CN110435649B - Method and system for recording vehicle acceleration early warning and/or emergency braking - Google Patents
Method and system for recording vehicle acceleration early warning and/or emergency braking Download PDFInfo
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- CN110435649B CN110435649B CN201910782432.5A CN201910782432A CN110435649B CN 110435649 B CN110435649 B CN 110435649B CN 201910782432 A CN201910782432 A CN 201910782432A CN 110435649 B CN110435649 B CN 110435649B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
- G06V20/00—Scenes; Scene-specific elements
- G06V20/50—Context or environment of the image
- G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0808—Diagnosing performance data
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
- G07C5/00—Registering or indicating the working of vehicles
- G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
- G07C5/0841—Registering performance data
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
- B60W2050/143—Alarm means
Abstract
The invention discloses a method and a system for vehicle acceleration early warning and/or emergency braking recording, which are characterized by collecting X, Y and Z triaxial offset data of a vehicle, and converting the X, Y and Z triaxial offset data into real X, Y and Z triaxial offset data by using a dynamic Kalman filtering algorithm according to the X, Y and Z triaxial offset data; acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range; and sending a signal to abnormal data which are not in the calibrated normal value range, and recording the abnormal data. The invention has the advantages of low realization cost, small volume, high measurement precision, humanized design and the like.
Description
Technical Field
The invention relates to a method and a system for vehicle acceleration early warning and emergency braking recording, a method and a system for vehicle acceleration early warning and a method and a system for vehicle emergency braking recording, and belongs to the technical field of vehicle operation monitoring.
Background
The bus passenger injury accident refers to an accident that passengers on a bus are out of balance and fall, collide and extrude due to improper operation of emergency acceleration, emergency braking, sudden speed change and the like in line operation, so that personnel are injured. According to incomplete statistics, in the bus passenger accidents, under the condition that passengers do not finish sitting stably, due to the accident reason types that the vehicles rapidly start and leave the station and the drivers are insufficient in accident predictability, emergency braking is adopted, the rate of occurrence of the bus passenger accidents is high, the prevention difficulty is high, and the accident cost is high.
In the prior art, early warning measures for rapid starting and departure of a bus are lacked, and under the condition of emergency braking of the bus, corresponding data records are not available for judging whether a driver needs to take emergency braking operation or not. The bus is inconvenient to install and manage.
Disclosure of Invention
The purpose of the invention is as follows: aiming at the defects in the prior art, in order to reduce the accident disputes caused by passenger injury and the emergency braking, which are caused by the fact that the driver leaves the station and starts at a too high speed, and the accident predictively is insufficient for the accident to be generated during driving, the driver safety management system provides a powerful basis for developing the safety management work of the company more conveniently and maintaining the legal rights and interests of the driver in the future. The invention provides a method and a system for recording vehicle acceleration early warning and/or emergency braking.
The technical scheme is as follows: a method for recording vehicle acceleration early warning and emergency braking comprises the following steps:
step 1, acquiring X, Y and Z triaxial offset data of a vehicle starting stage, and converting the X, Y and Z triaxial offset data into real X, Y and Z triaxial offset data by using a dynamic Kalman filtering algorithm;
step 2, acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range;
and 3, sending a signal to abnormal data which are not in the calibrated normal value range, and recording the abnormal data.
The process of sequentially executing the step 1 to the step 2 once is called as shaking, N times of shaking are called as a cycle, N is more than or equal to 2, and multiple times of shaking are used for solving the problem of inaccurate judgment caused by interference signals generated by vehicle jolting, shaking and the like; if the jitter is performed for N times, the results of the N-time jitter judgment are as follows: the real X-axis and Y-axis offset data are not in the range of the calibrated normal values; step 3 is executed, and then the next cycle is continued; otherwise, continuing the next cycle, namely restarting the next process containing N times of jitter; the loop continues to execute.
Enabling the dithering twice to be a cycle, firstly acquiring the X, Y and Z triaxial offset data of the vehicle, and converting the X, Y and Z triaxial offset data into real X, Y and Z triaxial offset data by using a dynamic Kalman filtering algorithm according to the X, Y and Z triaxial offset data; secondly, acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range; if the dithering is carried out twice, the results of the two judgments are as follows: the real X-axis and Y-axis offset data are not in the range of the calibrated normal values; step 3 is executed, and then the next cycle is continued; otherwise, continuing the next cycle, namely restarting the next process containing the dithering twice; the loop continues to execute.
