CN113837504A - Method and device for evaluating driving danger level of driver based on operation data and terminal equipment - Google Patents
Method and device for evaluating driving danger level of driver based on operation data and terminal equipment Download PDFInfo
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Abstract
The invention discloses a method, a device and terminal equipment for evaluating driving danger level of a driver based on operation data, wherein the method comprises the following steps: step 1, acquiring actual execution conditions of a shift of a certain driver for n consecutive days and a driving schedule of the next day, wherein the actual execution conditions of the shift comprise the shift executed by the driver and the start-stop time of the shift, and step 2, calculating working intensity parameters and dangerous behavior parameters of a plurality of drivers and determining the driving danger degree level of the driver. Through the analysis of the past operation data and the driving plan to be executed of the driver, the fatigue degree grade of the driver and the driving behavior danger degree grade of the driver are quantitatively represented, and the driving danger grade of the driver is comprehensively and reasonably evaluated. The method has the advantages that the method performs key monitoring on the driver with higher danger level, adjusts the driving plan of the driver, performs early intervention in modes such as safe driving training and the like, avoids or reduces the possibility of dangerous driving behaviors of the driver, and accordingly guarantees personal safety of the driver and passengers.
Description
Technical Field
The invention relates to intelligent transportation, in particular to the field of public transportation research, and specifically relates to a method and a device for evaluating driving danger level of a driver based on operation data, and a terminal device.
Background
The public transport is used as an important component of urban public transport, a large number of passengers are transported every day, only Nanjing is taken as an example, 531 thousands of people in 2019 every year and a bus is selected for going out, once the bus has an accident, the consequence is unreasonable, so that the safe driving work of the bus is well done, and the prevention and control of dangerous driving behaviors are particularly important. In the process of implementing the invention, the inventor finds that at least the following problems exist in the prior art: the current scheme for monitoring the safe driving behavior of a bus driver, which is common in the industry, generally needs to install additional hardware equipment on the bus. For example, the method of collecting the real-time driving image of the driver through the camera, analyzing the real-time driving track of the driver and the like alarms the dangerous driving behavior of the driver through a complex algorithm. The method has the advantages of high cost of the current realization scheme and high requirement on the reliability of the hardware reliability algorithm. In addition, the current monitoring methods are used for giving an alarm for dangerous driving behaviors in real time in the driving process of a driver, and the early warning for the driving risk of a high-risk driver is lacked, so that the dangerous driving behaviors of the driver are always traceable, and the driver can avoid and give an early warning in advance to a certain extent.
Disclosure of Invention
In order to overcome the defects of the prior art, the embodiment of the disclosure provides a method, a device and a terminal device for evaluating the driving risk level of a driver based on operation data, so that the driving risk level of the driver is comprehensively and reasonably evaluated. The technical scheme is as follows:
in a first aspect, a method of assessing a driver driving risk level based on operational data is provided, the method comprising:
step 1, acquiring actual execution conditions of a shift of a certain driver for n consecutive days and a driving schedule of the following day, wherein the actual execution conditions of the shift comprise the shift executed by the driver and start-stop time of the shift,
the bus shift types include: the system comprises two shifts, a single shift and a shift, wherein the two shifts only execute the morning shift or the afternoon shift for a certain driver, the single shift executes the whole-day driving plan of a vehicle for the certain driver, and the shift only executes the shift at the morning and evening passenger flow peak for the certain driver.
Step 2, calculating a plurality of driver working strength parameters and dangerous behavior parameters, and determining the driving danger degree grade of the driver;
and according to the driving schedule of the next day, counting the maximum continuous driving time CT of the driver on the day and the total rest time BT in the continuous driving time.
If CT is not less than CTmax+ alpha, and BT < BTminThe degree of fatigue of the driver is high,
if CTmax＜CT＜CTmax+ alpha, and BT < BTminThe degree of fatigue of the driver is higher,
if CT is less than or equal to CTmaxThe degree of fatigue of the driver is low,
CTmaxfor a given maximum continuous driving period, BTminIs the shortest rest period within a given maximum continuous driving period; α is a given constant.
According to the actual execution condition of the driver in the past n consecutive days, the average driving time AT of the driver in the past n consecutive days is counted, and the maximum average driving time AT is setmaxSetting up
If k is less than 1, the fatigue degree of the driver is low, if k is more than or equal to 1 and less than 1+ omega, the fatigue degree of the driver is high, if k is more than or equal to 1+ omega, the fatigue degree of the driver is high, and omega is a constant less than 1.
