse are the passes that are to be performed. The travel mode of the K001 road is a circular path.

The reference driving path is displayed in the upper left corner of each pass and is a circular path, the planned departure time of the pass is directly displayed in the lower left corner of the pass in all the passes, and the license plate and the driver code of the vehicle of the pass are displayed. In the completed pass, the bar-shaped graph below the rectangular grid is the third graph for displaying the actual running time of the current pass, so that the difference between the planned running time and the actual running time can be visually seen in the completed pass. In the ongoing lap, the diagonal line part is the current running schedule, for example, the diagonal line part of the lap of the vehicle for departure of the vehicle B, 13:10 is on the left side of the current time line, the running schedule of the lap is slow, and therefore whether the lap runs normally or not can be visually seen. Only the planned departure time is displayed in the completed pass.

In addition, the difference between the peak period and the off-peak period can be visually displayed in the reference canvas, the vehicle has dense trips in the peak period, and the time interval between different trips is short. The vehicle's passes are sparse during off-peak periods, with long time intervals between different passes.

As shown in FIG. 16, FIG. 16 is a detailed schematic view of a vehicle lap situation provided by the embodiment of the present application. In FIG. 16, there are 5 vehicles, vehicles 1-5, each with a different lap, vehicle 1 with 7 laps, vehicle 2 with 6 laps, vehicle 3 with 5 laps, vehicle 4 with 5 laps, vehicle 5 with 4 laps, calibrated at 07:00, 08:00, … …, 15: 00. In fig. 16, there are two dashed boxes representing the peak period and the off-peak period, respectively. During peak periods, it is clearly apparent that there is no time interval between passes of the vehicle 1, i.e. the vehicle 1 has just arrived at the end and is to start again. Vehicle 2 is the same as vehicle 3. There is no time interval between the first two passes of the vehicle 4, there is a time interval between the third and second passes, but the time interval is also short. The vehicle 5 is identical to the vehicle 4, and the time interval between the two latter passes is short. At off-peak periods, it can be seen that the laps of different vehicles are significantly more separated from lap time to lap time than at peak periods.

In summary, in the embodiment of the present application, the operation condition of the target vehicle is displayed by displaying the planned operation time and the actual operation time of the completed target trip on the reference canvas. The planned and actual run times of the completed target pass are displayed on the reference canvas so that the planned and actual run times of the completed target pass can be visually observed for comparison to obtain a quasi-point condition of the completed pass. Secondly, since the first axis direction in the two-dimensional coordinate system of the reference canvas indicates time, different passes of the target vehicle can be represented based on the first axis, different vehicles can be represented based on the second axis direction in the two-dimensional coordinate system, and thus, the difference between different passes of the same vehicle and the difference between the same passes of different vehicles can be displayed. In addition, since the first axis in the reference canvas can display the time information of all the laps of one vehicle, all the laps of the target vehicle can be displayed completely in the first axis direction, and the incomplete display of all the laps due to the problem of the area size of the reference canvas is avoided.

The method provided by the embodiments of the present application is further explained below by taking fig. 17 as an example. It should be noted that the embodiment shown in fig. 17 is only a partial optional technical solution in the embodiment shown in fig. 3, and does not limit the display method of the vehicle operation condition provided in the embodiment of the present application.

Fig. 17 is a detailed flowchart of a method for displaying a vehicle operation condition according to an embodiment of the present application, where the method for displaying a vehicle operation condition may include the following steps:

1. the time is calibrated on the reference canvas, and the time selection calibration and the all-day calibration can be selected according to the historical driving condition. The time selection calibration refers to calibrating a certain period of time in a time period, and the all-day calibration refers to completely calibrating the time period.

2. When time selection is carried out, historical driving conditions are acquired, and a time interval is determined according to the earliest time point and the latest time point in historical planned operation time and/or historical actual operation time of the historical driving conditions. And when the whole day calibration is carried out, the time interval is directly determined according to the earliest time point and the latest time point in the time cycle.

3. After the time calibration is performed, the position of the target pass is determined, and the target pass is displayed in the reference canvas in a first graph.

4. After the first graph is displayed in the reference canvas, the state of the target pass is judged, and if the target pass is a pass to be executed, the target pass is marked. And if the target lap is an ongoing lap, displaying the driving progress of the target lap. If the target pass is a pass that has already been completed, the actual run time and the planned run time of the target pass are displayed.