A time interval is provided between the two jitters.
The time interval is 0.1-0.5 seconds.
And a preset time delay is arranged between the next cycle process and the previous cycle, and the preset time delay is 1.2 +/-0.1 second.
When the vehicle is accelerated and warned, the real X-axis and Y-axis offset data are not in the range of the calibrated normal values, which means 2 conditions: (1) obtaining an actual acceleration sensing value through real X-axis and Y-axis offset data, and comparing the actual acceleration sensing value with an early warning threshold value and an overspeed threshold value, wherein the early warning threshold value is less than or equal to the actual acceleration sensing value and the overspeed threshold value; (2) the actual acceleration sensing value is larger than or equal to the overspeed threshold value.
The actual acceleration sensation value = X-axis current acceleration value + SIN (Y-axis current rotation angle value) g.
The early warning threshold is (0.12+ SIN (current rotation angle value of Y axis)) g.
The overspeed threshold is (0.17+ SIN (current rotation angle value of Y axis)) g.
The overspeed threshold value is in a value range of [ (0.16 + SIN (current rotation angle value of Y axis)) g ] [ (0.172 + SIN (current rotation angle value of Y axis)) g ].
The value range of the early warning threshold value is [ (0.11 SIN (Y-axis current rotation angle value)) g, (0.13+ SIN (Y-axis current rotation angle value)) g ]
When the vehicle emergency braking record is carried out, the fact that the real X-axis and Y-axis offset data are not in the range of the calibrated normal value means that the actual acceleration sensing value is obtained through the real X-axis and Y-axis offset data, and the actual acceleration sensing value is smaller than the braking threshold value (namely the absolute value of the actual acceleration sensing value is larger than the absolute value of the braking threshold value).
The braking threshold is (-0.17 + SIN (current angle value of Y axis)) g, which represents acceleration.
The value range of the braking threshold is [ (-0.172 + SIN (Y axis current rotation angle value)) g, (-0.16 + SIN (Y axis current rotation angle value)) g ].
Let dithering twice be a cycle, if dithering twice, the result is: the early warning threshold value is less than or equal to the actual acceleration sensing value and less than or equal to the overspeed threshold value; judging that the acceleration type is general rapid acceleration, reminding a driver of paying attention to stable driving by a buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and then executing the next cycle process; judging whether the acceleration type is continuous and rapid acceleration or not if the two jitter results of the next cycle are both that the early warning threshold is less than or equal to the actual acceleration sensing value, prompting the driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and restarting the first cycle;
let dithering twice be a cycle, if dithering twice, the result is: judging that the acceleration type is rapid acceleration if the actual acceleration sensing value is not less than an overspeed threshold value, prompting a driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and then executing the next cycle process;
let dithering twice be a cycle, if dithering twice, the result is: the actual acceleration sensing value is less than the braking threshold value; and judging that the braking type is emergency braking, reminding a driver of attention by the buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and braking type information to a background early warning monitoring platform, recording information by the early warning monitoring platform, and executing the next cycle process.
A vehicle acceleration early warning method comprises the following steps:
step 1, acquiring X, Y and Z triaxial offset data of a vehicle starting stage, and converting the X, Y and Z triaxial offset data into real X, Y and Z triaxial offset data by using a dynamic Kalman filtering algorithm;
step 2, acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range;
let the process of sequentially performing step 1-step 2 once be called dithering, and dithering 2 times be called a cycle, if dithering twice, the result is: the early warning threshold value is less than or equal to the actual acceleration sensing value and less than or equal to the overspeed threshold value; judging that the acceleration type is general rapid acceleration, reminding a driver of paying attention to stable driving by a buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and then executing the next cycle process; judging whether the acceleration type is continuous and rapid acceleration or not if the two jitter results of the next cycle are both that the early warning threshold is less than or equal to the actual acceleration sensing value, prompting the driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and restarting the first cycle;
if dithering twice, the result is: and if the actual acceleration sensing value is not less than the overspeed threshold value, judging that the acceleration type is rapid acceleration, prompting the driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning monitoring platform, recording information by the early warning monitoring platform, and then executing the next cycle process.