According to the actual execution condition of the shift of the driver in the previous day, counting the rest time RT of the driver in the day and at night,
if RT is not less than RTminThen the degree of fatigue of the driver is low
If RTmin-β＜RT＜RTminThen the fatigue level of the driver is higher
If RT is less than or equal to RTminBeta, the degree of fatigue of the driver is high
RTminBeta is a given constant for a given reasonable sleep duration.
If 1 item in the fatigue degrees of the driver obtained according to the maximum continuous driving time CT, the average driving time AT of continuous n days and the overnight rest time RT of the current day is high, the driving risk degree of the driver is high;
if 2 items in the fatigue degrees of the driver are higher, the driving risk degree of the driver is higher;
if only 1 item in the fatigue degrees of the driver is high, the driving risk degree of the driver is low;
if the fatigue degree of the driver is low, the driving risk degree of the driver is low, and no risk exists.
Preferably, when counting the continuous driving time CT, if the interval time of two shifts is at BTminWithin, continuous driving is considered.
Preferably, the rest time RT of the driver at night on the same day can be replaced by the sleep time of the driver monitored by the sleep monitoring equipment, such as a sports bracelet.
Preferably, the evaluation method of the driving danger degree grade of the driver can also set the fatigue degree value X of the driver according to the fatigue degree of the driver in each working strength parameter of the driver1、X2、X3… … (X is less than or equal to 1), setting weight lambda to various driver working strength parameters1、λ2、λ3… …, (where λ)1+λ2+λ3+ … … ═ 1, based on the accumulation result Σ (λ)i*Xi) And obtaining the fatigue driving risk level of the driver.
Preferably, if the driving risk degree of the driver is low or low, the dangerous behavior parameters of the driver are further judged, the driving risk degree of the driver is further judged according to the dangerous behaviors, and the dangerous behaviors include: overspeed, over-point arrival, station slipping, violation of regulations.
Preferably, the driving risk degree of the driver is further judged according to the dangerous behaviors, and specifically: according to the frequency or frequency of various dangerous behaviors of a driver for m consecutive days: overspeed Y1Over-point to Y2And a slip station Y3Violation Y4Setting weight beta for various dangerous behaviors1、β2、β3、β4，β1+β2+β3+β41, according to ∑ (β)i*Yi) And further judging the driving danger degree of the driver.
Further, when the number or frequency of various dangerous behaviors in past m continuous days is counted, the danger in the peak time of passenger flow is countedThe number of acts or frequency of actual dangerous acts or frequency μ, μ > 1 during peak traffic hours, because dangerous acts occur during peak traffic hours, the degree of danger is more severe. When ∑ (β)i*Yi) Above a certain threshold, the driver is deemed to be driving at a higher or high risk level.
Preferably, the driving risk degree of the driver is further judged according to the dangerous behaviors, and specifically: overspeed behavior means that the road standard time T of a certain driver in a certain period is obviously lower than the average road standard time in the period
If it is
The driver's driving behavior risk level is high,
if it is
The driving behavior risk degree of the driver is higher;
if it is
The driving behavior risk degree of the driver is low or low, 1 < eta1＜η2；
The overtaking arrival refers to the phenomenon that the actual arrival time of the bus is earlier than the planned arrival time, and defines the overtaking rate P of the drivereNumber of overtime arrival shifts C, total number of shifts C0Then P ise＝C/C0If P ise≥η4Considering that the driving behavior risk degree of the driver is high, if eta3<Pe<η4Considering that the driver has a high risk level of driving behavior, if Pe≤η3If so, the driving behavior risk degree of the driver is low or lower; 1 < eta3＜η4。
The station sliding is the behavior that the bus arrives at the station without stopping, the station sliding rate Ps of the driver is defined,
if Ps is greater than or equal to eta6Then, the driver is deemed to have a high driving behavior risk degree, if η5＜Ps＜η6Considering that the driving behavior risk degree of the driver is higher, if Ps is less than or equal to eta5The driver's driving behavior risk level is low or low.
