CN110807849A

CN110807849A - Vehicle management method and device, electronic equipment and system

Info

Publication number: CN110807849A
Application number: CN201911024537.0A
Authority: CN
Inventors: 舒雯; 张毅倜
Original assignee: Beijing Mobike Technology Co Ltd
Current assignee: Hanhai Information Technology Shanghai Co Ltd
Priority date: 2019-10-25
Filing date: 2019-10-25
Publication date: 2020-02-18
Anticipated expiration: 2039-10-25
Also published as: CN110807849B

Abstract

The invention relates to a vehicle management method, a vehicle management device, an electronic device and a vehicle management system. The method comprises the following steps: receiving an unlocking request sent by a current user through terminal equipment, and acquiring the geographic position of a target vehicle according to the unlocking request; judging whether the riding route is a route which increases the difficulty of vehicle management or not according to the geographic position of the target vehicle, the historical riding data of the target area where the target vehicle is located and the historical riding data of the current user; and under the condition that the riding route is judged to be the route which increases the difficulty of vehicle management, the target vehicle is forbidden to be unlocked.

Description

Vehicle management method and device, electronic equipment and system

Technical Field

The present invention relates to the field of vehicle management technologies, and in particular, to a vehicle management method, a vehicle management device, an electronic device, and a vehicle management system.

Background

At present, the appearance of shared vehicles becomes an important way for people to go out. The usage requirements of shared vehicles are typically geographically concentrated, for example, typically in the central region of a city. Therefore, the concentrated area used by the shared vehicle can be planned into the operation area, and the use of the shared vehicle is limited in the operation area, so that the management difficulty of the vehicle is reduced while the travel demand of people is met.

In the existing scheme, a single mode is often adopted to divide an operation area and manage vehicles, normal use of the vehicles in the operation area is allowed, and use of the vehicles outside the operation area is limited or prohibited. The management mode of 'one-time cutting' has the disadvantages that the reasonable use requirement of users outside the operation area cannot be met.

Therefore, there is a need for a new vehicle management scheme.

Disclosure of Invention

The invention provides a new technical scheme for vehicle management.

According to a first aspect of the present invention, there is provided a vehicle management method comprising:

receiving an unlocking request sent by a current user through terminal equipment, and acquiring the geographic position of a target vehicle according to the unlocking request;

judging whether the riding route is a route which increases the difficulty of vehicle management or not according to the geographic position of the target vehicle, the historical riding data of the target area where the target vehicle is located and the historical riding data of the current user;

and under the condition that the riding route is judged to be the route which increases the difficulty of vehicle management, the target vehicle is forbidden to be unlocked.

Optionally, determining whether the current riding route is a route that increases difficulty in vehicle management according to the geographic location of the target vehicle, the historical riding data of the target area where the target vehicle is located, and the historical riding data of the current user, includes:

acquiring a corresponding first historical track according to historical riding data of a target area where the target vehicle is located;

acquiring a first buffer area in an operation area according to the first historical track, and judging whether the geographic position is located in the first buffer area, wherein the first buffer area is a starting point concentrated area for riding out the historical track of the operation area;

and under the condition that the geographic position is located in the first buffer area, judging whether the riding route is a route which increases the difficulty of vehicle management according to the geographic position and the historical riding data of the current user.

acquiring a second buffer area outside the operation area according to the first historical track, and judging whether the geographic position is located in the second buffer area, wherein the second buffer area is a starting point concentrated area of the historical track riding to the operation area;

and under the condition that the geographic position is located in the second buffer area, judging whether the riding route is a route which increases the difficulty of vehicle management according to the geographic position of the target vehicle and the historical riding data of the current user.

Optionally, the obtaining a first buffer area in the operation area according to the historical track includes:

acquiring a set of historical tracks of riding out of the operation area as a first track set;

acquiring a first strip-shaped area with uniform width and taking the edge of the operating area as the outer side, and adjusting the width of the first strip-shaped area to enable the ratio of the historical track with the starting point positioned in the first strip-shaped area in the first track set to be in accordance with a first preset proportion interval;

dividing the first strip-shaped area into a plurality of first subsections, and adjusting the width of the first subsections according to the distribution density of the starting points of the historical tracks in the first track set in the first subsections to obtain the first buffer area.

Optionally, the obtaining a second buffer area outside the operation area according to the historical track includes:

acquiring a historical track set riding to the operation area as a second track set;

acquiring a second band-shaped area with uniform width and taking the edge of the operating area as the inner side, and adjusting the width of the second band-shaped area to enable the proportion of the historical track of which the starting point is positioned in the second band-shaped area in the second track set to be in accordance with a second preset proportion interval;

and dividing the second banded region into a plurality of second subsections, and adjusting the width of the second subsections according to the distribution density of the starting points of the historical tracks in the second track set in the second subsections to obtain the second buffer zone.

Optionally, the method further comprises:

acquiring a set of historical tracks with starting points positioned in the second strip-shaped area as a third track set;

adjusting the width of the second strip-shaped area, so that the ratio of the historical track of the riding direction far away from the operation area in the third track set does not exceed a third preset proportion.

Optionally, the determining, according to the geographic position and the historical riding data of the current user, whether the riding route is a route that increases difficulty in managing the vehicle includes:

acquiring a corresponding second historical track according to the historical riding data of the current user;

acquiring the end point position of the historical track of the operation area as a first end point position according to the second historical track;

under the condition that the concentration of the first end point position distribution meets a first preset condition, acquiring a concentration position of the first end point position distribution as a first concentration position;

and under the condition that the distance between the geographic position and the first centralized position does not exceed a first preset distance, judging that the riding route is a route which increases the difficulty of vehicle management.

Optionally, the determining, according to the geographic position of the target vehicle and the historical riding data of the current user, whether the current riding route is a route that increases difficulty in managing the vehicle includes:

acquiring a terminal position of the historical track, of which the starting point is positioned outside the operation area and the riding direction is far away from the operation area, as a second terminal position according to the second historical track;

under the condition that the concentration of the second end point position distribution meets a second preset condition, acquiring a concentration position of the second end point position distribution as a second concentration position;

and under the condition that the distance between the geographic position and the second centralized position does not exceed a second preset distance, judging that the riding route is a route which increases the difficulty of vehicle management.

