CN114066504A

CN114066504A - Driving subsidy cost pushing method and device and terminal

Info

Publication number: CN114066504A
Application number: CN202111205605.0A
Authority: CN
Inventors: 苗爽; 吴元锡; 夏曙东; 陈勇; 田启华; 郭冰
Original assignee: Qianfang Jietong Technology Co ltd
Current assignee: Qianfang Jietong Technology Co ltd
Priority date: 2021-10-15
Filing date: 2021-10-15
Publication date: 2022-02-18

Abstract

The invention discloses a method, a device and a terminal for pushing driving subsidy cost, wherein the method comprises the following steps: acquiring pre-counted safe driving behavior data and fee payment and fee evasion behavior data of each truck in an initial truck set; inputting the safe driving behavior data and the payment fee evasion behavior data into a truck negative credit value calculation model, and outputting a negative credit value of each truck; determining a vehicle set to be drained according to the negative credit value of each truck; and calculating the subsidy cost of each vehicle to be drained in the target vehicle set to be drained according to the freight cost subsidy model, and pushing the subsidy cost of each vehicle to be drained to the corresponding client. According to the method and the device, the set of vehicles to be drained is judged by calculating the credit value through the safe driving behavior data and the fee payment and fee evasion behavior data of the truck, and the subsidy cost of each vehicle to be drained is calculated by combining a truck cost subsidy model to carry out pushing, so that a truck driver is attracted to select a highway to drive, and the truck transportation efficiency is improved.

Description

Driving subsidy cost pushing method and device and terminal

Technical Field

The invention relates to the technical field of intelligent traffic, in particular to a method, a device and a terminal for pushing driving subsidy expenses.

Background

Along with the continuous construction of highways and the continuous increase of vehicles, the implementation of differentiated charging on the highways is a very important thing, the main purpose of implementing differentiated charging is to balance the traffic flow distribution of a road network by utilizing price levers, improve the overall operation efficiency of the regional road network and promote the cost reduction and the efficiency improvement of regional logistics transportation, and the key target of the differentiated charging is a freight vehicle which has important influence on the road traffic capacity and the service level.

In the prior art, the rate adjustment is usually performed on the expressway differentiated charging by means of road section division, time section division, vehicle type division and the like, and variables such as road network structure characteristics, traffic operation characteristics, passenger and cargo flow characteristics and the like are mainly considered when an expressway management department formulates a differentiated charging strategy. But the factors such as the travel rule characteristics of the truck, the driving behavior characteristics, the vehicle attribution characteristics and the like are not considered, so that the attractive force of rate adjustment on the truck is insufficient, and the transportation efficiency of the truck is reduced.

Disclosure of Invention

The embodiment of the application provides a method and a device for pushing driving subsidy expenses and a terminal. The following presents a simplified summary in order to provide a basic understanding of some aspects of the disclosed embodiments. This summary is not an extensive overview and is intended to neither identify key/critical elements nor delineate the scope of such embodiments. Its sole purpose is to present some concepts in a simplified form as a prelude to the more detailed description that is presented later.

In a first aspect, an embodiment of the present application provides a method for pushing driving subsidy fees, where the method includes:

acquiring pre-counted safe driving behavior data and fee payment and fee evasion behavior data of each truck in an initial truck set;

inputting the safe driving behavior data and the payment fee evasion behavior data into a truck negative credit value calculation model, and outputting a negative credit value of each truck;

determining a target vehicle set to be drained according to the negative credit value of each truck;

and calculating the subsidy cost of each vehicle to be drained in the target vehicle set to be drained according to the freight cost subsidy model, and pushing the subsidy cost of each vehicle to be drained to the corresponding client.

Optionally, before acquiring the pre-counted safe driving behavior data and fee payment and fee evasion behavior data of each truck in the initial truck set, the method further includes:

determining a target highway to be drained;

determining at least one non-highway target road segment based on the target highway;

loading the truck driving track data on at least one non-high-speed target road section in a preset period;

and counting an initial truck set based on the truck track data.

Optionally, calculating a subsidy fee of each vehicle to be drained in the target vehicle set to be drained according to the truck negative credit value calculation model, including:

acquiring highway mileage, highway oil consumption unit price and highway toll standard of each target highway;

acquiring the mileage of the non-high speed road section and the oil consumption unit price of the non-high speed road section of the non-high speed target road section;

determining a target value of a subsidy coefficient of a freight car expense subsidy model based on each vehicle to be drained, and acquiring a preset subsidy constant;

inputting the target value of the subsidy coefficient, the highway mileage, the highway oil consumption unit price, the highway toll standard, the non-highway section mileage, the non-highway section oil consumption unit price and the subsidy constant into the truck expense subsidy model, and outputting the subsidy expense of each vehicle to be drained.