The violation behaviors are obtained from a traffic management system, a violation driver is positioned through a violation vehicle and violation time, according to the violation times of the driver in m consecutive days, when the violation times is greater than a threshold value, the driving behavior risk degree of the driver is high, when the violation times is greater than 0 and less than the threshold value, the driving behavior risk degree of the driver is high, and when the violation times is 0, the driving behavior risk degree of the driver is low.
If 1 item in the driving behavior danger degree of the driver is high, the driving danger degree of the driver is high;
if 2 items in the driving behavior risk degree of the driver are higher, the driving risk degree of the driver is higher;
if only 1 item in the driving behavior risk degree of the driver is higher, the driving risk degree of the driver is lower;
and if the driving behavior risk degrees of the driver are low, the driving risk degree of the driver is low.
Preferably, when the dangerous behavior occurs in the peak time of passenger flow, the value of η is smaller than that of η when the dangerous behavior occurs in the non-peak time of passenger flow in the process of judging the degree of danger of the driving behavior of the driver.
Furthermore, when the driving behavior danger degree of the overspeed driver is judged, if the overspeed behavior occurs in the peak time of passenger flow
The driver's driving behavior risk level is high,
if it is
The degree of danger of the driver's driving behaviorHigher;
if it is
The degree of danger of the driving behavior of the driver is low or low, 1 < eta'1＜η’2，η’1＜η1，η′2＜η2。
Further, when the driving behavior danger degree of the driver with the overtime arrival behavior is judged, if the overtime arrival behavior occurs in the passenger flow peak time, if P is the time pointe≥η’4Considering that the driving behavior risk degree of the driver is high, if eta'3<Pe<η’4Considering that the driver has a high risk level of driving behavior, if Pe≤η’3Otherwise, the driving behavior risk degree of the driver is low or lower; 1 < eta'3＜η’4，η’3＜η3，η’4＜η4。
Further, if the station sliding behavior occurs in the peak time period of passenger flow, if Ps is more than or equal to eta'6Recognizing that the driver has a high degree of risk of driving behavior, if η'5＜Ps＜η’6Considering that the driving behavior risk degree of the driver is higher, if Ps is less than or equal to eta'5Then the degree of danger of the driving behavior of the driver is low or low, 1 < eta'5＜η’6，η’5＜η5，η’6＜η6。
Further, if the violation occurs in the peak time of the passenger flow, the value of the threshold value is relatively reduced.
Preferably, the method further comprises a step 3 of performing manual intervention on a driver with a high or high driving risk degree grade in a shift scheduling process or a scheduling process, reasonably adjusting the number of shifts to be executed, and/or performing safe driving training on the driver, and/or adjusting a driving plan, and/or performing important monitoring on a high-risk driver.
In a second aspect, an apparatus for evaluating a driving risk level of a driver based on operational data includes an acquisition unit, an evaluation unit;
the acquiring unit is used for executing the step 1 of the method for evaluating the driving danger level of the driver based on the operation data in any one of all possible implementation modes;
the evaluation unit is used for executing the step 2 of the method for evaluating the driving danger level of the driver based on the operation data in any one of all possible implementation modes.
Preferably, the device further comprises a processing unit for executing the step of step 3 of the method for assessing the driving risk level of the driver based on the operational data according to any one of all possible implementations.
In a third aspect, an embodiment of the present disclosure provides a terminal device, where the terminal device includes any one of all possible implementation manners of the apparatus for evaluating the driving risk level of a driver based on operation data.
Compared with the prior art, one of the technical schemes has the following beneficial effects:
through the analysis of the past operation data and the driving plan to be executed of the driver, the dangerous driving habit of the driver can be described, the working strength of the driver is monitored, the fatigue degree grade of the driver and the driving behavior danger degree grade of the driver are represented quantitatively, and the driving danger grade of the driver is evaluated comprehensively and reasonably. The method has the advantages that the drivers with high danger levels are monitored in a key mode, the drivers are arranged to intervene in advance in modes of safe driving training and the like by adjusting driving plans of the drivers, the possibility that the drivers take dangerous driving behaviors is avoided or reduced, and accordingly personal safety of the drivers and passengers is guaranteed.
Detailed Description
In order to clarify the technical solution and the working principle of the present invention, the embodiments of the present disclosure will be described in further detail below.
All the above optional technical solutions may be combined arbitrarily to form the optional embodiments of the present disclosure, and are not described herein again.