Optionally, the step of determining whether the current riding route is a route that increases difficulty in vehicle management according to the geographic location of the target vehicle, the historical riding data of the target area where the target vehicle is located, and the historical riding data of the current user further includes:

judging whether the geographic position is located in an area, which is not the first buffer area, in the operation area;

and under the condition that the geographic position is located in a region which is not the first buffer zone in the operation zone, judging that the riding route is not the route which increases the difficulty of vehicle management.

judging whether the geographic position is located in an area outside the second buffer area;

and under the condition that the geographic position is located in the area outside the second buffer area, judging that the riding route is a route which increases the difficulty of vehicle management.

According to a second aspect of the present invention, there is provided a vehicle management apparatus comprising:

the data receiving module is used for receiving an unlocking request sent by the terminal equipment and acquiring the geographic position of the target vehicle according to the unlocking request;

the judging module is used for judging whether the riding route is a route which increases the difficulty of vehicle management according to the geographic position of the target vehicle, the historical riding data of the target area where the target vehicle is located and the historical riding data of the current user;

and the data sending module is used for forbidding the target vehicle to unlock under the condition that the riding route is judged to be the route which increases the difficulty of vehicle management.

According to a third aspect of the present invention, there is provided an electronic device comprising the apparatus of the second aspect of the present invention; alternatively, the electronic device includes:

a memory for storing executable commands;

a processor for performing the method according to the first aspect of the invention under control of the executable command.

According to a fourth aspect of the present invention, there is provided a vehicle management system, including a vehicle, a terminal device, and the electronic device according to the third aspect of the present invention, wherein the terminal device sends an unlocking request to the electronic device, the electronic device sends an instruction to allow unlocking to the vehicle according to the unlocking request, and the vehicle performs an unlocking operation in response to the instruction to allow unlocking.

In one embodiment of the invention, the vehicle management method enables the management of the vehicle to be more scientific and reasonable, is beneficial to ensuring that the vehicle management difficulty is in a receivable level, and reduces the management cost.

Other features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which proceeds with reference to the accompanying drawings.

Drawings

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

FIG. 1 is a schematic diagram of a vehicle management system that may be used to implement an embodiment of the present invention.

Fig. 2 is a flowchart of a vehicle management method according to an embodiment of the present invention.

Fig. 3 is a diagram illustrating an example of acquiring a first buffer according to an embodiment of the present invention.

Fig. 4 is a diagram illustrating an example of acquiring a second buffer according to an embodiment of the present invention.

FIG. 5 is a diagram of a buffer according to an embodiment of the invention.

Fig. 6 is a schematic diagram of a first example of processing an unlocking request according to an embodiment of the present invention.

Fig. 7 is a diagram illustrating a second example of processing an unlock request according to an embodiment of the present invention.

Fig. 8 is a schematic diagram of a vehicle management apparatus according to an embodiment of the invention.

FIG. 9 is a schematic diagram of an electronic device according to an embodiment of the invention.

Detailed Description

Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise.

The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses.

Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate.

In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

< hardware configuration >

Fig. 1 is a block diagram of a hardware configuration of a vehicle management system 100 that can be used to implement an embodiment of the invention.

As shown in fig. 1, the vehicle management system 100 includes a server 1000, a terminal device 2000, and a vehicle 3000.

The server 1000 provides a service point for processes, databases, and communications facilities. The server 1000 may be a unitary server or a distributed server across multiple computers or computer data centers. The server may be of various types, such as, but not limited to, a web server, a news server, a mail server, a message server, an advertisement server, a file server, an application server, an interaction server, a database server, or a proxy server. In some embodiments, each server may include hardware, software, or embedded logic components or a combination of two or more such components for performing the appropriate functions supported or implemented by the server. For example, a server, such as a blade server, a cloud server, etc., or may be a server group consisting of a plurality of servers, which may include one or more of the above types of servers, etc.

In one embodiment, the server 1000 may be as shown in fig. 1, including a processor 1100, a memory 1200, an interface device 1300, a communication device 1400, a display device 1500, an input device 1600.

In other embodiments, the server 1000 may further include a speaker, a microphone, and the like, which are not limited herein.

The processor 1100 may be a dedicated server processor, or may be a desktop processor, a mobile version processor, or the like that meets performance requirements, and is not limited herein. The memory 1200 includes, for example, a ROM (read only memory), a RAM (random access memory), a nonvolatile memory such as a hard disk, and the like. The interface device 1300 includes, for example, various bus interfaces such as a serial bus interface (including a USB interface), a parallel bus interface, and the like. Communication device 1400 is capable of wired or wireless communication, for example. The display device 1150 is, for example, a liquid crystal display panel, an LED display panel touch display panel, or the like. Input devices 1160 may include, for example, a touch screen, a keyboard, and the like.

In this embodiment, the memory 1200 of the server 1000 is used to store instructions for controlling the processor 1100 to operate to perform a method of vehicle management. The skilled person can design the instructions according to the disclosed solution. How the instructions control the operation of the processor is well known in the art and will not be described in detail herein.

Although a plurality of devices of the server 1000 are illustrated in fig. 1, the present invention may relate to only some of the devices, for example, the server 1000 relates to only the memory 1200 and the processor 1100.

In this embodiment, the terminal device 2000 is, for example, a mobile phone, a laptop, a tablet computer, a palmtop computer, a wearable device, or the like.

As shown in fig. 1, the terminal device 2000 may include a processor 2100, a memory 2200, an interface device 2300, a communication device 2400, a display device 2500, an input device 2600, a speaker 2700, a microphone 2800, and the like.

The processor 2100 may be a mobile version processor. The memory 2200 includes, for example, a ROM (read only memory), a RAM (random access memory), a nonvolatile memory such as a hard disk, and the like. The interface device 2300 includes, for example, a USB interface, a headphone interface, and the like. The communication device 2400 can perform wired or wireless communication, for example, the communication device 2400 may include a short-range communication device, such as any device that performs short-range wireless communication based on a short-range wireless communication protocol, such as a Hilink protocol, WiFi (IEEE802.11 protocol), Mesh, bluetooth, ZigBee, Thread, Z-Wave, NFC, UWB, LiFi, and the like, and the communication device 2400 may also include a remote communication device, such as any device that performs WLAN, GPRS, 2G/3G/4G/5G remote communication. The display device 2500 is, for example, a liquid crystal display panel, a touch panel, or the like. The input device 2600 may include, for example, a touch screen, a keyboard, and the like. A user can input/output voice information through the speaker 2700 and the microphone 2800.