Optionally, determining a target value of a subsidy coefficient of the freight cost subsidy model based on each vehicle to be drained includes:

calculating the net profit of the expressway according to the mileage of the expressway, the unit price of oil consumption of the expressway, the standard of road tolls of the expressway, the mileage of a non-expressway section and the unit price of oil consumption of the non-expressway section;

setting the net profit of the expressway to be more than 0, and determining a first value range of a subsidy coefficient;

and obtaining a target value of the subsidy coefficient based on the first value range.

Optionally, the traffic flow saturation of the target highway is obtained, and a second value range of the subsidy coefficient is determined based on the traffic flow saturation;

calculating the intersection of the first value range and the second value range to obtain a target value range of the subsidy coefficient;

and obtaining a target value of the subsidy coefficient based on the target value range.

Optionally, determining at least one non-highway target road segment based on the target highway includes:

inquiring at least one non-highway section corresponding to the target highway, and recording as a first target drainage road section set;

calculating the difference value between the road section mileage of each road section in each non-high speed road section and the road section mileage of the target road section to generate a difference value sequence;

and determining the road section corresponding to the difference value before the median difference value in the difference value sequence as a second target drainage road section set.

Optionally, counting an initial truck set based on the truck trajectory data includes:

counting the passing frequency of each truck from the truck track data;

and storing the truck identifiers with the passing frequency greater than the preset value to obtain an initial truck set.

Optionally, determining a target vehicle set to be drained according to the negative credit value of each truck includes:

judging whether the negative credit value of each truck is smaller than a preset credit value or not;

if yes, determining the vehicle to be drained;

if not, determining the vehicle as a non-drainage vehicle;

and when the negative credit value of each truck is completely judged, all the vehicles to be drained are determined as a target vehicle set to be drained.

In a second aspect, an embodiment of the present application provides a pushing device for driving subsidy expenses, the device includes:

the data acquisition module is used for acquiring pre-counted safe driving behavior data and payment fee evasion behavior data of each truck in the initial truck set;

the credit value output module is used for inputting the safe driving behavior data and the payment fee evasion behavior data into the truck negative credit value calculation model and outputting the negative credit value of each truck;

the system comprises a to-be-drained vehicle set determining module, a target to-be-drained vehicle set determining module and a target draining vehicle set determining module, wherein the to-be-drained vehicle set determining module is used for determining a target to-be-drained vehicle set according to the negative credit value of each truck;

and the subsidy cost pushing module is used for calculating the subsidy cost of each vehicle to be drained in the target vehicle set to be drained according to the freight car cost subsidy model and pushing the subsidy cost of each vehicle to be drained to the corresponding client.

In a third aspect, an embodiment of the present application provides a terminal, which may include: a processor and a memory; wherein the memory stores a computer program adapted to be loaded by the processor and to perform the above-mentioned method steps.

The technical scheme provided by the embodiment of the application can have the following beneficial effects:

in the embodiment of the application, the driving subsidy fee pushing device firstly obtains the safe driving behavior data and the fee payment and fee evasion behavior data of each truck in the initial truck set which are counted in advance, then inputs the safe driving behavior data and the fee evasion behavior data into the truck negative credit value calculation model, outputs the negative credit value of each truck, determines the vehicle set to be drained according to the negative credit value of each truck, finally calculates the subsidy fee of each vehicle to be drained in the target vehicle set to be drained according to the truck fee subsidy model, and pushes the subsidy fee of each vehicle to be drained to the corresponding client. According to the method and the device, the set of vehicles to be drained is judged by calculating the credit value through the safe driving behavior data and the fee payment and fee evasion behavior data of the truck, and the subsidy cost of each vehicle to be drained is calculated by combining a truck cost subsidy model to be pushed, so that a truck driver is attracted to select a highway to run as much as possible, the utilization rate of the highway is improved, and the transportation efficiency of the truck is improved.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.