In summary, in the embodiment of the present application, the display of the running condition of the target vehicle is completed by displaying the planned running time of the target pass on the reference canvas, displaying the actual running time in the case where the target pass has been completed, and displaying the running progress in the course of the target pass being performed. The planned and actual run times of the target pass are displayed on the reference canvas so that the planned and actual run times of the completed target pass can be visually observed for comparison to obtain a punctual view of the completed pass. Alternatively, the travel progress of the target lap can be visually seen, so that the travel progress of the target vehicle can be determined to judge whether the target lap is quasi-point reached or not. Secondly, because the first axis direction in the two-dimensional coordinate system of the reference canvas indicates time, different passes of the target vehicle can be represented based on the first axis, different vehicles can be represented based on the second axis direction in the two-dimensional coordinate system, and further, the difference between different passes of the same vehicle and the difference between different passes of different vehicles can be displayed. In addition, since the first axis in the reference canvas can display the time information of all the laps of one vehicle, all the laps of the target vehicle can be displayed completely in the first axis direction, and the incomplete display of all the laps due to the problem of the area size of the reference canvas is avoided.

Fig. 18 is a schematic structural diagram of a display device of a vehicle operating condition according to an embodiment of the present application, where the display device of the vehicle operating condition may be implemented by software, hardware, or a combination of the two. The display device 1800 of the vehicle behavior may include: a display module 1801.

A display module for displaying a planned travel time of a target pass of a target vehicle in a reference canvas based on a planned departure time and a planned arrival time of the target pass, a first axis direction in a two-dimensional coordinate system of the reference canvas indicating a time, a second axis direction in the two-dimensional coordinate system indicating a different vehicle, the target vehicle being any one of the vehicles, the target pass being any one of the passes the target vehicle travels on a reference travel path, wherein the planned travel time of the target pass is displayed in the reference canvas as a first graphic, a start position of the first graphic on the first axis indicates the planned departure time, an end position of the first graphic on the first axis indicates the planned arrival time, and a position of the first graphic on the second axis indicates the target vehicle;

a display module further for displaying an actual run time of the target pass in the reference canvas based on an actual departure time and an actual arrival time of the target pass if the target pass has been completed; alternatively, the first and second electrodes may be,

if the target trip is ongoing, the travel progress of the target trip is displayed in the reference canvas based on the length of the reference travel path, the distance between the current location of the target vehicle and the starting point on the reference travel path.

Optionally, a pass status of the target pass is marked in the reference canvas, the pass status indicating that the target pass has completed, or indicating that the target pass is in progress, or indicating that the target pass has not yet begun.

Wherein the displaying the travel progress of the target trip in the reference canvas based on the route length of the reference travel path, the distance between the current position of the target vehicle and the starting point on the reference travel path comprises:

determining the proportion between the distance between the current position of the target vehicle and the starting point on the reference running path and the length of the route to obtain the progress proportion;

rendering a partial region in the first graph as a second graph based on a progress ratio, a ratio between a length of the second graph projected on the first axis and a length of the first graph projected on the first axis being the progress ratio.

Optionally, the actual running time of the target trip is displayed in the reference canvas in a third graphic, a starting position of the third graphic on the first axis indicating an actual departure time, an ending position of the third graphic on the first axis indicating an actual arrival time, and a position of the third graphic on the second axis indicating the target vehicle.

Optionally, the current time is displayed on the reference canvas.

It should be noted that: in the display device for vehicle behavior provided in the above embodiment, when displaying the vehicle behavior, only the division of the above functional modules is taken as an example, and in practical applications, the above function distribution may be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules, so as to complete all or part of the above described functions. In addition, the display device of the vehicle running condition provided by the embodiment and the display method embodiment of the vehicle running condition belong to the same concept, and the specific implementation process is detailed in the method embodiment and is not described again.

Fig. 19 is a block diagram of a terminal 1900 according to an embodiment of the present application. The terminal 1900 may be: a smart phone, a tablet computer, an MP3 player (Moving Picture Experts Group Audio Layer III, motion video Experts compression standard Audio Layer 3), an MP4 player (Moving Picture Experts Group Audio Layer IV, motion video Experts compression standard Audio Layer 4), a notebook computer, or a desktop computer. Terminal 1900 may also be referred to by other names such as user equipment, portable terminal, laptop terminal, desktop terminal, and so on.