A method of vehicle emergency braking recording, comprising:
step 1, acquiring X, Y and Z triaxial offset data of a vehicle starting stage, and converting the X, Y and Z triaxial offset data into real X, Y and Z triaxial offset data by using a dynamic Kalman filtering algorithm;
step 2, acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range;
let the process of sequentially performing step 1-step 2 once be called dithering, and dithering 2 times be called a cycle, if dithering twice, the result is: the actual acceleration sensing value is less than the braking threshold value; and judging that the braking type is emergency braking, reminding a driver of attention by the buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and braking type information to a background early warning monitoring platform, recording information by the early warning monitoring platform, and executing the next cycle process.
A system for vehicle acceleration early warning and emergency braking recording comprises an electronic gyroscope angle sensor module, a single chip microcomputer, an information prompt module, a data transmission module and an early warning monitoring platform, wherein the electronic gyroscope angle sensor module, the single chip microcomputer, the information prompt module, the data transmission module and the early warning monitoring platform are mounted on a vehicle; the electronic gyroscope angle sensor module is used for collecting three-axis offset data of the vehicle X, Y and Z, and converting the three-axis offset data of the vehicle X, Y and Z into real three-axis offset data of the vehicle X, Y and Z by using a dynamic Kalman filtering algorithm and sending the real three-axis offset data of the vehicle X, Y and Z to the single chip microcomputer in real time; the single chip microcomputer obtains real X-axis and Y-axis offset data, judges whether the real X-axis and Y-axis offset data are in a calibrated normal value range or not, starts an information prompting module if the real X-axis and Y-axis offset data are not in the calibrated normal value range, and sends the current data and the judgment result to the early warning monitoring platform through the data transmission module.
A vehicle acceleration early warning system and a vehicle emergency braking recording system are both the same as a vehicle acceleration early warning and emergency braking recording system in structure, the difference is that threshold values stored by a single chip microcomputer are different, in the vehicle acceleration early warning system, the single chip microcomputer stores early warning threshold values and acceleration threshold values, the single chip microcomputer obtains actual acceleration sensing values through real X and Y axis offset data, then the relation between the actual acceleration sensing values and the early warning threshold values and the acceleration threshold values is compared to judge whether the actual acceleration sensing values are in a calibrated normal value range, in the vehicle emergency braking recording system, the single chip microcomputer stores braking threshold values, the single chip microcomputer obtains the actual acceleration sensing values through the real X and Y axis offset data, and then the relation between the actual acceleration sensing values and the braking threshold values is compared to judge whether the actual acceleration sensing values are in the calibrated normal value range.
The single chip microcomputer stores an early warning threshold value, an acceleration threshold value and a braking threshold value which are used for judging whether real X-axis and Y-axis offset data are within a calibrated normal value range.
And when the singlechip judges whether the real X-axis and Y-axis offset data are in a calibrated normal value range, calculating an actual acceleration sensing value, wherein the actual acceleration sensing value = the current acceleration value of the X axis + SIN (current rotation angle value of the Y axis) g.
The early warning monitoring platform is used for storing starting information and braking information of the vehicle.
The vehicle front end is equipped with on-vehicle surveillance camera head for shoot the video of vehicle front end. When the vehicle is emergently braked, the vehicle-mounted front-mounted camera is combined to acquire the video information of the front end of the vehicle, so that the necessity of taking emergency braking of the vehicle is judged.
The information prompt module includes digital power amplifier and voice broadcast ware and bee calling organ, and digital power amplifier and voice broadcast ware are used for vehicle information, emergence time, actual acceleration perception value and braking or acceleration type information, and the driver is reminded steadily to pronunciation simultaneously and drives, and the display bee calling organ is used for reminding the driver to pay attention to.
The electronic gyroscope angle sensor module, the single chip microcomputer and the data transmission module are integrated in an aluminum box, and the aluminum box is installed on a vehicle through a fixed support with a buffer rubber pad. The aluminum box can be installed at any position near the cab.