Fig. 1 is a schematic flowchart of a method for pushing driving subsidy expenses according to an embodiment of the present disclosure;

FIG. 2 is a schematic diagram of a plurality of non-highway sections corresponding to the same starting highway according to an embodiment of the present application;

fig. 3 is a schematic flowchart of a method for pushing driving subsidy expenses according to an embodiment of the present disclosure;

fig. 4 is a schematic structural diagram of a driving subsidy fee pushing device according to an embodiment of the present application;

FIG. 5 is a schematic structural diagram of another driving subsidy fee pushing device according to an embodiment of the present disclosure;

fig. 6 is a schematic structural diagram of a terminal according to an embodiment of the present application.

Detailed Description

The following description and the drawings sufficiently illustrate specific embodiments of the invention to enable those skilled in the art to practice them.

It should be understood that the described embodiments are only some embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without any inventive step, are within the scope of the present invention.

When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the invention, as detailed in the appended claims.

In the description of the present invention, it is to be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. The specific meanings of the above terms in the present invention can be understood in specific cases by those skilled in the art. In addition, in the description of the present invention, "a plurality" means two or more unless otherwise specified. "and/or" describes the association relationship of the associated objects, meaning that there may be three relationships, e.g., a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship.

The application provides a method, a device and a terminal for pushing driving subsidy expenses, which aim to solve the problems in the related technical problems. In the technical scheme provided by the application, because the negative credit value is calculated by the safe driving behavior data and the fee payment and fee evasion behavior data of the truck to judge the collection of the vehicles to be drained, and the subsidy cost of each vehicle to be drained is calculated by combining a truck cost subsidy model to be pushed, so that a truck driver is attracted to select a highway to run as much as possible, the transportation efficiency of the truck is further improved, and the following exemplary embodiment is adopted for detailed description.

The following describes in detail a driving subsidy fee pushing method provided in an embodiment of the present application with reference to fig. 1 to 3. The method may be implemented in dependence on a computer program, operable on a push device for driving subsidy based on von neumann architecture. The computer program may be integrated into the application or may run as a separate tool-like application.

Referring to fig. 1, a flow diagram of a method for pushing driving subsidy fees is provided in an embodiment of the present application. As shown in fig. 1, the method of the embodiment of the present application may include the following steps:

s101, acquiring pre-counted safe driving behavior data and payment fee evasion behavior data of each truck in an initial truck set;

generally, at present, most freight vehicles (such as large trucks) are provided with vehicle-mounted positioning terminals which can record the driving track, driving behavior and vehicle attribution property of the vehicle, and meanwhile, highway departments are all provided with a charge check and evidence obtaining system which can master the information of the payment and fee evasion behaviors of the freight vehicle toll.

The safe driving behavior data of each truck are obtained by reporting the safe driving behavior data of each truck to a national road truck public platform in real time for analysis, and the safe driving behavior data comprise fatigue driving times NF and illegal driving times NV. The payment fee evasion behavior data is recorded by the fee check and evidence obtaining system, and the payment fee evasion behavior data comprises fee evasion times NE.

In the embodiment of the application, when the preliminary statistical initial truck set is generated, the initial truck set is screened and determined from truck driving data of the drained non-highway sections, a target highway to be drained, such as a target highway a, is first determined, then a plurality of parallel non-highway sections, such as a plurality of sections B of national trunks and provinces (B1, B2, B3 … … Bn), corresponding to the highway section are searched, then at least one non-highway section, such as Bi, Bx, is determined based on the target highway a and is marked as a first target drainage section on the basis of the principle that the distance from the target highway is less than a preset threshold d 1.

And secondly, loading the freight car driving track data on at least one non-high-speed target road section (a first target diversion road section) in a preset period, wherein in the preset period, for example, the time period of the past week, an initial freight car set is calculated based on the freight car driving track data.

Specifically, when determining at least one non-highway target road segment based on the target highway, at least one non-highway segment corresponding to the target highway is firstly queried, where the correspondence refers to a non-highway segment that is parallel or approximately parallel to the target highway segment and is less than a preset threshold d1 away from the target highway, for example, a national trunk line segment, and the obtained at least one non-highway segment meeting the condition is recorded as a first target diversion road segment set.

And further, calculating difference values of the road section mileage of each road section in each non-high speed road section in the first target drainage road section set and the road section mileage of the target high speed road section, generating difference value sequences, then performing ascending sequence arrangement on the difference value sequences, determining the road section corresponding to the difference value before the median difference value as the preferred non-high speed road section set where the truck vehicle to be drained is located, and recording the road section as a second target drainage road section set. And (6) mixing.