Generally, terminal 1900 includes: a processor 1901 and a memory 1902.

The processor 1901 may include one or more processing cores, such as a 4-core processor, an 8-core processor, and so forth. The processor 1901 may be implemented in at least one hardware form of a DSP (Digital Signal Processing), an FPGA (Field-Programmable Gate Array), and a PLA (Programmable Logic Array). The processor 1901 may also include a main processor and a coprocessor, where the main processor is a processor for Processing data in an awake state, and is also called a Central Processing Unit (CPU); a coprocessor is a low power processor for processing data in a standby state. In some embodiments, the processor 1901 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed by the display screen. In some embodiments, the processor 1901 may further include an AI (Artificial Intelligence) processor for processing computing operations related to machine learning.

The memory 1902 may include one or more computer-readable storage media, which may be non-transitory. The memory 1902 may also include high-speed random access memory, as well as non-volatile memory, such as one or more magnetic disk storage devices, flash memory storage devices. In some embodiments, a non-transitory computer readable storage medium in memory 1902 is used to store at least one instruction for execution by processor 1901 to implement a method of displaying vehicle behavior as provided by method embodiments herein.

In some embodiments, terminal 1900 may further optionally include: a peripheral interface 1903 and at least one peripheral. The processor 1901, memory 1902, and peripheral interface 1903 may be connected by bus or signal lines. Various peripheral devices may be connected to peripheral interface 1903 via a bus, signal line, or circuit board. Specifically, the peripheral device includes: at least one of a radio frequency circuit 1904, a display screen 1905, a camera assembly 1906, an audio circuit 1907, a positioning assembly 1908, and a power supply 1909.

The peripheral interface 1903 may be used to connect at least one peripheral associated with an I/O (Input/Output) to the processor 1901 and the memory 1902. In some embodiments, the processor 1901, memory 1902, and peripherals interface 1903 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 1901, the memory 1902, and the peripheral interface 1903 may be implemented on separate chips or circuit boards, which is not limited in this embodiment.

The Radio Frequency circuit 1904 is used for receiving and transmitting RF (Radio Frequency) signals, also called electromagnetic signals. The radio frequency circuit 1904 communicates with a communication network and other communication devices via electromagnetic signals. The rf circuit 1904 converts an electrical signal into an electromagnetic signal to transmit, or converts a received electromagnetic signal into an electrical signal. Optionally, the radio frequency circuit 1904 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a subscriber identity module card, and so forth. The radio frequency circuit 1904 may communicate with other terminals via at least one wireless communication protocol. The wireless communication protocols include, but are not limited to: metropolitan area networks, various generation mobile communication networks (2G, 3G, 4G, and 5G), Wireless local area networks, and/or WiFi (Wireless Fidelity) networks. In some embodiments, the radio frequency circuit 1904 may further include NFC (Near Field Communication) related circuits, which are not limited in this application.

The display screen 1905 is used to display a UI (User Interface). The UI may include graphics, text, icons, video, and any combination thereof. When the display screen 1905 is a touch display screen, the display screen 1905 also has the ability to capture touch signals on or above the surface of the display screen 1905. The touch signal may be input to the processor 1901 as a control signal for processing. At this point, the display 1905 may also be used to provide virtual buttons and/or a virtual keyboard, also referred to as soft buttons and/or a soft keyboard. In some embodiments, display 1905 may be one, providing the front panel of terminal 1900; in other embodiments, the displays 1905 can be at least two, each disposed on a different surface of the terminal 1900 or in a folded design; in other embodiments, display 1905 can be a flexible display disposed on a curved surface or on a folded surface of terminal 1900. Even more, the display 1905 may be arranged in a non-rectangular irregular figure, i.e., a shaped screen. The Display 1905 may be made of LCD (Liquid Crystal Display), OLED (Organic Light-Emitting Diode), or the like.