In one example, the memory 2200 of the terminal device 2000 is configured to store instructions for controlling the processor 2100 to operate to perform a method of using the vehicle 3000, for example, including at least: acquiring an identity of a vehicle 3000, forming an unlocking request for a specific vehicle, and sending the unlocking request to a server; and performing bill calculation and the like according to the charge settlement notification sent by the server. The skilled person can design the instructions according to the disclosed solution. How the instructions control the operation of the processor is well known in the art and will not be described in detail herein.

Although a plurality of devices of the terminal apparatus 2000 are illustrated in fig. 1, the present invention may relate only to some of the devices, for example, the terminal apparatus 2000 relates only to the memory 2200 and the processor 2100, the communication device 2400, and the display device 2500.

The vehicle 3000 may be a bicycle shown in fig. 1, and may be various types such as a tricycle, an electric scooter, a motorcycle, and a four-wheeled passenger vehicle, and is not limited thereto.

As shown in fig. 1, vehicle 3000 may include a processor 3100, a memory 3200, interface devices 3300, communication devices 3400, output devices 3500, input devices 3600, and so forth. The processor 3100 may be a microprocessor MCU or the like. The memory 3200 includes, for example, a ROM (read only memory), a RAM (random access memory), a nonvolatile memory such as a hard disk, and the like. The interface 3300 includes, for example, a USB interface, a headphone interface, and the like. The communication device 3400 is capable of wired or wireless communication, for example, and also capable of short-range and long-range communication, for example. The output device 3500 may be, for example, a device that outputs a signal, may be a display device such as a liquid crystal display screen or a touch panel, or may be a speaker or the like that outputs voice information or the like. The input device 3600 may include, for example, a touch panel, a keyboard, or the like, and may input voice information through a microphone.

Although a plurality of devices of the vehicle 3000 are shown in fig. 1, the present invention may relate only to some of the devices, for example, the vehicle 3000 relates only to the communication device 3400, the memory 3200, and the processor 3100.

In the present embodiment, the vehicle 3000 further includes a lock mechanism, not shown in fig. 1, controlled by the processor 3100, a sensor device for detecting a state of the lock mechanism, and the like.

In this embodiment, the vehicle 3000 may report its own position information to the server 1000, report its own use state information to the server 1000, and report a lock-off notification signal to the server 1000 when it is detected that the user has completed a lock-off operation.

In this embodiment, memory 3200 of vehicle 3000 is used to store instructions that control processor 3100 to operate to perform information interactions with server 1000. The skilled person can design the instructions according to the disclosed solution. How the instructions control the operation of the processor is well known in the art and will not be described in detail herein.

The network 4000 may be a wireless communication network or a wired communication network, and may be a local area network or a wide area network. In the vehicle management system 100 shown in fig. 1, the vehicle 3000 and the server 1000, and the terminal device 2000 and the server 1000 may communicate via the network 4000. The vehicle 3000 may be the same as the server 1000, and the network 4000 through which the terminal device 2000 communicates with the server 1000 may be different from each other.

It should be understood that although fig. 1 shows only one server 1000, terminal device 2000, vehicle 3000, it is not meant to limit the number of each, and a plurality of servers 1000, a plurality of terminal devices 2000, and a plurality of vehicles 3000 may be included in the vehicle management system 100.

The server 1000 is used to provide all the functions necessary to support vehicle use; the terminal device 2000 may be a mobile phone on which a vehicle use application is installed, and the vehicle use application may help a user to implement a function of using the vehicle 3000.

The vehicle management system 100 shown in FIG. 1 is illustrative only and is not intended to limit the invention, its application, or uses in any way.

< method examples >

The existing 'one-break' type vehicle management method has the disadvantages that for vehicles in a service area, for example, part of users ride the vehicles out of the service area to increase the difficulty of vehicle management, and the behaviors are limited or prohibited. For another example, for vehicles outside a service area, some users may ride back into the service area to reduce vehicle management difficulty, which should be allowed and encouraged.

The present embodiment provides a vehicle management method implemented by, for example, the server 1000 shown in fig. 1. As shown in fig. 2, the method includes the following steps S2100-S2300:

in step S2100, an unlocking request sent by the current user through the terminal device is received, and the geographic location of the target vehicle is obtained according to the unlocking request.

In this embodiment, the target vehicle is a vehicle that the user currently desires to use.

In this embodiment, the current user sends an unlocking request to the server 1000 through the terminal device 2000. After receiving the unlocking request, the server 1000 obtains the geographic location of the target vehicle according to the information included in the unlocking request.

In one example, the unlock request includes an identification of a target vehicle (e.g., vehicle 3000 in FIG. 1). The server 1000 sends an instruction for acquiring the geographic position to the vehicle 3000 according to the identifier, and the vehicle 3000 reports the geographic position of itself to the server 1000 in response to the instruction. The server 1000 may obtain the geographic location of the target vehicle in this manner.

In another example, the unlocking request includes the geographic location of the terminal device. The server 1000 may directly obtain the geographic location of the terminal device according to the unlocking request, and use the geographic location as the geographic location of the target vehicle. The server 1000 may also obtain the geographic location of the target vehicle in this manner.

In step S2200, it is determined whether the current riding route is a route that increases the difficulty in managing the vehicle, according to the geographic location of the target vehicle, the historical riding data of the target area where the target vehicle is located, and the historical riding data of the current user.

In the present embodiment, the target area is, for example, a city, an urban area, or the like where the target vehicle is located. The range of the target area is larger than the range of the operation area where the target vehicle is located.

In one example, the target area is obtained by expanding an appropriate range outward on the basis of the operating area (for example, moving the boundary of the operating area outward by 10 Km).

In this embodiment, the historical riding data of the target area can be obtained by counting and sorting the historical riding records of multiple times in the target area.

In this embodiment, the historical riding data of the current user may be obtained by searching the historical riding record of the current user.

In this embodiment, the historical riding data corresponding to the target area and/or the current user includes riding track, unlocking position (i.e., track starting point), locking position (i.e., track ending point), and other information for each riding.

In this embodiment, whether the riding route increases the difficulty of vehicle management can be judged in advance before unlocking according to the geographic position of the target vehicle, the historical riding data of the target area and the historical riding data of the current user.

In this embodiment, the influence of the riding route on the vehicle management difficulty can be determined according to the position relationship of the riding route relative to the operation area.