The single chip microcomputer is an LQFP44 low-power-consumption enhanced 8051 single chip microcomputer.
The electronic gyroscope angle sensor module is an electronic gyroscope angle sensor module with six-axis acceleration, and the model of the electronic gyroscope angle sensor module is MPU 6050.
The vehicle is a bus.
The invention can judge whether the reverse acting force (inertia) of the vehicle exceeds the calibrated value or not in real time through real vehicle verification when the vehicle leaves the station or accelerates suddenly, the acceleration of the vehicle is a variable, so the thrust (inertia) borne by passengers is different, the thrust (inertia) is generated by the acceleration, and the driver is reminded in real time and sent to a background for recording by a voice broadcast system when the inertia exceeds the calibrated value without the acceleration and without the thrust (inertia), so that the passenger injury accidents caused by the over-speed starting of the vehicle are reduced; when the vehicle is emergently braked, the vehicle is rapidly changed into a relative static state from a motion state in the operation process, the three-axis deviation value is collected in real time to convert the inertial force generated when the vehicle is changed into the relative static state from a dynamic state, and through background recording, real-time monitoring can be called by combining a vehicle-mounted camera in the future, whether the vehicle needs to be emergently braked or not in the operation state can be judged, and evidence support is provided for a company safety management part door and a driver. The invention has the advantages of low realization cost, small volume, high measurement precision, humanized design and the like.
Drawings
Fig. 1 is a schematic circuit diagram of a system for vehicle acceleration warning and emergency braking recording according to the present invention.
Detailed Description
The present invention is further illustrated by the following examples, which are intended to be purely exemplary and are not intended to limit the scope of the invention, as various equivalent modifications of the invention will occur to those skilled in the art upon reading the present disclosure and fall within the scope of the appended claims.
The method for recording the acceleration early warning and the emergency braking of the vehicle comprises the following steps:
step 1, a vehicle is in a starting stage, X, Y and Z triaxial offset data of the vehicle in the starting stage are collected, and the data are converted into real X, Y and Z triaxial offset data by using a dynamic Kalman filtering algorithm according to the X, Y and Z triaxial offset data;
step 2, acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range;
and 3, sending a signal to abnormal data which are not in the calibrated normal value range, and recording the abnormal data.
When the vehicle is accelerated and warned, the real X-axis and Y-axis offset data are not in the range of the calibrated normal values, which means 2 conditions: (1) obtaining an actual acceleration sensing value through real X-axis and Y-axis offset data, and comparing the actual acceleration sensing value with an early warning threshold value and an overspeed threshold value, wherein the early warning threshold value is less than or equal to the actual acceleration sensing value and the overspeed threshold value; (2) the actual acceleration sensing value is larger than or equal to the overspeed threshold value.
When the vehicle emergency braking record is carried out, the fact that the real X-axis and Y-axis offset data are not in the range of the calibrated normal value means that the actual acceleration sensing value is obtained through the real X-axis and Y-axis offset data, and the actual acceleration sensing value is smaller than the braking threshold value (namely the absolute value of the actual acceleration sensing value is larger than the absolute value of the braking threshold value).
Enabling the process of sequentially executing the step 1 to the step 2 to be called as shaking, enabling the shaking twice to be called as a cycle, firstly collecting X, Y and Z triaxial offset data of a vehicle starting stage, and converting the X, Y and Z triaxial offset data into real X, Y and Z triaxial offset data by utilizing a dynamic Kalman filtering algorithm according to the X, Y and Z triaxial offset data; secondly, acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range; if dithering twice, the result is: the early warning threshold value is less than or equal to the actual acceleration sensing value and less than or equal to the overspeed threshold value; judging that the acceleration type is general rapid acceleration, reminding a driver of paying attention to stable driving by a buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and then executing the next cycle process; judging whether the acceleration type is continuous and rapid acceleration or not if the two jitter results of the next cycle are both that the early warning threshold is less than or equal to the actual acceleration sensing value, prompting the driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and restarting the first cycle;
if dithering twice, the result is: judging that the acceleration type is rapid acceleration if the actual acceleration sensing value is not less than an overspeed threshold value, prompting a driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and then executing the next cycle process;
if dithering twice, the result is: the actual acceleration sensing value is less than the braking threshold value; and judging that the braking type is emergency braking, reminding a driver of attention by the buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and braking type information to a background early warning monitoring platform, recording information by the early warning monitoring platform, and executing the next cycle process.