The camera assembly 1906 is used to capture images or video. Optionally, camera assembly 1906 includes a front camera and a rear camera. Generally, a front camera is disposed at a front panel of the terminal, and a rear camera is disposed at a rear surface of the terminal. In some embodiments, the number of the rear cameras is at least two, and each rear camera is any one of a main camera, a depth-of-field camera, a wide-angle camera and a telephoto camera, so that the main camera and the depth-of-field camera are fused to realize a background blurring function, and the main camera and the wide-angle camera are fused to realize panoramic shooting and VR (Virtual Reality) shooting functions or other fusion shooting functions. In some embodiments, camera head assembly 1906 may also include a flash. The flash lamp can be a monochrome temperature flash lamp or a bicolor temperature flash lamp. The double-color-temperature flash lamp is a combination of a warm-light flash lamp and a cold-light flash lamp, and can be used for light compensation at different color temperatures.

The audio circuitry 1907 may include a microphone and a speaker. The microphone is used for collecting sound waves of a user and the environment, converting the sound waves into electric signals, and inputting the electric signals into the processor 1901 for processing, or inputting the electric signals into the radio frequency circuit 1904 for realizing voice communication. The microphones may be provided in a plurality, respectively, at different locations of the terminal 1900 for stereo sound capture or noise reduction purposes. The microphone may also be an array microphone or an omni-directional pick-up microphone. The speaker is used to convert electrical signals from the processor 1901 or the radio frequency circuitry 1904 into sound waves. The loudspeaker can be a traditional film loudspeaker or a piezoelectric ceramic loudspeaker. When the speaker is a piezoelectric ceramic speaker, the speaker can be used for purposes such as converting an electric signal into a sound wave audible to a human being, or converting an electric signal into a sound wave inaudible to a human being to measure a distance. In some embodiments, the audio circuitry 1907 may also include a headphone jack.

The positioning component 1908 is configured to locate a current geographic Location of the terminal 1900 for navigation or LBS (Location Based Service). The Positioning component 1908 may be a Positioning component based on a Global Positioning System (GPS) in the united states, a beidou System in china, a greiner System in russia, or a galileo System in the european union.

Power supply 1909 is used to provide power to the various components in terminal 1900. The power source 1909 can be alternating current, direct current, disposable batteries, or rechargeable batteries. When power supply 1909 includes a rechargeable battery, the rechargeable battery may support wired or wireless charging. The rechargeable battery may also be used to support fast charge technology.

In some embodiments, terminal 1900 also includes one or more sensors 1910. The one or more sensors 1910 include, but are not limited to: acceleration sensor 1911, gyro sensor 1912, pressure sensor 1913, fingerprint sensor 1914, optical sensor 1915, and proximity sensor 1916.

Acceleration sensor 1911 may detect the magnitude of acceleration in three coordinate axes of the coordinate system established with terminal 1900. For example, the acceleration sensor 1911 may be used to detect components of the gravitational acceleration in three coordinate axes. The processor 1901 may control the display screen 1905 to display a user interface in a landscape view or a portrait view according to the gravitational acceleration signal collected by the acceleration sensor 1911. The acceleration sensor 1911 may also be used for acquisition of motion data of a game or a user.

The gyro sensor 1912 may detect a body direction and a rotation angle of the terminal 1900, and the gyro sensor 1912 may collect a 3D motion of the user on the terminal 1900 in cooperation with the acceleration sensor 1911. From the data collected by the gyro sensor 1912, the processor 1901 may implement the following functions: motion sensing (such as changing the UI according to a user's tilting operation), image stabilization at the time of photographing, game control, and inertial navigation.

Pressure sensor 1913 may be disposed on a side bezel of terminal 1900 and/or underlying display 1905. When the pressure sensor 1913 is disposed on the side frame of the terminal 1900, the user can detect a grip signal of the terminal 1900, and the processor 1901 can perform right-left hand recognition or shortcut operation based on the grip signal collected by the pressure sensor 1913. When the pressure sensor 1913 is disposed at a lower layer of the display 1905, the processor 1901 controls the operability control on the UI interface according to the pressure operation of the user on the display 1905. The operability control comprises at least one of a button control, a scroll bar control, an icon control and a menu control.