In one embodiment of the present invention, the routes that increase the difficulty of vehicle management include a route from inside the operating area to outside the operating area, a route in which the unlocking position is outside the operating area and the riding direction is away from the operating area, and the like. It is easy to understand that for a route from inside the operating area to outside the operating area, the riding route may cause the vehicle to leave the operating area, resulting in increased difficulty in vehicle management. To the route that the position of unblanking was kept away from the operation district outside the operation district and the direction of riding, this route of riding can increase the recovery degree of difficulty to the vehicle outside the operation district, leads to the vehicle management degree of difficulty to increase.

In one embodiment of the present invention, the route that increases the difficulty of vehicle management includes a route in which the distance from the unlock position to the operating area is too large, and the like. It is readily understood that for target vehicles far from the operating area, the difficulty of recovering such vehicles is too great, and any riding route for such vehicles can be considered a route that increases the difficulty of vehicle management.

In one embodiment of the present invention, step S2200 further comprises the following steps S2211-S2212:

step S2211, acquiring a corresponding first historical track according to historical riding data of a target area where a target vehicle is located; and acquiring a first buffer area in the operation area according to the first historical track, and judging whether the geographic position is located in the first buffer area, wherein the first buffer area is a starting point concentrated area of the historical track of the riding out of the operation area.

In this embodiment, the first buffer area is located inside the operation area, and the first buffer area is a starting point concentration area of the historical track of the vehicle riding out of the operation area. According to the statistical law, when the vehicle to be unlocked is located in the first buffer area, the possibility that the vehicle rides out of the operation area by riding is high.

And step S2212, under the condition that the geographic position is located in the first buffer area, judging whether the riding route is a route which increases the difficulty of vehicle management according to the geographic position and the current historical riding data of the user.

In one embodiment of the present invention, step S2212 further includes the following steps S2212(a) -S2212 (c):

s2212(a), acquiring a corresponding second historical track according to the historical riding data of the current user; and acquiring the end position of the historical track of the riding out of the operation area as a first end position according to the second historical track.

In one example, the current user's historical cycling data is historical data within three months, so that the data referential property is guaranteed.

S2212(b), in the case that the concentration of the first end position distribution meets the first preset condition, acquiring the concentration position of the first end position distribution as the first concentration position.

In this embodiment, the first preset condition includes a requirement for the number of end points and a requirement for the distance between end point positions. In one example, the first preset condition is: the number of the end points is greater than or equal to 5, and the average distance between the end points is not more than 200 m. Regarding the plurality of end positions obtained in step S2212(a), if an average value of distances between 5 or more end positions does not exceed 200, it is determined that the concentration of the distribution of the plurality of end positions meets a first preset condition.

It is easy to understand that the concentration ratio of the distribution of the end positions meets the first preset condition, which means that the user rides out of the operation area for many times, and the end points of the riding routes are concentrated near a certain position.

In this embodiment, when the concentration of the distribution of the end points meets the first preset condition, it may be determined whether the number of the end points meets the requirement, and then, it may be determined whether the distance between the end points meets the requirement under the condition that the number of the end points meets the requirement. Thus, the processing efficiency can be improved.

In this embodiment, a position corresponding to the average value of the coordinates of the plurality of end positions may be used as the first concentrated position of the end position distribution, and a position at which the sum of the distances to the respective end positions is the smallest may be used as the first concentrated position of the end position distribution.

And S2212(c), under the condition that the distance between the geographic position and the first centralized position does not exceed a first preset distance, judging that the riding route is the route which increases the difficulty of vehicle management.

In this embodiment, the distance between the geographic location of the target vehicle and the first centralized location is compared with a first preset distance. The first preset distance may represent a usual riding distance, for example, 3 km. It is easy to understand that if the distance is smaller than the first preset distance, it means that there is a high probability that the current user rides out of the operation area and the riding end point is located near the centralized location, so that it can be determined that the riding route is a route that increases the difficulty in managing the vehicle.

In this embodiment, the first preset distance may be obtained according to the average riding distance of all users, or may be obtained according to the average riding distance corresponding to the current user, which is not limited herein.

The steps S2212(a) -S2212(c) are beneficial to judging the riding route condition according to the personalized features of the current user.

In steps S2211 to S2212, the first determination is performed according to the historical riding data of the target area, and on the basis, the second determination is performed according to the historical riding data of the current user, which is beneficial to finally obtaining a reliable determination result and eliminating the situation that the difficulty of vehicle management is not increased as early as possible.

In an embodiment of the present invention, before step S2211, a step S2210 of obtaining a first buffer area according to the historical riding data of the target area is further included. This step S2210 further includes the following steps S2210(a) -S2210 (c):

s2210(a), a set of historical tracks of the ride-out operating area is obtained as a first track set.

In this embodiment, the historical track of the riding out of the operation area is a track with a starting point located in the operation area and a terminal point located outside the operation area.

In this embodiment, the fact that a point is located within the operating area includes the fact that the point is located exactly at the edge of the operating area (i.e., the boundary between the inside and the outside of the operating area). In other embodiments, different provisions may be made for this.

In this embodiment, one operating area corresponds to one connected area. For the case that there are multiple operator zones, steps S2210(a) -S2210(c) may be performed for each of the operator zones, so as to obtain a first buffer corresponding to each operator zone.

And S2210(b), acquiring a first strip-shaped area with the edge of the operation area as the outer side and uniform width, and adjusting the width of the first strip-shaped area to enable the ratio of the historical track with the starting point positioned in the first strip-shaped area in the first track set to be in accordance with a first preset proportion section.

In step S2210(b), a band-shaped region having a uniform width is created with the edge of the operating area as the outer side, and it is easily understood that the inner side of the band-shaped region is located in the operating area.

In this embodiment, the width of the strip-shaped area is such that, in the first track set, the track proportion of the starting point located in the strip-shaped area conforms to a first preset proportion. In one example, the first predetermined proportion is in the range of 90% to 95%. That is, of the historical tracks of all the vehicle riding-out of the operating area, 90% to 95% of the starting points of the historical tracks are located in the uniform band-shaped area.

In this embodiment, based on the ratio of the tracks whose starting points are located in the strip-shaped areas in the first track set, the width values of the strip-shaped areas may be tried and verified, and an appropriate width value may be found.