The time interval between two times of shaking is 0.1-0.5 seconds; the delay between the two cycles was 1.2 seconds.
Actual acceleration sensation value = X-axis current acceleration value + SIN (Y-axis current rotation angle value) g.
The warning threshold is (0.12+ SIN (current rotation angle value of Y axis)) g.
The overspeed threshold is (0.17+ SIN (current rotation angle value of Y axis)) g.
The braking threshold is (-0.17 + SIN (current rotation angle value of Y axis)) g, which represents the gravitational acceleration.
As shown in fig. 1, the system for vehicle acceleration pre-warning and emergency braking recording comprises an electronic gyroscope angle sensor module installed near a vehicle cab and provided with six-axis acceleration, the model of the electronic gyroscope angle sensor module is MPU 6050, a TXD pin of the electronic gyroscope angle sensor module is connected with an RXD1 pin of a single chip microcomputer, the single chip microcomputer is of LQFP44 low-power consumption enhanced 51 series and STC12C60S2, an I/O output interface of the single chip microcomputer is connected with a power amplifier and a voice chip, an I/O output interface of the single chip microcomputer is connected with a buzzer, RXD2 and TXD2 pins of the single chip microcomputer are respectively connected with an RXD2 pin and a TXD2 pin of a data transmission module SIM800C, 24v to 12v (6W), 12v to 5v (3W) two power supply modules provide power for the single chip microcomputer, the electronic gyroscope angle sensor module and the SIM800C, the electronic gyroscope angle sensor module has a data transmission rate of 9600HZ, and pre-warning threshold values, acceleration, the early warning threshold value is 0.12g + SIN (current rotation angle value of Y axis) g, the acceleration threshold value is 0.17g + SIN (current rotation angle value of Y axis) g, the braking threshold value is-0.17 g + SIN (current rotation angle value of Y axis) g, g is gravity acceleration which is approximately equal to 9.8m/s2。
The electronic gyroscope angle sensor module, the single chip microcomputer and the data transmission module SIM800C are integrated in an aluminum box, and the aluminum box is installed near a cab on a vehicle through a fixed support with a buffer rubber pad.
The electronic gyroscope angle sensor module collects three-axis offset data of the vehicle X, Y and Z, and converts the three-axis offset data of the vehicle X, Y and Z into real three-axis offset data of the vehicle X, Y and Z by utilizing a dynamic Kalman filtering algorithm integrated in the electronic gyroscope angle sensor module, and the real three-axis offset data of the vehicle X, Y and Z is sent to the single chip microcomputer in real time through a serial port RXD 1; the method comprises the steps that a single chip microcomputer obtains real X-axis and Y-axis offset data, and an actual acceleration sensing value is calculated, wherein the actual acceleration sensing value = X-axis current acceleration value + SIN (Y-axis current rotation angle value) g; judging whether real X-axis and Y-axis offset data are in a calibrated normal value range or not according to the relation between an actual acceleration sensing value and an early warning threshold value and an acceleration threshold value, starting an information prompting module (such as a power amplifier and a voice chip and/or a buzzer) if the results of two times of shaking are not in the normal value range, sending the current actual acceleration sensing value data, vehicle identification, event occurrence time and the judgment result to an early warning monitoring platform through an SIM800C, executing the next cycle, continuously acquiring real X-axis, Y-axis and Z-axis offset data, and then judging; meanwhile, the singlechip judges whether real X-axis and Y-axis offset data are in a calibrated normal value range according to the relation between the actual acceleration sensing value and the braking threshold value, and if the results of the two times of jittering are not in the normal value range, an information prompting module (such as a power amplifier and a voice chip and/or a buzzer) is started, the current actual acceleration sensing value data, the vehicle identification, the event occurrence time and the judgment result are sent to an early warning monitoring platform through the SIM800C, the next cycle is executed, and the braking stage is known to be finished. The time interval between two dithering is 0.2s, and the time delay between two cycles is 1.2 s.