The terms "step 1," "step 2," "step 3," and the like in the description and claims of this application are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It should be understood that the data so used may be interchanged under appropriate circumstances such that the embodiments of the application described herein may, for example, be implemented in an order other than those described herein.
In this embodiment, the drivers include, but are not limited to, drivers of public transportation companies, and drivers of enterprise buses and buses adopting similar operation modes as buses.
In a first aspect: the embodiment of the disclosure provides a method for evaluating driving danger level of a driver based on operation data, which mainly comprises the following steps:
step 1, acquiring actual executive conditions of a certain driver in a shift of 6 consecutive days in the past and a driving schedule of the following day, dividing a sample range into seven natural days, and carrying out statistical evaluation on dimensionality-related working strength of consecutive working days; the method comprises the steps that a certain bus driver runs in a plan of seven continuous natural days, 2019-12-24-2019-12-29 are actual shift execution conditions of 6 continuous days in the past, 2019-12-30 are driving plans of the next day, the shift types of 24 days and 26-28 days are double shifts, and the shift types of 29 days and 30 days are sub-shifts.
TABLE 1 actual executive condition of a driver's past shift for 6 consecutive days and driving schedule for that day
Step 2, calculating working intensity parameters and dangerous behavior parameters of a plurality of drivers
(1) Counting the continuous driving time of the driver on the day:
according to the sixty-second regulation of the road traffic safety law enforcement of the people's republic of China: the following behaviour must not be possible to drive a motor vehicle: (seventh) continuously driving the vehicle for more than 4 hours without rest or with rest time less than 20 minutes; therefore, preferably, CTmaxThe time period was 240 minutes, i.e.,BTminaccording to the following day of the driving plan, namely the driving plan of 2019-12-30 days, because the total time of the morning shift is less than 4 hours and the interval with the afternoon shift is more than 20 minutes, the maximum continuous driving time only needs to be counted in the afternoon, and the detailed schedule is shown in table 2:
TABLE 2 schedule of 2019-12-30 daily shifts for a certain driver
If the interval duration of two shifts is at BTminThe maximum continuous driving time of the 30 th day of the driver is CT 42+46+43+48+44+43+ 39-305 minutes > CTmax+ α 300 minutes, rest time BT 2+1+4+1+5+6 19 minutes<BTminThe driver fatigue level was high for 20 minutes.
(2) Counting the average working time of the driver in the last week, wherein the average working time AT of the driver 2019-12-24-2019-12-30 is (516+343+413+510+513)/6 is 382.5min according to the table 1, the working time of the worker per week is not more than 44 hours, namely 2640 minutes according to the labor law, namely the corresponding average working time per day is 377 minutes, and AT is setmaxWhen the value of ω is 0.2 and 37, K is 382.5/377 which is 1.015 times less than 1.2, the fatigue degree of the driver is high.
(3) Counting the rest time of the driver at the same day and at night:
before a driver departs a vehicle, the driver generally needs to arrive at a station half an hour in advance and cooperate with crew members to carry out daily inspection before the vehicle departs, and the stop time of the driver for rest is determined to be one hour before the departure time of the first shift. The rest time of the driver is determined to be one hour after the end of the last shift. As shown in table 1, the overnight rest period from off-duty the day before to on-duty today (30 days) is RT-463(22:04: 58-05: 48:00) -120 ═ 343 minutes, given RTmin480min, beta 180 min, i.e. the sleeping time of the driver in one day is preferably 8 hours, not less than 5 hours, 300min<RT<480min considers the driver to have higher fatigue.
As described above, since the degree of driver fatigue obtained according to the period of time the driver continuously drives on the day is high, the degree of driving risk is high.
Preferably, if the obtained driving risk degree of the driver is low or low according to the working intensity parameter of the driver, the dangerous behavior parameter of the driver is further judged, the driving risk degree of the driver is further judged according to the dangerous behavior, and the dangerous behavior comprises: overspeed, over-point arrival, station slipping and violation of regulations;
the driving data of the driver on the last 30 weekdays or weekends is summarized to depict the driving habits of the driver.