S2210(c), the first strip-shaped area is divided into a plurality of first subsections, and the width of the first subsections is adjusted according to the distribution density of the starting points of the historical tracks in the first track set in the first subsections, so as to obtain a first buffer area.

In this embodiment, the strip-shaped area is divided into a plurality of first subsections along the length direction, and the width of the first subsections is adjusted according to the density of the starting points of the tracks in the first track set distributed in the first subsections of the strip-shaped area. In one example, an average density of the distribution of the start points of the tracks in the first set of tracks over the entire strip-shaped area is first calculated, and the density of the distribution in the first sub-section is compared to the average density, and for the case where the density of the distribution of the start points in the first sub-section is greater than the average density, the width of the first sub-section is proportionally increased, whereas the width of the first sub-section is proportionally decreased.

In this embodiment, the banded region obtained after adjusting the width of the first sub-section is the first buffer region.

Steps S2210(a) -S2210(c) facilitate accurate and reasonable retrieval of the first buffer.

In an embodiment of the present invention, step S2200 includes, on the basis of steps S2211 to S2212, further including: judging whether the geographic position is located in an area which is not a first buffer area in the operation area; and under the condition that the geographic position is located in a region which is not the first buffer zone in the operation zone, judging that the riding route is not the route which increases the difficulty of vehicle management.

It is easy to understand that when the vehicle to be unlocked is located in the region, which is not outside the first buffer zone, in the operation zone, the possibility that the vehicle rides out of the operation zone is very low, and therefore it can be judged that the riding route is not the route which increases the difficulty of vehicle management. Therefore, the processing efficiency can be improved, and the normal use of the vehicles far away from the edge of the operation area in the operation area is ensured.

In one embodiment of the present invention, step S2200 further comprises the following steps S2221-S2222:

step S2221, acquiring a corresponding first historical track according to the historical riding data of the target area where the target vehicle is located; and acquiring a second buffer area outside the operation area according to the first historical track, and judging whether the geographic position is located in the second buffer area, wherein the second buffer area is a starting point concentrated area of the historical track riding to the operation area.

In this embodiment, the second buffer area is located outside the operation area, and the second buffer area is a starting point concentrated area of the history track of which the riding direction is close to the operation area. According to the statistical law, when the vehicle to be unlocked is located in the second buffer area, the vehicle is more likely to be closer to the operation area during the riding.

Step S2222, under the condition that the geographic position is located in the second buffer area, whether the riding route is the route which increases the difficulty of vehicle management is judged according to the geographic position of the target vehicle and the historical riding data of the current user.

In one embodiment of the present invention, step S2222 further includes the following steps S2222(a) -S2222 (c):

s2222(a), acquiring a corresponding second historical track according to the historical riding data of the current user; and acquiring the end position of the historical track, of which the starting point is positioned outside the operation area and the riding direction is far away from the operation area, as a second end position according to the second historical track.

S2222(b), in a case where the concentration ratio of the second end point position distribution meets a second preset condition, acquiring a concentration position of the second end point position distribution as a second concentration position.

In this embodiment, the second preset condition includes a requirement for the number of end points and a requirement for the distance between end point positions. In one example, the second preset condition includes that the number of the end points exceeds 5, and the average value of the distances between the 5 end points does not exceed 200 m. Regarding the plurality of end positions obtained in step S2212(a), if an average value of distances between 5 or more end positions does not exceed 200, it is determined that the concentration of the distribution of the plurality of end positions meets a second preset condition.

It is easy to understand that the concentration of the distribution of the end positions meets the second preset condition, which means that the user rides the vehicle to a position far away from the operation area for many times, and the end points of the riding routes are concentrated near a certain position.

In this embodiment, when the concentration of the distribution of the end points meets the second preset condition, it may be determined whether the number of the end points meets the requirement, and then, it may be determined whether the distance between the end points meets the requirement under the condition that the number of the end points meets the requirement. Thus, the processing efficiency can be improved.

In this embodiment, a position corresponding to the average value of the coordinates of the plurality of end positions may be used as the second concentrated position of the end position distribution, and a position at which the sum of the distances to the respective end positions is the smallest may be used as the second concentrated position of the end position distribution.

And S2222(c), under the condition that the distance between the geographic position and the second centralized position does not exceed a second preset distance, judging that the riding route is the route which increases the difficulty of vehicle management.

In this embodiment, the distance between the geographic location of the target vehicle and the second centralized location is compared to a second preset distance. The second preset distance may represent a usual riding distance, for example, 3 km. It is easy to understand that if the distance is smaller than the second preset distance, it means that there is a high probability that the current user rides the vehicle outside the operating area to a position far away from the operating area and the riding end point is located near the centralized position, so that it can be determined that the riding route is a route that increases the difficulty in managing the vehicle.

In this embodiment, the second preset distance may be obtained according to the average riding distance of all users, or may be obtained according to the average riding distance of the current user, which is not limited herein.

Steps S2222(a) -S2222(c) are advantageous to determine the route situation of this riding according to the personalized features of the current user.

In steps S2221-S2222, the first determination is performed according to the historical riding data of the target area, and then the second determination is performed according to the historical riding data of the current user on this basis, which is beneficial to finally obtaining a reliable determination result and eliminating the situation that the difficulty of vehicle management is not increased as soon as possible.

In an embodiment of the present invention, before step S2221, step S2220 of obtaining a second buffer area according to the historical riding data of the target area is further included. The step S2220 further includes the following steps S2220(a) -S2220 (c):

s2220(a), a history track set of riding to the operating area is acquired as a second track set.

In this embodiment, the historical track of riding to the operation area is a track with a starting point located outside the operation area and an ending point closer to the operation area than the starting point.

In this embodiment, the historical track of riding to the operation area may be further divided into a track in which the starting point is located outside the operation area and the ending point is located inside the operation area, and a track in which the starting point and the ending point are located outside the operation area and the ending point is closer than the starting point to the operation area.

In this embodiment, one operating area corresponds to one connected area. For the case that there are multiple operation zones, steps S2220(a) -S2220(c) may be performed for each of the operation zones, so as to obtain a second buffer corresponding to each operation zone.

And S2220(b), acquiring a second band-shaped area with uniform width and taking the edge of the operation area as the inner side, and adjusting the width of the second band-shaped area to enable the proportion of the historical track with the starting point positioned in the second band-shaped area in the second track set to be in accordance with a second preset proportion interval.