The invention can be further improved, for example, according to data transmitted to the background in real time, a user can see the existing and historical postures of the vehicle through the mobile phone APP. The GPS module can be added in a upgrading mode, so that the vehicle position information can be transmitted in real time, and the running state of the vehicle can be monitored in a comprehensive mode, thereby improving the safe running and stable running coefficients of the vehicle.
Claims (9)
1. A method for recording vehicle acceleration early warning and emergency braking is characterized in that:
the method comprises the following steps:
step 1, acquiring X, Y and Z triaxial offset data of a vehicle starting stage, and converting the X, Y and Z triaxial offset data into real X, Y and Z triaxial offset data by using a dynamic Kalman filtering algorithm;
step 2, acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range;
step 3, sending out a signal for abnormal data which are not in the range of the calibrated normal value, and recording the abnormal data;
making the process of sequentially executing the step 1 to the step 2 once called as jitter, wherein the jitter is called as a cycle for N times, and N is more than or equal to 2; if the jitter is performed for N times, the results of the N-time jitter judgment are as follows: the real X-axis and Y-axis offset data are not in the range of the calibrated normal values; step 3 is executed, and then the next cycle is continued; otherwise, the next cycle is continued, namely, the next process containing N times of jitters is restarted;
a time interval is arranged between the two jitters; and a preset time delay is arranged between the next cycle and the previous cycle.
2. The method for vehicle acceleration warning and emergency braking recording as claimed in claim 1, wherein: when the vehicle acceleration early warning is carried out, real X-axis and Y-axis offset data are not in a calibrated normal value range, and the vehicle acceleration early warning means 2 conditions: (1) obtaining an actual acceleration sensing value through real X-axis and Y-axis offset data, and comparing the actual acceleration sensing value with an early warning threshold value and an overspeed threshold value, wherein the early warning threshold value is less than or equal to the actual acceleration sensing value and the overspeed threshold value; (2) the actual acceleration sensing value is greater than or equal to the overspeed threshold value;
the vehicle acceleration early warning is carried out, and the value range of the overspeed threshold value is [ (0.16 + SIN (the current rotation angle value of the Y axis)) g ] [ (0.172 + SIN (the current rotation angle value of the Y axis)) g ]; the value range of the early warning threshold is [ (0.11 sin (current rotation angle value of Y axis)) g, (0.13+ sin (current rotation angle value of Y axis)) g ], wherein g represents the gravity acceleration.
3. The method for vehicle acceleration warning and emergency braking recording as claimed in claim 1, wherein: when the emergency braking record of the vehicle is carried out, the real X-axis and Y-axis offset data are not in the range of the calibrated normal value, namely the real acceleration sensing value is obtained through the real X-axis and Y-axis offset data, and the real acceleration sensing value is smaller than the braking threshold value;
the value range of the braking threshold is [ (-0.172 + SIN (current rotation angle value of Y axis)) g, (-0.16 + SIN (current rotation angle value of Y axis)) g ], wherein g represents the gravity acceleration.
4. The method for vehicle acceleration warning and emergency braking recording as claimed in claim 1, wherein: in the vehicle starting stage, the cycle process is as follows:
let dithering twice be a cycle, dithering twice, if the two dithering results are both: the early warning threshold value is less than or equal to the actual acceleration sensing value and less than or equal to the overspeed threshold value; judging that the acceleration type is general rapid acceleration, reminding a driver of paying attention to stable driving by a buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and then executing the next cycle process; judging whether the acceleration type is continuous and rapid acceleration or not if the two jitter results of the next cycle are both that the early warning threshold value is less than or equal to the actual acceleration sensing value, prompting the driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning and monitoring platform, recording the information by the early warning and monitoring platform, and then restarting the first cycle;
let dithering twice be a cycle, if dithering twice, the result is: judging that the acceleration type is rapid acceleration if the actual acceleration sensing value is not less than an overspeed threshold value, prompting a driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and then executing the next cycle process;
let dithering twice be a cycle, if the two dithering results are: the actual acceleration sensing value is less than the braking threshold value; and judging that the braking type is emergency braking, reminding a driver of attention by the buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and braking type information to a background early warning monitoring platform, recording information by the early warning monitoring platform, and executing the next cycle process.