(1) Overspeed behavior:
the overspeed behavior does not mean that the real-time driving speed of the driver exceeds the speed specified by laws and regulations. And counting the average road standard time of each time interval of each line driver in a period of time as the speed per hour reference standard of each time interval of the line. If the road time of a certain driver in a certain time period is obviously lower than the average road time in the time period, the driving speed of the driver is considered to be obviously too fast, and certain risks exist. And the driving shift distribution of the default driver is even, and the extreme condition that the driver has too many or too few shifts is not considered when the route average road time is calculated. The average time of the route driver in each time interval
Taking a certain driver driving route in a seven-day driving schedule as an example, the average road standard time T of each period of nearly 30 working days of the route is counted:
TABLE 3 average time of each time interval of a certain line
| Serial number | Time period | Average road standard time (minutes) |
| 1 | 00:00:00～07:00:00 | 29.5 |
| 2 | 07:00:00～09:00:00 | 38.3 |
| 3 | 09:00:00～17:00:00 | 36.8 |
| 4 | 17:00:00～19:00:00 | 43.4 |
| 5 | 19:00:00～00:00:00 | 33.7 |
According to the practical situation, in the non-passenger flow peak time, eta is given1The value is 1.1, eta2The value is 1.2, if the driver is in the off-peak time period, if the T/T is more than or equal to 1.2, the driving behavior danger degree of the driver is considered to be high. If it is
Considering that the driving behavior risk degree of the driver is higher, and considering that the T/T is less than or equal to 1.1The driving behavior risk degree of the driver is low;
giving η 'during peak hours of 07:00:00 to 09:00:00 and 17:00:00 to 19:00: 00'1Value of 1.05, eta'2A value of 1.1, if
The driver is at a high risk of driving behavior if
The driving behavior risk degree of the driver is higher; if it is
The driver's driving behavior risk level is low or low.
(2) The overtaking point is reached:
the phenomenon that the actual arrival time of the bus is earlier than the planned arrival time is called overtaking arrival, the overtaking arrival is easy to cause the phenomenon of train crossing in the peak time period, and the overtaking is defined as the phenomenon that the arrival time of the bus is two minutes earlier than the planned arrival time. Given η3The value is 1.1, eta4The value is 1.2, and the over-point rate P of the driver is definedeNumber of overtime arrival shifts C, total number of shifts C0Then P ise＝C/C0. If PeThe dangerous degree of the driving behavior of the driver is considered to be high if not less than 1.2, and if 1.2>Pe>1.1 the driver is considered to be in danger of driving behavior.
(3) And (3) station sliding:
the behavior that the bus arrives at the station without stopping is called station sliding, and the GPS track is compared with the GPS coordinates of each station of the line through the GPS track uploaded in the driving process of the bus. Whether the driver has station sliding behavior can be judged by calculating the stay time of the driving track near the GPS coordinates of the station. Defining the station slipping rate Ps of the driver,
if Ps is more than or equal to 1.2, the dangerous degree of the driving behavior of the driver is considered to be high, and if 1.2>Ps>1.1 the driver is considered to be at a higher risk level of driving behavior.
If the dangerous degree of the driving behaviors of the driver with 1 item in the dangerous degrees of the driving behaviors of the driver is high, the dangerous degree of the driving of the driver is high;
if 2 items in the driving behavior risk degree of the driver are higher, the driving risk degree of the driver is higher;
if only 1 item in the driving behavior risk degree of the driver is higher, the driving risk degree of the driver is lower;
if the driving behavior risk degrees of the driver are low, the driving risk degree of the driver is low, and no risk exists;
preferably, the method further comprises a step 3 of carrying out manual intervention on drivers with high or high driving risk degree levels in a shift scheduling process or a scheduling process to reduce the number of shift executions, and/or carrying out safety awareness training on the drivers, and/or adjusting the driving plan. Evaluating the driving risk of the current driver according to the driving risk degree grade, and avoiding the continuous driving of the driver with high fatigue degree by reasonably adjusting the shift schedule under necessary conditions; arranging safe driving related training for drivers with dangerous driving behaviors, and taking whether the dangerous driving behaviors exist as driver assessment indexes; the method mainly monitors drivers with high fatigue degree and dangerous driving behaviors, and performs necessary intervention through a scheduling means.
In a second aspect, an apparatus for evaluating a driving risk level of a driver based on operational data includes an acquisition unit, an evaluation unit;
the acquiring unit is used for executing the step 1 of the method for evaluating the driving danger level of the driver based on the operation data in any one of all possible implementation modes;
the evaluation unit is used for executing the step 2 of the method for evaluating the driving danger level of the driver based on the operation data in any one of all possible implementation modes;
preferably, the device further comprises a processing unit for executing the step of step 3 of the method for assessing the driving risk level of the driver based on the operational data according to any one of all possible implementations.