In step S2220(b), a band-shaped area with a uniform width is established with the edge of the operation area as the inner side, and it is easy to understand that the outer side of the band-shaped area is located outside the operation area.

In this embodiment, the width of the strip-shaped area is such that, in the second track set, the track proportion of the starting point located in the strip-shaped area conforms to a second preset proportion. In one example, the second predetermined ratio is in a range of 85% to 95%. That is, of the history tracks whose entire starting points are outside the operating area and whose riding direction is close to the operating area, 85% to 95% of the starting points of the history tracks are located in the uniform band-shaped area.

In this embodiment, based on the ratio of the tracks whose starting points are located in the strip-shaped areas in the second track set, the width values of the strip-shaped areas may be tried and verified, and an appropriate width value may be found.

In one embodiment of the invention, the width of the strip-shaped area is also such that in a third set of tracks whose starting point is located in the strip-shaped area, the historical track proportion of the riding direction away from the operating area does not exceed a third preset proportion.

In this embodiment, the width of the band-shaped area is also limited according to the historical track occupation ratio far away from the operation area in the riding direction. In one example, the third predetermined proportion is 25%. That is, of all the history tracks whose starting points are located in the band-shaped area, the history track whose riding direction is away from the operating area accounts for not more than 25%. By introducing the third preset proportion, the riding directions of most of historical tracks in the second buffer zone can be ensured to be close to the operation zone, so that the second buffer zone is more worthy of paying attention to, and the third preset proportion plays a more remarkable role in improving the vehicle management effect.

And S2220(c), dividing the second banded region into a plurality of second subsections, and adjusting the width of the second subsections according to the distribution density of the starting points of the historical tracks in the second track set in the second subsections to obtain a second buffer area.

In this embodiment, the strip-shaped area is divided into a plurality of second subsections along the length direction, and the width of the second subsections is adjusted according to the density of the starting points of the tracks in the second track set distributed in the second subsections of the strip-shaped area. In one example, an average density of the distribution of the start points of the tracks in the second set of tracks over the entire strip-shaped area is first calculated, and the density of the distribution in the second sub-section is compared to the average density, and for the case where the density of the distribution of the start points in the second sub-section is greater than the average density, the width of the second sub-section is proportionally increased, and vice versa.

In this embodiment, the width of the second sub-section is adjusted to obtain a strip-shaped area, i.e., a second buffer area.

Steps S2220(a) -S2220(c) facilitate accurate and reasonable retrieval of the second buffer.

In an embodiment of the present invention, step S2200 further includes, on the basis of steps S2221-S2222: judging whether the geographic position is located in an area outside the second buffer area; and under the condition that the geographic position is located in the area outside the second buffer area, judging that the riding route is a route which increases the difficulty of vehicle management.

In this embodiment, for vehicles in the area outside the second buffer area, the distance from the vehicles to the operation area is usually large, the difficulty in recovering the vehicles is large, and any riding route for such vehicles can be considered as a route which increases the difficulty in managing the vehicles. Therefore, the vehicles outside the second buffer zone can be ensured not to be used, and the difficulty in vehicle management is avoided being further increased.

In step S2300, the target vehicle is prohibited from being unlocked if it is determined that the current riding route is a route that increases the difficulty of vehicle management.

In this embodiment, in order to prohibit the unlocking of the target vehicle, the server 1000 may transmit an instruction including an unlocking prohibition instruction to the vehicle 3000, or may not return an instruction to permit the unlocking without responding to the unlocking request.

According to the vehicle management method provided by the embodiment, whether the riding route is the route increasing the vehicle management difficulty or not is judged according to the geographic position of the vehicle to be unlocked, the historical riding data of the target area and the historical riding data of the current user, and unlocking is forbidden under the condition that the riding difficulty is increased, so that the management of the vehicle is more scientific and reasonable, and the vehicle management difficulty is ensured to be at a receivable level.

< example >

A specific example of implementation of the vehicle management mode in the present embodiment is provided below. The example is divided into two phases of acquiring a buffer and processing an unlocking request.

Fig. 3 shows a process of acquiring a first buffer in an operation area. In fig. 3, the area within the circumference a is the operating area. Referring to the upper half of fig. 3, first, all the history tracks of riding the vehicle out of the operation area are obtained based on the history riding data of the corresponding group, as shown by the dotted lines with arrows in the diagram a, wherein the arrows indicate the riding direction. It should be noted that the actual riding track is usually a curve, and is simplified and shown as a straight line. Thereafter, referring to the lower half of fig. 3, a band-shaped region is established with the circumference a as one side and the circumference B as the other side, specifically, a circular ring between the circumference a and the circumference B in fig. 3. The appropriate width of the ring is chosen such that 90% to 95% of the start of the trajectory is within the ring, as shown in the effect of fig. 3. And then, adjusting the widths of different sections of the circular ring according to the density of the starting point distribution to obtain a first buffer area. In this embodiment, the link for adjusting the width is omitted, so the ring in fig. 3 is the first buffer area.

Fig. 4 shows a process of acquiring a second buffer outside the operating area. In fig. 4, the area within the circumference a is the operating area. Referring to the upper half of fig. 4, first, the entire history track with the starting point located outside the operating area and the riding direction close to the operating area is obtained according to the history riding data of the corresponding group, as shown by the dotted line with the arrow in fig. 4. It can be seen that there are both tracks with endpoints inside the operating area and tracks with endpoints outside the operating area in these historical tracks. Thereafter, referring to the lower half of fig. 4, a band-shaped region is established with the circumference a as one side and the circumference C as the other side, specifically, a circular ring between the circumference a and the circumference C in fig. 4. The appropriate width of the ring is chosen such that 85% -95% of the start of the trajectory is distributed within the ring. Meanwhile, for all historical tracks with starting points located in the circular ring, the track of the riding direction far away from the operation area accounts for no more than 25%, wherein the track of the riding direction far away from the operation area is shown by a solid line with an arrow in fig. 4. And then, adjusting the widths of different sections of the circular ring according to the density of the starting point distribution to obtain a second buffer area. In this embodiment, the link for adjusting the width is omitted, so the ring in fig. 4 is the second buffer area.

As shown in fig. 5, for the operation area formed by the circumference a, the first buffer area and the second buffer area corresponding to the operation area are the inner-layer shaded area and the outer-layer shaded area in the figure in sequence.