The fingerprint sensor 1914 is configured to collect a fingerprint of the user, and the processor 1901 identifies the user according to the fingerprint collected by the fingerprint sensor 1914, or the fingerprint sensor 1914 identifies the user according to the collected fingerprint. Upon identifying that the user's identity is a trusted identity, the processor 1901 authorizes the user to perform relevant sensitive operations including unlocking a screen, viewing encrypted information, downloading software, paying for, and changing settings, etc. Fingerprint sensor 1914 may be disposed on a front, back, or side of terminal 1900. When a physical button or vendor Logo is provided on terminal 1900, fingerprint sensor 1914 may be integrated with the physical button or vendor Logo.

The optical sensor 1915 is used to collect the ambient light intensity. In one embodiment, the processor 1901 may control the display brightness of the display screen 1905 based on the ambient light intensity collected by the optical sensor 1915. Specifically, when the ambient light intensity is high, the display brightness of the display screen 1905 is increased; when the ambient light intensity is low, the display brightness of the display screen 1905 is adjusted down. In another embodiment, the processor 1901 may also dynamically adjust the shooting parameters of the camera assembly 1906 according to the intensity of the ambient light collected by the optical sensor 1915.

Proximity sensor 1916, also referred to as a distance sensor, is typically disposed on the front panel of terminal 1900. Proximity sensor 1916 is used to gather the distance between the user and the front face of terminal 1900. In one embodiment, when proximity sensor 1916 detects that the distance between the user and the front surface of terminal 1900 gradually decreases, processor 1901 controls display 1905 to switch from the bright screen state to the dark screen state; when proximity sensor 1916 detects that the distance between the user and the front surface of terminal 1900 gradually becomes larger, processor 1901 controls display 1905 to switch from the breath-screen state to the bright-screen state.

Those skilled in the art will appreciate that the configuration shown in FIG. 19 is not intended to be limiting of terminal 1900 and may include more or fewer components than those shown, or some components may be combined, or a different arrangement of components may be used.

The embodiment of the application also provides a non-transitory computer readable storage medium, and when instructions in the storage medium are executed by a processor of the terminal, the terminal can execute the method for displaying the vehicle running condition provided by the embodiment.

The embodiment of the application also provides a computer program product containing instructions, which when running on the terminal, enables the terminal to execute the method for displaying the vehicle running condition provided by the embodiment.

Fig. 20 is a schematic structural diagram of a server according to an embodiment of the present application. The server may be a server in a cluster of background servers. Specifically, the method comprises the following steps:

the server 2000 includes a Central Processing Unit (CPU)2001, a system memory 2004 including a Random Access Memory (RAM)2002 and a Read Only Memory (ROM)2003, and a system bus 2005 connecting the system memory 2004 and the central processing unit 2001. The server 2000 also includes a basic input/output system (I/O system) 2006 to facilitate transfer of information between devices within the computer, and a mass storage device 2007 to store an operating system 2013, application programs 2014, and other program modules 2015.

The basic input/output system 2006 includes a display 2008 for displaying information and an input device 2009 such as a mouse, keyboard, etc. for a user to input information. Wherein the display 2008 and the input device 2009 are both connected to the central processing unit 2001 through an input-output controller 2010 connected to the system bus 2005. The basic input/output system 2006 may also include an input/output controller 2010 for receiving and processing input from a number of other devices, such as a keyboard, mouse, or electronic stylus. Similarly, the input-output controller 2010 also provides output to a display screen, a printer, or other type of output device.

The mass storage device 2007 is connected to the central processing unit 2001 through a mass storage controller (not shown) connected to the system bus 2005. The mass storage device 2007 and its associated computer-readable media provide non-volatile storage for the server 2000. That is, mass storage device 2007 may include a computer-readable medium (not shown) such as a hard disk or CD-ROM drive.

Without loss of generality, computer readable media may comprise computer storage media and communication media. Computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data. Computer storage media includes RAM, ROM, EPROM, EEPROM, flash memory or other solid state memory technology, CD-ROM, DVD, or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices. Of course, those skilled in the art will appreciate that computer storage media is not limited to the foregoing. The system memory 2004 and mass storage device 2007 described above may be collectively referred to as memory.

According to various embodiments of the present application, the server 2000 may also operate as a remote computer connected to a network through a network, such as the Internet. That is, the server 2000 may be connected to the network 2012 through a network interface unit 2011 that is coupled to the system bus 2005, or the network interface unit 2011 may be utilized to connect to other types of networks or remote computer systems (not shown).