It should be noted that, when the apparatus for evaluating the driving risk level of the driver based on the operation data provided in the above embodiment executes a method for evaluating the driving risk level of the driver based on the operation data, the division of the function modules is only exemplified, and in practical applications, the function distribution may be completed by different function modules according to needs, that is, the internal structure of the device is divided into different function modules, so as to complete all or part of the functions described above. In addition, the device for evaluating the driving risk level of the driver based on the operation data and the method for evaluating the driving risk level of the driver based on the operation data provided by the embodiment belong to the same concept, and the specific implementation process is detailed in the method embodiment and is not repeated herein.
In a third aspect, an embodiment of the present disclosure provides a terminal device, where the terminal device includes any one of all possible implementation manners of the apparatus for evaluating the driving risk level of a driver based on operation data.
The invention has been described above by way of example, it is obvious that the specific implementation of the invention is not limited by the above-described manner, and that various insubstantial modifications are possible using the method concepts and technical solutions of the invention; or directly apply the conception and the technical scheme of the invention to other occasions without improvement and equivalent replacement, and the invention is within the protection scope of the invention.
Claims (10)
1. A method of assessing a driver's driving risk level based on operational data, the method comprising:
step 1, acquiring actual execution conditions of a shift of a certain driver for n consecutive days and a driving schedule of the following day, wherein the actual execution conditions of the shift comprise the shift executed by the driver and start-stop time of the shift,
step 2, calculating a plurality of kinds of working intensity parameters of the driver, and determining the driving danger degree grade of the driver;
according to the driving schedule of the next day, counting the maximum continuous driving time CT of the driver on the day and the total rest time BT in the continuous driving time,
if CT is not less than CTmax+ alpha, and BT < BTminThe degree of fatigue of the driver is high,
if CTmax＜CT＜CTmax+ alpha, and BT < BTminThe degree of fatigue of the driver is higher,
if CT is less than or equal to CTmaxThe degree of fatigue of the driver is low,
CTmaxfor a given maximum continuous driving period, BTminIs the shortest rest period within a given maximum continuous driving period; alpha is a given constant;
according to the actual execution condition of the driver in the past n consecutive days, the average driving time AT of the driver in the past n consecutive days is counted, and the maximum average driving time AT is setmaxSetting up
If k is less than 1, the fatigue degree of the driver is low, if k is more than or equal to 1 and less than 1+ omega, the fatigue degree of the driver is high, if k is more than or equal to 1+ omega, the fatigue degree of the driver is high, and omega is a constant less than 1;
according to the actual execution condition of the shift of the driver in the previous day, counting the rest time RT of the driver in the day and at night,
if RT is not less than RTminThen the degree of fatigue of the driver is low
If RTmin-β＜RT＜RTminThen the fatigue level of the driver is higher
If RT is less than or equal to RTminBeta, the degree of fatigue of the driver is high
RTminIs a given reasonable sleep duration, beta is a given constant;
if 1 item in the fatigue degrees of the driver obtained according to the maximum continuous driving time CT, the average driving time AT of continuous n days and the overnight rest time RT of the current day is high, the driving risk degree of the driver is high;
if 2 items in the fatigue degrees of the driver are higher, the driving risk degree of the driver is higher;
if only 1 item in the fatigue degrees of the driver is high, the driving risk degree of the driver is low;
if the fatigue degree of the driver is low, the driving danger degree of the driver is low.
2. The method of claim 1, wherein the continuous driving time period CT is counted, and if the interval time between two shifts is BTminWithin, continuous driving is considered.
3. The method for assessing the driving risk level of a driver based on operational data as claimed in claim 1, wherein the rest period RT of the driver on the same day and night can be replaced by the sleep period of the driver monitored by the sleep monitoring device.
4. The method according to any one of claims 1 to 3, wherein the method for assessing the level of driver's driving risk based on the operational data is further characterized by quantifying the driver's fatigue level in each of the driver's working strength parameters, and setting a driver fatigue level value X according to the fatigue level1、X2、X3… …, X is less than or equal to 1, and weight lambda is set for various working intensity parameters of drivers1、λ2、λ3… …, wherein λ1+λ2+λ3+ … … is 1, based on the accumulation result sigma (lambda)i*Xi) And obtaining the fatigue driving risk level of the driver.