Specifically, when an initial truck set is counted based on truck trajectory data, the passing frequency of each truck is counted from the truck trajectory data, and then truck identifiers with the passing frequency larger than a preset value are stored to obtain the initial truck set to be drained.

In a possible implementation mode, after an initial truck set is obtained, firstly, the fatigue driving times NF and the illegal driving times NV of each truck in the initial truck set are inquired from a national road freight vehicle public platform, the NF and the MV are determined as safe driving behavior data, then the fee evasion times NE of each truck in the initial truck set is inquired from a fee auditing and forensics system, and the NE is determined as fee payment evasion behavior data.

For example, as shown in fig. 2, the highway management unit determines that the target highway to be drained is a-B (jinghu highway), and there are two non-highways (for example, two national provincial trunks) having the same starting end point as a-B. When the saturation of the high-speed traffic flow of jinghu is smaller than the preset saturation, two vehicles with better credit on the national mainlines can be guided to enter the jinghu to run at high speed in a preferential subsidy mode.

S102, inputting the safe driving behavior data and the payment fee evasion behavior data into a truck negative credit value calculation model, and outputting a negative credit value of each truck;

the truck negative credit calculation model is a mathematical model used for calculating the negative credit of each truck according to parameters.

Generally, the calculation formula of the truck negative credit calculation model is as follows: c ═ NF + NV ═ α₁+NE*α₂. Wherein a safe driving behavior weight ratio alpha is set₁For example, 70%, the fee evasion payment action weight ratio α₂Such as 30%.

In a possible implementation manner, after obtaining the fatigue driving times NF, the illegal driving times NV and the fee evasion times NE of each truck, firstly, a first weight value of safe driving behavior data is determined, then, a second weight value of fee payment and fee evasion behavior data is determined, and secondly, the NF, the NV, the NE, the alpha of each truck are used for determining the first weight value of safe driving behavior data and the second weight value of fee evasion behavior data₁And alpha₂Substituting the negative credit value into a formula of the truck negative credit value calculation model for calculation to obtain the negative credit value of each truck.

S103, determining a target vehicle set to be drained according to the negative credit value of each truck;

in one possible implementation, when determining the target set of vehicles to be drained, first determining whether a negative credit value of each truck is less than a preset credit value; if yes, determining the vehicle to be drained; if not, determining the vehicle as a non-drainage vehicle; and finally, after the negative credit value of each truck is completely judged, all vehicles to be drained are determined as a target vehicle set to be drained.

For example, the negative credit value of each freight vehicle is C, the preset negative credit value is 1, when C > is 1, the credit of the vehicle is poor, and the vehicle is excluded and is not used as the target of directional diversion; and when C is less than 1, caching the identification of the vehicle as a target of directional drainage, and obtaining a target vehicle set to be drained after all judgment is finished.

In the embodiment, the pushing of subsidy amount of a batch of target vehicles to be drained is determined through the credit value, so that the operation of directionally draining the trucks on the commercial expressway by utilizing the subsidy discount strategy can be realized, the rate adjustment is more accurate and applicable, the attraction to the trucks is improved, and meanwhile, the safe running of the trucks can be encouraged, and the fee evasion behavior of the trucks can be encouraged.

And S104, calculating the subsidy cost of each vehicle to be drained in the target vehicle set to be drained according to the freight car cost subsidy model, and pushing the subsidy cost of each vehicle to be drained to the corresponding client.

In the embodiment of the application, the highway mileage of a target highway, the average speed SA of the highway, the highway oil consumption unit price and the highway toll standard are firstly obtained, the non-highway section mileage of a non-highway target section, the average speed SB of the non-highway section and the non-highway section oil consumption unit price are then obtained, the target value of the subsidy coefficient is determined, a preset subsidy constant is obtained, the target value of the subsidy coefficient, the highway mileage, the highway oil consumption unit price, the highway toll standard, the non-highway section mileage, the non-highway section oil consumption unit price and the subsidy constant are finally input into a truck toll subsidy model, and the subsidy cost of each vehicle to be guided is output.

It is understood that the subsidy fee is calculated based on the driving route of the target highway section after the diversion and the non-highway section before the diversion, and in the case where the target highway section is the same, the amount of money subsidized to the vehicle driving on different routes may be different in order to achieve the diversion.