After the first buffer area and the second buffer area are obtained, the data of the buffer areas can be stored in the server, and the data can be directly called when an unlocking request is processed each time.

Fig. 6 illustrates one scenario for handling an unlock request. As shown in fig. 6, the geographic location of the vehicle to be unlocked is point P in the figure, i.e., the vehicle to be unlocked is located in the first buffer zone. In this regard, a history track of the current user riding the vehicle out of the operating area in the past three months is acquired as indicated by a dotted line with an arrow in fig. 6, based on the history riding data corresponding to the current user. It can be seen that the number of these tracks reaches 5, and the terminals of these tracks are all concentrated at point M, so that the concentration of the end points of these tracks meets the preset condition. Comparing the distance between the geographic position P of the target vehicle and the centralized position M of the track end point with a preset distance, the user can easily know that the length of the PM is obviously smaller than the common riding distance of the current user, so that the riding route can be judged to be a route which increases the difficulty of vehicle management, and the vehicle is forbidden to unlock.

Fig. 7 illustrates another scenario for processing an unlock request. As shown in fig. 7, the geographic location of the vehicle to be unlocked is point Q in the figure, i.e., the vehicle to be unlocked is located in the second buffer zone. In this regard, from the historical riding data corresponding to the current user, a historical track is obtained in which the starting point of the current user within the past three months is outside the operating area and the riding direction is away from the operating area, as shown by the dotted line with the arrow in fig. 7. It can be seen that the number of these tracks reaches 5, and the terminals of these tracks are all concentrated at N points, so that the concentration of the end points of these tracks meets the preset condition. Comparing the distance between the geographic position Q of the target vehicle and the centralized position N of the track end point with the preset distance, the user can easily know that the length of the QN is obviously smaller than the common riding distance of the current user, so that the riding route can be judged to be the route which increases the difficulty of vehicle management, and the unlocking of the vehicle is forbidden.

In this example, if the vehicle to be unlocked is located in the area within the circumference B, it is determined that the route being ridden is not the route that increases the difficulty of vehicle management, and the vehicle is allowed to be unlocked.

In this example, if the vehicle to be unlocked is located in an area outside the circle C, it is determined that the route being ridden this time is a route that increases the difficulty of managing the vehicle, and the unlocking of the vehicle is prohibited. The area outside the circumference C may be referred to as a freezing area, and unlocking of the vehicle in this area is always prohibited.

< apparatus embodiment >

The present embodiment provides a vehicle management device, such as the vehicle management device 800 shown in fig. 8, which includes a data receiving module 810, a determining module 820 and a data transmitting module 830.

The data receiving module 810 is configured to receive an unlocking request sent by a current user through a terminal device, and obtain a geographic location of a target vehicle according to the unlocking request.

The judging module 820 is configured to judge whether the current riding route is a route that increases the difficulty in vehicle management according to the geographic position of the target vehicle, the historical riding data of the target area where the target vehicle is located, and the historical riding data of the current user;

the data sending module 830 is configured to prohibit the target vehicle from being unlocked when it is determined that the route of riding this time is a route that increases the difficulty in managing the vehicle.

In an embodiment of the present invention, when determining whether the current riding route is a route that increases difficulty in managing the vehicle according to the geographic location of the target vehicle, the historical riding data of the target area where the target vehicle is located, and the historical riding data of the current user, the determining module 820 is further configured to: acquiring a corresponding first historical track according to historical riding data of a target area where a target vehicle is located; acquiring a first buffer area in the operation area according to the first historical track, and judging whether the geographic position is located in the first buffer area, wherein the first buffer area is a starting point concentrated area of the historical track of the operation area; and under the condition that the geographic position is located in the first buffer area, judging whether the riding route is a route which increases the difficulty of vehicle management according to the geographic position and the current historical riding data of the user.

In an embodiment of the present invention, when determining whether the current riding route is a route that increases difficulty in managing the vehicle according to the geographic location of the target vehicle, the historical riding data of the target area where the target vehicle is located, and the historical riding data of the current user, the determining module 820 is further configured to: acquiring a corresponding first historical track according to historical riding data of a target area where a target vehicle is located; acquiring a second buffer area outside the operation area according to the first historical track, and judging whether the geographic position is located in the second buffer area, wherein the second buffer area is a starting point concentrated area of the historical track riding to the operation area; and under the condition that the geographic position is located in the second buffer area, judging whether the riding route is a route which increases the difficulty of vehicle management or not according to the geographic position of the target vehicle and the historical riding data of the current user.

In one embodiment of the present invention, the vehicle management apparatus 800 further comprises a first buffer acquisition module for: acquiring a set of historical tracks of riding out of a service area as a first track set; acquiring a first strip-shaped area with uniform width and taking the edge of the operating area as the outer side, and adjusting the width of the first strip-shaped area to enable the ratio of the historical track of which the starting point is positioned in the first strip-shaped area in the first track set to accord with a first preset proportion interval; and dividing the first strip-shaped area into a plurality of first subsections, and adjusting the width of the first subsections according to the distribution density of the starting points of the historical tracks in the first track set in the first subsections to obtain a first buffer area.

In one embodiment of the present invention, the vehicle management apparatus 800 further comprises a second buffer acquisition module for: acquiring a historical track set of a riding operation area as a second track set; acquiring a second band-shaped area with uniform width and taking the edge of the operation area as the inner side, and adjusting the width of the second band-shaped area to enable the proportion of the historical track of which the starting point is positioned in the second band-shaped area in a second track set to be in accordance with a second preset proportion interval; and dividing the second banded region into a plurality of second subsections, and adjusting the width of the second subsections according to the distribution density of the starting points of the historical tracks in the second track set in the second subsections to obtain a second buffer zone.

In an embodiment of the present invention, the second buffer acquiring module is further configured to: acquiring a set of historical tracks with starting points positioned in a second strip-shaped area as a third track set; and adjusting the width of the second strip-shaped area, so that the ratio of the historical track of the riding direction far away from the operation area in the third track set does not exceed a third preset proportion.

In an embodiment of the present invention, the determining module 820, when determining whether the current riding route is a route that increases difficulty in managing the vehicle according to the geographic location and the current historical riding data of the user, is further configured to: acquiring a corresponding second historical track according to the historical riding data of the current user; acquiring the end position of the historical track of the riding out operation area as a first end position according to the second historical track; under the condition that the concentration ratio of the first end point position distribution meets a first preset condition, acquiring a concentration position of the first end point position distribution as a first concentration position; and under the condition that the distance between the geographic position and the first centralized position does not exceed a first preset distance, judging that the riding route is a route which increases the difficulty of vehicle management.