5. The method for assessing the driving risk level of a driver based on operational data as claimed in any one of claims 1 to 4, wherein if the driving risk level of the driver is low or low, the driver's risk behavior parameters are further determined, and the driving risk level of the driver is further determined according to the risk behaviors, wherein the risk behaviors include: overspeed, over-point arrival, station slipping, violation of regulations.
6. The method for assessing the driving risk level of the driver based on the operational data as claimed in claim 5, wherein the driving risk level of the driver is further determined according to the risk behavior, specifically: according to the frequency or frequency of various dangerous behaviors of a driver for m consecutive days: overspeed Y1Over-point to Y2And a slip station Y3Violation Y4Setting weight beta for various dangerous behaviors1、β2、β3、β4，β1+β2+β3+β41, according to ∑ (β)i*Yi) And further judging the driving danger degree of the driver.
7. The method for assessing the driving risk level of the driver based on the operational data as claimed in claim 5, wherein the driving risk level of the driver is further determined according to the risk behavior, specifically:
overspeed behavior means that the road standard time T of a certain driver in a certain period is obviously lower than the average road standard time in the period
If it is
The driver is at a high risk of driving behavior if
The driving behavior risk degree of the driver is higher; if it is
The driving behavior risk degree of the driver is low or low, 1 < eta1＜η2；
The overtaking arrival refers to the phenomenon that the actual arrival time of the bus is earlier than the planned arrival time, and defines the overtaking rate P of the drivereNumber of overtime arrival shifts C, total number of shifts C0Then P ise＝C/C0If P ise≥η4Considering that the driving behavior risk degree of the driver is high, if eta3<Pe<η4Considering that the driver has a high risk level of driving behavior, if Pe≤η3If so, the driving behavior risk degree of the driver is low or lower; 1 < eta3＜η4；
The station sliding is the behavior that the bus arrives at the station without stopping, the station sliding rate Ps of the driver is defined,
if Ps is greater than or equal to eta6Then, the driver is deemed to have a high driving behavior risk degree, if η5＜Ps＜η6Considering that the driving behavior risk degree of the driver is higher, if Ps is less than or equal to eta5If so, the driving behavior risk degree of the driver is low or lower;
the method comprises the steps that the violation behaviors are obtained from a traffic management system, a violation driver is located through violation vehicles and violation time, according to the violation times of the driver in the past continuous m days, when the violation times are larger than a threshold value, the driving behavior risk degree of the driver is high, when the violation times are larger than 0 and smaller than the threshold value, the driving behavior risk degree of the driver is high, and when the violation times are 0, the driving behavior risk degree of the driver is low;
if 1 item in the driving behavior danger degree of the driver is high, the driving danger degree of the driver is high;
if 2 items in the driving behavior risk degree of the driver are higher, the driving risk degree of the driver is higher;
if only 1 item in the driving behavior risk degree of the driver is higher, the driving risk degree of the driver is lower;
if the driving behavior risk degrees of the driver are low, the driving risk degree of the driver is low;
when the dangerous behavior occurs in the passenger flow peak time, the value of eta is smaller than that of eta when the dangerous behavior occurs in the non-passenger flow peak time in the judgment process of the driving behavior danger degree of the driver.
8. The method for assessing the driving risk level of the driver based on the operational data as claimed in any one of claims 1 to 3 and 6 to 7, further comprising the step 3 of performing manual intervention during the shift scheduling or dispatching process for the driver with the high or high driving risk level, adjusting the number of shifts to be performed reasonably, and/or performing safe driving training for the driver, and/or adjusting the driving plan, and/or performing intensive monitoring for the driver with the high risk.
9. A device for evaluating the driving danger level of a driver based on operation data is characterized by comprising an acquisition unit and an evaluation unit;
the acquisition unit is used for executing the step of step 1 of the method for evaluating the driving danger level of the driver based on the operation data according to any one of claims 1 to 8;
the evaluation unit for performing the step of step 2 of a method of evaluating a driving risk level of a driver based on operational data according to any one of claims 1 to 8.
10. A terminal device characterized by comprising an apparatus for evaluating a driving risk level of a driver based on operation data according to claim 9.
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