Specifically, when the target value of the subsidy coefficient is determined, the net income of the expressway is calculated according to the expressway mileage, the expressway oil consumption unit price, the expressway toll standard, the non-expressway mileage and the non-expressway oil consumption unit price, then a first value taking range of the subsidy coefficient is determined according to the principle that the net income of the expressway is greater than 0, and a target value is determined from the first value taking range and is used as the target value of the subsidy coefficient and is recorded as the first target value of the subsidy coefficient.

In a preferred embodiment, in order to avoid congestion of a highway section caused by excessive drainage, when subsidy drainage is performed, the traffic flow saturation of a target highway section is taken into consideration, specifically, the traffic flow saturation of the target highway section is obtained, a second value range of the subsidy coefficient is determined based on the traffic flow saturation, an intersection of the first value range and the second value range is calculated to obtain a target value range of the subsidy coefficient, and finally, a target value of the subsidy coefficient is obtained based on the target value range and is recorded as a second target value of the subsidy coefficient.

Specifically, when the second value range of the subsidy coefficient is determined based on the traffic flow saturation, when the traffic flow saturation of the expressway is lower than a first preset value, kappa is greater than 1, the subsidy limit is increased and is greater than the expense of the freight vehicle increased due to high speed, and the freight vehicle is guided to move at high speed. When the traffic flow saturation of the expressway is larger than a first preset threshold and smaller than a second preset threshold, kappa is smaller than 1, the subsidy limit is smaller than the expense increased by the freight vehicle due to the high speed, and the vehicle is guided to run at the high speed, so that the drainage strength of the expressway in a free state is promoted, and the utilization rate of the expressway is improved.

For example, for a draining truck, the net profit of the current highway needs to be calculated, and the net profit of the highway needs to be guaranteed to be positive, which is a constraint condition for the subsidy coefficient, so that the highway mileage LA, the highway oil consumption unit price PA, the highway toll standard TA, the non-highway oil consumption unit price LB and the non-highway oil consumption unit price PB are substituted into the highway net profit calculation formula;

the net highway yield N can be calculated by N ═ TA × LA- κ (PA × LA + TA × LA-PB × LB) - β ═ (1- κ) TA × LA- κ (PA × LA-PB × LB) - β.

Note that N — P-DelaC, where P is a high-speed charge and DelaC is a subsidy charge.

In order to improve the profit level of the expressway, in the scheme of the application, when the expressway is drained, N is set to be greater than 0, a first value range of the subsidy coefficient kappa is determined, the traffic flow saturation of the target expressway is obtained, a second value range can be determined according to the traffic flow saturation, and finally the target value range of the subsidy coefficient kappa can be obtained according to the first value range and the second value range.

Wherein, (target highway toll, transit time) ═ PA × LA + TA × LA, LA/SA, (non-highway target link toll, transit time) ═ PB × LB, LB/SB.

The calculation formula of the subsidy cost DelaC in the freight vehicle expense subsidy model is as follows:

DelaC ═ κ (PA ═ LA + TA ═ LA-PB ═ LB) + β, β is the patch constant. The calculation formula of the saved time is as follows: delta T is LA/SA-LB/SB.

Further, in some preferred embodiments, the subsidy coefficient κ is further related to the number of vehicles to be drained in the set of drainage route sections, when the number of vehicles to be drained is large, it is preferable to drain a route section closest to the target highway section, and according to the drainage effect, the drainage range is expanded outward in a stepwise manner, where the drainage range is limited by the non-highway section in the first set of target drainage route.

In some preferred embodiments, the subsidy amount is related to the type of the vehicle, and for the dangerous chemical substance transport vehicle, on the basis of the calculated target value κ, the calculated target value κ is multiplied by a proportionality coefficient λ, wherein the proportionality coefficient λ is greater than λ >1, so as to guide the dangerous chemical substance transport vehicle to travel at a high speed as much as possible, improve the traffic efficiency, and reduce the potential influence of the dangerous chemical substance transport vehicle on non-high speed sections such as national roads.

For special types of vehicles such as dangerous chemicals, the subsidy charge DelaC is as follows:

DelaC ═ λ × κ (PA × LA + TA × LA-PB × LB) + β 1, β 1 is the patch constant of the dangerous chemical vehicle.