The memory further includes one or more programs, and the one or more programs are stored in the memory and configured to be executed by the CPU. The one or more programs include a display method for displaying the vehicle running condition provided by the embodiment of the application.

The embodiment of the application also provides a non-transitory computer readable storage medium, and when instructions in the storage medium are executed by a processor of the server, the server can execute the method for displaying the vehicle running condition provided by the embodiment.

The embodiment of the application also provides a computer program product containing instructions, which when running on the server, causes the server to execute the method for displaying the vehicle running condition provided by the embodiment.

It will be understood by those skilled in the art that all or part of the steps for implementing the above embodiments may be implemented by hardware, or may be implemented by a program instructing relevant hardware, where the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, etc.

The above description is only a preferred embodiment of the present application and should not be taken as limiting the present application, and any modifications, equivalents, improvements, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. A method for displaying an operating condition of a vehicle, the method comprising:

displaying a planned running time of a target lap of a target vehicle in a reference canvas based on a planned departure time and a planned arrival time of the target lap, a first axis direction in a two-dimensional coordinate system of the reference canvas indicating time, a second axis direction in the two-dimensional coordinate system indicating different vehicles, the target vehicle being any one of the vehicles, the target lap being any one of laps in which the target vehicle runs on a reference running path; wherein a planned runtime of the target trip is displayed in the reference canvas in a first graphic, a starting position of the first graphic on the first axis indicating the planned departure time, an ending position of the first graphic on the first axis indicating the planned arrival time, a position of the first graphic on the second axis indicating the target vehicle;

2. The method of claim 1, wherein a pass status of the target pass is marked in the reference canvas, the pass status indicating that the target pass has completed, or indicating that the target pass is in progress, or indicating that the target pass has not yet begun.

3. The method of claim 1, wherein the displaying the travel progress of the target trip in the reference canvas based on a route length of the reference travel path, a distance between a current location of the target vehicle and a starting point on the reference travel path comprises:

4. The method of claim 1, wherein an actual run time of the target trip is displayed in the reference canvas in a third graphic, a starting position of the third graphic on the first axis indicating the actual departure time, an ending position of the third graphic on the first axis indicating the actual arrival time, a position of the third graphic on the second axis indicating the target vehicle.

5. The method of any of claims 1 to 4, further comprising:

displaying a current time on the reference canvas.

6. A display device of a running condition of a vehicle, characterized by comprising:

a display module for displaying a time of departure and a time of arrival based on a plan for a target trip of a target vehicle, displaying a planned runtime of the target pass in a reference canvas, a first axis direction in a two-dimensional coordinate system of the reference canvas indicating time, a second axis direction in the two-dimensional coordinate system indicates different vehicles, the target vehicle is any vehicle, the target pass is any pass the target vehicle travels on a reference travel path, wherein the display module is further to display the planned runtime of the target trip in the reference canvas in a first graphic, a start position of the first graphic on the first axis indicates the scheduled departure time, an end position of the first graphic on the first axis indicates the scheduled arrival time, and a position of the first graphic on the second axis indicates the target vehicle;

7. The apparatus of claim 6, wherein a pass status of the target pass is marked in the reference canvas, the pass status indicating that the target pass has completed, or indicating that the target pass is in progress, or indicating that the target pass has not yet begun;

wherein the display module is configured to:

rendering a partial region in the first graph as a second graph based on the progress ratio, a ratio between a length of the second graph projected on the first axis and a length of the first graph projected on the first axis being the progress ratio;

wherein an actual run time of the target trip is displayed in the reference canvas in a third graphic, a starting position of the third graphic on the first axis indicating the actual departure time, an ending position of the third graphic on the first axis indicating the actual arrival time, a position of the third graphic on the second axis indicating the target vehicle;

wherein a current time is displayed on the reference canvas.

8. A display device of a vehicle behavior, the device comprising:

a processor;

a memory for storing processor-executable instructions;

wherein the processor is configured to carry out the steps of the method of any one of the preceding claims 1 to 5 when executed.

9. A computer-readable storage medium having stored thereon instructions which, when executed by a processor, carry out the steps of the method of any of the preceding claims 1 to 5.