5. A method for early warning of vehicle acceleration is characterized by comprising the following steps:
step 1, acquiring X, Y and Z triaxial offset data of a vehicle starting stage, and converting the X, Y and Z triaxial offset data into real X, Y and Z triaxial offset data by using a dynamic Kalman filtering algorithm;
step 2, acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range;
let the process of sequentially performing step 1-step 2 once be called dithering, and dithering 2 times be called a cycle, if dithering twice, the result is: the early warning threshold value is less than or equal to the actual acceleration sensing value and less than or equal to the overspeed threshold value; judging that the acceleration type is general rapid acceleration, reminding a driver of paying attention to stable driving by a buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and acceleration type information to a background early warning monitoring platform, recording the information by the early warning monitoring platform, and then executing the next cycle process; judging whether the acceleration type is continuous and rapid acceleration or not if the two jitter results of the next cycle are both that the early warning threshold value is less than or equal to the actual acceleration sensing value, prompting the driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning and monitoring platform, recording the information by the early warning and monitoring platform, and then restarting the first cycle;
if dithering twice, the result is: and if the actual acceleration sensing value is not less than the overspeed threshold value, judging that the acceleration type is rapid acceleration, prompting the driver to pay attention to stable driving by voice, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning monitoring platform, recording information by the early warning monitoring platform, and then executing the next cycle process.
6. A method of vehicle emergency braking recording, comprising:
step 1, acquiring X, Y and Z triaxial offset data of a vehicle starting stage, and converting the X, Y and Z triaxial offset data into real X, Y and Z triaxial offset data by using a dynamic Kalman filtering algorithm;
step 2, acquiring real X-axis and Y-axis offset data, and judging whether the real X-axis and Y-axis offset data is in a calibrated normal value range;
let the process of sequentially performing step 1-step 2 once be called dithering, and dithering 2 times be called a cycle, if dithering twice, the result is: the actual acceleration sensing value is less than the braking threshold value; and judging that the braking type is emergency braking, reminding a driver of attention by the buzzer, sending vehicle information, occurrence time, an actual acceleration sensing value and braking type information to a background early warning monitoring platform, recording information by the early warning monitoring platform, and executing the next cycle process.
7. The utility model provides a system for vehicle acceleration early warning and emergency braking record which characterized in that: the system comprises an electronic gyroscope angle sensor module, a single chip microcomputer, an information prompt module, a data transmission module and an early warning monitoring platform, wherein the electronic gyroscope angle sensor module, the single chip microcomputer, the information prompt module, the data transmission module and the early warning monitoring platform are mounted on a vehicle; the electronic gyroscope angle sensor module is used for collecting three-axis offset data of the vehicle X, Y and Z, converting the three-axis offset data of the vehicle X, Y and Z into real three-axis offset data of the vehicle X, Y and Z by using a dynamic Kalman filtering algorithm and sending the real three-axis offset data of the vehicle X, Y and Z to the single chip microcomputer; the single chip microcomputer acquires real X-axis and Y-axis offset data, judges whether the real X-axis and Y-axis offset data are in a calibrated normal value range or not, starts an information prompting module if the real X-axis and Y-axis offset data are not in the calibrated normal value range, and sends the current data and a judgment result to the early warning monitoring platform through a data transmission module; the single chip microcomputer stores an early warning threshold value, an acceleration threshold value and a braking threshold value which are used for judging whether real X-axis and Y-axis offset data are within a calibrated normal value range;
and when the singlechip judges whether the real X-axis and Y-axis offset data are in a calibrated normal value range, calculating an actual acceleration sensing value, wherein the actual acceleration sensing value = the current acceleration value of the X axis + sin (the current rotation angle value of the Y axis) g, and g represents the gravity acceleration.