Further, after subsidy fees of each vehicle to be drained are obtained, expressway subsidy preference information is pushed to the directional drainage target vehicle through a truck-mounted terminal and a mobile phone end APP of a national road freight vehicle public platform, a car owner of the drainage target vehicle downloads a small program or APP operated by an expressway company, a corresponding directional drainage subsidy coupon can be obtained through the small program or the APP, the amount of the coupon is DelAC, the passing fees of the selected expressway section A and the selected parallel national province trunk section B are kept equal, the passing speed of the expressway is higher than the passing speed of national province trunk lines, the time DeltaT can be saved by the truck driver under the condition that the passing fees are the same, the truck has certain attraction, and the high-speed running of the truck with the high drainage credit level is realized.

In the embodiment of the application, the driving subsidy fee pushing device firstly obtains the safe driving behavior data and the fee payment and fee evasion behavior data of each truck in the initial truck set which are counted in advance, then inputs the safe driving behavior data and the fee evasion behavior data into the truck negative credit value calculation model, outputs the negative credit value of each truck, determines the vehicle set to be drained according to the negative credit value of each truck, finally calculates the subsidy fee of each vehicle to be drained in the target vehicle set to be drained according to the truck fee subsidy model, and pushes the subsidy fee of each vehicle to be drained to the corresponding client. According to the method and the device, the set of vehicles to be drained is judged by calculating the credit value through the safe driving behavior data and the fee payment and fee evasion behavior data of the truck, and the subsidy cost of each vehicle to be drained is calculated by combining a truck cost subsidy model to be pushed, so that a truck driver is attracted to select a highway to run as much as possible, and the transportation efficiency of the truck is improved.

Referring to fig. 3, a schematic flow chart of another driving subsidy fee pushing method is provided in the present embodiment. As shown in fig. 3, the method of the embodiment of the present application may include the following steps:

s201, determining a target highway to be drained;

s202, determining at least one non-high-speed target road section based on the target highway;

s203, loading the truck driving track data on at least one non-high-speed target road section in a preset period;

s204, counting an initial truck set based on the truck trajectory data;

s205, acquiring pre-counted safe driving behavior data and payment fee evasion behavior data of each truck in an initial truck set;

s206, inputting the safe driving behavior data and the payment fee evasion behavior data into a truck negative credit value calculation model, and outputting a negative credit value of each truck;

s207, determining a target vehicle set to be drained according to the negative credit value of each truck;

s208, acquiring the highway mileage, the highway oil consumption unit price and the highway toll standard of the target highway;

s209, acquiring the mileage of the non-high-speed road section and the fuel consumption unit price of the non-high-speed road section of the non-high-speed target road section;

s210, determining a target value of a patch coefficient, and acquiring a preset patch constant;

and S211, inputting the target value of the subsidy coefficient, the highway mileage, the highway oil consumption unit price, the highway toll standard, the non-highway mileage, the non-highway oil consumption unit price and the subsidy constant into a truck expense subsidy model, outputting the subsidy expense of each vehicle to be drained, and pushing the subsidy expense of each vehicle to be drained to the corresponding client.

The following are embodiments of the apparatus of the present invention that may be used to perform embodiments of the method of the present invention. For details which are not disclosed in the embodiments of the apparatus of the present invention, reference is made to the embodiments of the method of the present invention.

Referring to fig. 4, a schematic structural diagram of a driving subsidy fee pushing device according to an exemplary embodiment of the present invention is shown. The driving subsidy fee pushing device can be realized by software, hardware or a combination of the software and the hardware to form all or part of the terminal. The device 1 comprises a data acquisition module 10, a credit value output module 20, a vehicle set to be guided determination module 30 and a subsidy fee pushing module 40.

The data acquisition module 10 is configured to acquire pre-counted safe driving behavior data and fee payment and fee evasion behavior data of each truck in the initial truck set;

the credit value output module 20 is used for inputting the safe driving behavior data and the payment fee evasion behavior data into the truck negative credit value calculation model and outputting the negative credit value of each truck;

the vehicle set to be drained determining module 30 is used for determining a target vehicle set to be drained according to the negative credit value of each truck;

and the subsidy cost pushing module 40 is used for calculating the subsidy cost of each vehicle to be drained in the target vehicle set to be drained according to the freight cost subsidy model and pushing the subsidy cost of each vehicle to be drained to the corresponding client.