In an embodiment of the present invention, the determining module 820, when determining whether the current riding route is a route that increases the difficulty of vehicle management according to the geographic location of the target vehicle and the current historical riding data of the user, is further configured to: acquiring a corresponding second historical track according to the historical riding data of the current user; acquiring the end point position of the historical track, of which the starting point is positioned outside the operation area and the riding direction is far away from the operation area, as a second end point position according to the second historical track; under the condition that the concentration ratio of the second end point position distribution meets a second preset condition, acquiring a concentration position of the second end point position distribution as a second concentration position; and under the condition that the distance between the geographic position and the second centralized position does not exceed a second preset distance, judging that the riding route is a route which increases the difficulty of vehicle management.

In an embodiment of the present invention, when determining whether the current riding route is a route that increases difficulty in managing the vehicle according to the geographic location of the target vehicle, the historical riding data of the target area where the target vehicle is located, and the historical riding data of the current user, the determining module 820 is further configured to: judging whether the geographic position is located in an area which is not a first buffer area in the operation area; and under the condition that the geographic position is located in a region which is not the first buffer zone in the operation zone, judging that the riding route is not the route which increases the difficulty of vehicle management.

In an embodiment of the present invention, when determining whether the current riding route is a route that increases difficulty in managing the vehicle according to the geographic location of the target vehicle, the historical riding data of the target area where the target vehicle is located, and the historical riding data of the current user, the determining module 820 is further configured to: judging whether the geographic position is located in an area outside the second buffer area; and under the condition that the geographic position is located in the area outside the second buffer area, judging that the riding route is a route which increases the difficulty of vehicle management.

< electronic device embodiment >

The present embodiment provides an electronic apparatus including the vehicle management device described in the device embodiment of the present invention. Alternatively, the electronic device is the electronic device 900 shown in fig. 9 and includes a memory 910 and a processor 920.

The memory 910 is used to store executable commands.

The processor 920 performs the method as described in the method embodiment of the present invention under the control of the executable command described above.

< vehicle management System embodiment >

The present embodiment provides a vehicle management system including a vehicle, a terminal device, and an electronic device as described in the electronic device embodiment of the present invention. The terminal device sends an unlocking request to the electronic device, the electronic device sends an unlocking allowing instruction to the vehicle according to the unlocking request, and the vehicle responds to the unlocking instruction to execute unlocking operation.

The present invention may be a system, method and/or computer program product. The computer program product may include a computer-readable storage medium having computer-readable program instructions embodied therewith for causing a processor to implement various aspects of the present invention.

The computer readable storage medium may be a tangible device that can hold and store the instructions for use by the instruction execution device. The computer readable storage medium may be, for example, but not limited to, an electronic memory device, a magnetic memory device, an optical memory device, an electromagnetic memory device, a semiconductor memory device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a Static Random Access Memory (SRAM), a portable compact disc read-only memory (CD-ROM), a Digital Versatile Disc (DVD), a memory stick, a floppy disk, a mechanical coding device, such as punch cards or in-groove projection structures having instructions stored thereon, and any suitable combination of the foregoing. Computer-readable storage media as used herein is not to be construed as transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission medium (e.g., optical pulses through a fiber optic cable), or electrical signals transmitted through electrical wires.

The computer-readable program instructions described herein may be downloaded from a computer-readable storage medium to a respective computing/processing device, or to an external computer or external storage device via a network, such as the internet, a local area network, a wide area network, and/or a wireless network. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers and/or edge servers. The network adapter card or network interface in each computing/processing device receives computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in a computer-readable storage medium in the respective computing/processing device.

The computer program instructions for carrying out operations of the present invention may be assembler instructions, Instruction Set Architecture (ISA) instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer-readable program instructions may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider). In some embodiments, aspects of the present invention are implemented by personalizing an electronic circuit, such as a programmable logic circuit, a Field Programmable Gate Array (FPGA), or a Programmable Logic Array (PLA), with state information of computer-readable program instructions, which can execute the computer-readable program instructions.

Aspects of the present invention are described herein with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer-readable program instructions.

These computer-readable program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks. These computer-readable program instructions may also be stored in a computer-readable storage medium that can direct a computer, programmable data processing apparatus, and/or other devices to function in a particular manner, such that the computer-readable medium storing the instructions comprises an article of manufacture including instructions which implement the function/act specified in the flowchart and/or block diagram block or blocks.

The computer readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the instructions which execute on the computer, other programmable apparatus or other devices implement the functions/acts specified in the flowchart and/or block diagram block or blocks.

The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logical function(s). In some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions. It is well known to those skilled in the art that implementation by hardware, implementation by software, and implementation by a combination of software and hardware are equivalent.

Having described embodiments of the present invention, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein. The scope of the invention is defined by the appended claims.

Claims

1. A vehicle management method, comprising:

2. The method of claim 1, wherein determining whether the current riding route is a route which increases difficulty in vehicle management according to the geographic location of the target vehicle, historical riding data of a target area where the target vehicle is located, and historical riding data of the current user comprises:

3. The method of claim 1, wherein determining whether the current riding route is a route which increases difficulty in vehicle management according to the geographic location of the target vehicle, historical riding data of a target area where the target vehicle is located, and historical riding data of the current user comprises:

4. The method of claim 2, wherein the obtaining a first buffer within a carrier region from the historical track comprises:

5. The method of claim 3, wherein the obtaining a second buffer outside of a carrier sector according to the historical track comprises:

6. The method of claim 5, further comprising:

7. The method of claim 2, wherein the determining whether the current riding route is a route that increases difficulty in managing vehicles according to the geographic location and the historical riding data of the current user comprises:

8. A vehicle management apparatus comprising:

9. An electronic device comprising the apparatus of claim 8; alternatively, the electronic device includes:

a memory for storing executable commands;

a processor for performing the method of any one of claims 1 to 7 under the control of the executable command.

10. A vehicle management system comprising a vehicle, a terminal device and the electronic device of claim 9, wherein the terminal device sends an unlocking request to the electronic device, the electronic device sends an instruction to allow unlocking to the vehicle according to the unlocking request, and the vehicle performs an unlocking operation in response to the instruction to allow unlocking.