8. A vehicle acceleration early warning system which characterized in that: the system comprises an electronic gyroscope angle sensor module, a single chip microcomputer, an information prompt module, a data transmission module and an early warning monitoring platform, wherein the electronic gyroscope angle sensor module, the single chip microcomputer, the information prompt module, the data transmission module and the early warning monitoring platform are mounted on a vehicle; the electronic gyroscope angle sensor module is used for collecting three-axis offset data of the vehicle X, Y and Z, converting the three-axis offset data of the vehicle X, Y and Z into real three-axis offset data of the vehicle X, Y and Z by using a dynamic Kalman filtering algorithm and sending the real three-axis offset data of the vehicle X, Y and Z to the single chip microcomputer; the single chip microcomputer acquires real X-axis and Y-axis offset data, judges whether the real X-axis and Y-axis offset data are in a calibrated normal value range, and if the single chip microcomputer acquires the data twice, the results of the two judgments are as follows: the early warning threshold value is less than or equal to the actual acceleration sensing value and less than or equal to the overspeed threshold value; judging that the acceleration type is general rapid acceleration, reminding a driver of paying attention to stable driving by a buzzer of the information prompt module, sending vehicle information, occurrence time, an actual acceleration sensing value and acceleration type information to a background early warning monitoring platform through a data transmission module, and recording information by the early warning monitoring platform; on the basis of general rapid acceleration, if the results of the subsequent 2 judgments are that the early warning threshold value is not more than the actual acceleration sensing value, judging that the acceleration type is continuous rapid acceleration, reminding a driver of paying attention to stable driving through the voice of the information prompt module, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to a background early warning monitoring platform through the data transmission module, and recording the information by the early warning monitoring platform;
if the single chip microcomputer obtains data twice, and the results of two judgments are as follows: judging that the acceleration type is rapid acceleration if the actual acceleration sensing value is larger than or equal to an overspeed threshold value, prompting a driver to pay attention to stable driving through the voice of the information prompt module, sending vehicle information, occurrence time, the actual acceleration sensing value and the acceleration type information to the background early warning and monitoring platform through the data transmission module, and recording information by the early warning and monitoring platform;
the single chip microcomputer stores an early warning threshold value and an acceleration threshold value which are used for judging whether real X-axis and Y-axis offset data are within a calibrated normal value range;
and when the singlechip judges whether the real X-axis and Y-axis offset data are in a calibrated normal value range, calculating an actual acceleration sensing value, wherein the actual acceleration sensing value = the current acceleration value of the X axis + sin (the current rotation angle value of the Y axis) g, and g represents the gravity acceleration.
9. A vehicle emergency brake recording system, characterized by: the system comprises an electronic gyroscope angle sensor module, a single chip microcomputer, an information prompt module, a data transmission module and an early warning monitoring platform, wherein the electronic gyroscope angle sensor module, the single chip microcomputer, the information prompt module, the data transmission module and the early warning monitoring platform are mounted on a vehicle; the electronic gyroscope angle sensor module is used for collecting three-axis offset data of the vehicle X, Y and Z, converting the three-axis offset data of the vehicle X, Y and Z into real three-axis offset data of the vehicle X, Y and Z by using a dynamic Kalman filtering algorithm and sending the real three-axis offset data of the vehicle X, Y and Z to the single chip microcomputer; the single chip microcomputer acquires real X-axis and Y-axis offset data, judges whether the real X-axis and Y-axis offset data are in a calibrated normal value range, and if the single chip microcomputer acquires the data twice, the results of the two judgments are as follows: the actual acceleration sensing value is less than the braking threshold value; judging that the braking type is emergency braking, reminding a driver of attention through a buzzer of the information prompt module, sending vehicle information, occurrence time, an actual acceleration sensing value and braking type information to a background early warning monitoring platform through a data transmission module, and recording information by the early warning monitoring platform;
the single chip microcomputer stores a brake threshold value used for judging whether real X-axis and Y-axis offset data are within a calibrated normal value range;
and when the singlechip judges whether the real X-axis and Y-axis offset data are in a calibrated normal value range, calculating an actual acceleration sensing value, wherein the actual acceleration sensing value = the current acceleration value of the X axis + sin (the current rotation angle value of the Y axis) g, and g represents the gravity acceleration.
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