Optionally, as shown in fig. 5, the apparatus 1 further includes:

a highway determination module 50 for determining a target highway to be drained;

a non-highway target segment determination module 60 for determining at least one non-highway target segment based on the target highway;

the track data loading module 70 is used for loading the truck driving track data on at least one non-high-speed target road section in a preset period;

and an initial truck set statistical module 80, configured to count an initial truck set based on the truck trajectory data.

It should be noted that, when the driving subsidy fee pushing device provided in the above embodiment executes the driving subsidy fee pushing method, only the division of the above function modules is taken as an example, 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 may be divided into different function modules to complete all or part of the functions described above. In addition, the pushing device for driving subsidy expenses and the pushing method embodiment of driving subsidy expenses provided by the above embodiments belong to the same concept, and details of the implementation process are shown in the method embodiment and are not described herein again.

The above-mentioned serial numbers of the embodiments of the present application are merely for description and do not represent the merits of the embodiments.

The invention also provides a computer readable medium, on which program instructions are stored, and when the program instructions are executed by a processor, the method for pushing driving subsidy fees provided by the above method embodiments is realized.

The invention also provides a computer program product containing instructions, which when run on a computer causes the computer to execute the driving subsidy fee pushing method of the above method embodiments.

Please refer to fig. 6, which provides a schematic structural diagram of a terminal according to an embodiment of the present application. As shown in fig. 6, terminal 1000 can include: at least one processor 1001, at least one network interface 1004, a user interface 1003, memory 1005, at least one communication bus 1002.

Wherein a communication bus 1002 is used to enable connective communication between these components.

The user interface 1003 may include a Display screen (Display) and a Camera (Camera), and the optional user interface 1003 may also include a standard wired interface and a wireless interface.

The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface), among others.

Processor 1001 may include one or more processing cores, among other things. The processor 1001 connects various parts throughout the electronic device 1000 using various interfaces and lines, and performs various functions of the electronic device 1000 and processes data by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 1005, and calling data stored in the memory 1005. Alternatively, the processor 1001 may be implemented in at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 1001 may integrate one or a combination of a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), a modem, and the like. Wherein, the CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for rendering and drawing the content required to be displayed by the display screen; the modem is used to handle wireless communications. It is understood that the above-mentioned modem may not be integrated into the processor 1001, but may be implemented by a single chip.

The Memory 1005 may include a Random Access Memory (RAM) or a Read-Only Memory (Read-Only Memory). Optionally, the memory 1005 includes a non-transitory computer-readable medium. The memory 1005 may be used to store an instruction, a program, code, a set of codes, or a set of instructions. The memory 1005 may include a stored program area and a stored data area, wherein the stored program area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playing function, an image playing function, etc.), instructions for implementing the various method embodiments described above, and the like; the storage data area may store data and the like referred to in the above respective method embodiments. The memory 1005 may optionally be at least one memory device located remotely from the processor 1001. As shown in fig. 6, a memory 1005, which is a kind of computer storage medium, may include an operating system, a network communication module, a user interface module, and a push application program for driving subsidy.

In the terminal 1000 shown in fig. 6, the user interface 1003 is mainly used as an interface for providing input for a user, and acquiring data input by the user; and the processor 1001 may be configured to invoke a push application of the driving subsidy fees stored in the memory 1005, and specifically perform the following operations:

In one embodiment, the processor 1001, before performing the step of obtaining the safe driving behavior data and the fee evading behavior data of each truck in the initial set of trucks counted in advance, further performs the following operations:

determining a target highway to be drained;

and counting an initial truck set based on the truck track data.

In one embodiment, the processor 1001, when executing the calculation of the subsidy fee of each vehicle to be drained in the target set of vehicles to be drained according to the truck negative credit calculation model, specifically executes the following operations:

acquiring the highway mileage, highway oil consumption unit price and highway toll standard of the target highway;

determining a target value of a patch coefficient, and acquiring a preset patch constant;

In one embodiment, the processor 1001 specifically performs the following operations when determining the target value of the patch coefficient:

determining a first value range of a subsidy coefficient according to the principle that the net profit of the expressway is greater than 0;

acquiring the traffic flow saturation of the target highway, and determining a second value range of the subsidy coefficient based on the traffic flow saturation;

In one embodiment, the processor 1001, when performing the determination of the at least one non-high speed target road segment based on the target highway, specifically performs the following operations:

inquiring at least one non-highway section corresponding to the target highway;

calculating a difference value between the road mileage of each road section in the at least one non-high speed road section and the road mileage of the target road section to generate at least one difference value;

at least one difference value is arranged in an ascending order to generate at least one difference value after the ordering;

and sequentially acquiring a preset number of difference values from the starting position of the at least one sequenced difference value, and determining the road section corresponding to the preset number of difference values as at least one non-high-speed target road section.

In one embodiment, the processor 1001 performs the following operations when performing statistics of the initial set of trucks based on the truck trajectory data:

counting the passing frequency of each truck from the truck track data;

In one embodiment, the processor 1001, in performing the determining of the target set of vehicles to be drained according to the negative credit value of each truck, specifically performs the following operations:

judging whether the negative credit value of each truck is smaller than a preset negative credit value or not;

if yes, determining the vehicle to be drained;

if not, determining the vehicle as a non-drainage vehicle;

It will be understood by those skilled in the art that all or part of the processes in the methods of the embodiments described above may be implemented by a computer program to instruct related hardware, and the program for pushing the driving subsidy fees may be stored in a computer readable storage medium, and when executed, may include the processes of the embodiments of the methods described above. The storage medium may be a magnetic disk, an optical disk, a read-only memory or a random access memory.

The above disclosure is only for the purpose of illustrating the preferred embodiments of the present application and is not to be construed as limiting the scope of the present application, so that the present application is not limited by the appended claims.

Claims

1. A method for pushing driving subsidy expenses is characterized by comprising the following steps:

inputting the safe driving behavior data and the payment fee evasion behavior data into a truck negative credit value calculation model, and outputting the negative credit value of each truck;

and calculating the subsidy cost of each vehicle to be drained in the target vehicle set to be drained according to a freight cost subsidy model, and pushing the subsidy cost of each vehicle to be drained to the corresponding client.

2. The method according to claim 1, wherein before the obtaining of the pre-counted safe driving behavior data and fee evasion behavior data of each truck in the initial set of trucks, the method further comprises:

determining a target highway to be drained;

determining at least one non-highway target segment based on the target highway;

loading the truck driving track data on the at least one non-high-speed target road section in a preset period;

and counting an initial truck set based on the truck track data.

3. The method of claim 2, wherein the calculating the subsidy cost for each vehicle to be drained in the target set of vehicles to be drained according to a truck negative credit calculation model comprises:

acquiring the mileage of the non-high speed road section and the oil consumption unit price of the non-high speed road section of each non-high speed target road section;

inputting the target value of the subsidy coefficient, the highway mileage, the highway oil consumption unit price, the highway toll standard, the non-highway section mileage, the non-highway section oil consumption unit price and the subsidy constant into a truck expense subsidy model, and outputting the subsidy expense of each vehicle to be drained.

4. The method of claim 3, wherein determining a target value for a subsidy coefficient of a freight cost subsidy model based on each vehicle to be drained comprises:

calculating the net profit of the expressway according to the expressway mileage, the expressway oil consumption unit price, the expressway toll standard, the mileage of the non-expressway section and the oil consumption unit price of the non-expressway section;

5. The method of claim 4, further comprising:

6. The method of claim 2, wherein the determining at least one non-highway target segment based on the target highway comprises:

calculating the difference value between the road section mileage of each non-high speed road section and the road section mileage of the target road section, and generating a difference value sequence;

7. The method of claim 2, wherein said counting an initial set of trucks based on said truck trajectory data comprises:

counting the passing frequency of each truck from the truck track data;

and storing the truck identifications with the passing frequency greater than the preset value to obtain an initial truck set.

8. The method of claim 1, wherein determining a target set of vehicles to be drained based on the negative credit value for each truck comprises:

if yes, determining the vehicle to be drained;

if not, determining the vehicle as a non-drainage vehicle;

and when the negative credit value of each truck is completely judged, determining all the vehicles to be drained as a target vehicle set to be drained.

9. A pushing device for subsidy of driving, the device comprising:

the negative credit value output module is used for inputting the safe driving behavior data and the payment fee evasion behavior data into a truck negative credit value calculation model and outputting a negative credit value of each truck;

the system comprises a to-be-drained vehicle set determining module, a target to-be-drained vehicle set determining module and a target draining vehicle set determining module, wherein the to-be-drained vehicle set determining module is used for determining the target to-be-drained vehicle set according to the negative credit value of each truck;

10. A terminal, comprising: a processor and a memory; wherein the memory stores a computer program adapted to be loaded by the processor and to perform the method steps of any of claims 1-8.