CN113650710B - Motorcycle collision avoidance method and system, electronic equipment and storage medium - Google Patents

Motorcycle collision avoidance method and system, electronic equipment and storage medium Download PDF

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CN113650710B
CN113650710B CN202111010610.6A CN202111010610A CN113650710B CN 113650710 B CN113650710 B CN 113650710B CN 202111010610 A CN202111010610 A CN 202111010610A CN 113650710 B CN113650710 B CN 113650710B
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coefficient
motorcycle
preset
risk
data
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CN113650710A (en
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徐世平
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Vector Sensing Technology Ningbo Co ltd
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Vector Sensing Technology Ningbo Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J3/00—Acoustic signal devices; Arrangement of such devices on cycles
    • B62J3/10—Electrical devices
    • B62J3/12—Buzzers; Horns with electrically driven airflow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/20—Cycle computers as cycle accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
    • B62J45/412—Speed sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
    • B62J45/414—Acceleration sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J6/00—Arrangement of optical signalling or lighting devices on cycles; Mounting or supporting thereof; Circuits therefor
    • B62J6/01—Electric circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J6/00—Arrangement of optical signalling or lighting devices on cycles; Mounting or supporting thereof; Circuits therefor
    • B62J6/22—Warning or information lights
    • B62J6/24—Warning or information lights warning or informing the rider, e.g. low fuel warning lights
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J6/00—Arrangement of optical signalling or lighting devices on cycles; Mounting or supporting thereof; Circuits therefor
    • B62J6/22—Warning or information lights
    • B62J6/26—Warning or information lights warning or informing other road users, e.g. police flash lights

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention discloses a collision avoidance method and system for a motorcycle, electronic equipment and a storage medium, which relate to the field of data processing and comprise the following steps: collecting motorcycle data; calculating a risk coefficient according to the motorcycle data; judging whether the risk coefficient is larger than a preset threshold value or not; if the danger coefficient is larger than the preset threshold value, the driver or surrounding vehicles are warned, the danger coefficient is monitored and calculated through motorcycle data, whether warning is triggered or not is determined according to the danger coefficient, and if the warning is triggered, the system can send the motorcycle positioning data to emergency contacts of motorcycle riders so that the emergency contacts can process the data emergently, and car accidents are remarkably reduced.

Description

Motorcycle collision avoidance method and system, electronic equipment and storage medium
Technical Field
The present invention relates to the field of data processing, and in particular, to a method and system for avoiding collision of a motorcycle, an electronic device, and a storage medium.
Background
Currently, more than one hundred million motorcycles are used daily in China, and survey data shows that more than forty thousand drivers are injured or die in motorcycle accidents every year in China, and 27% of accidents can be originally avoided through data analysis.
Disclosure of Invention
The invention provides a collision avoidance method and system for a motorcycle, electronic equipment and a storage medium, which at least solve the technical problems in the prior art.
The invention provides a collision avoidance method for a motorcycle, which comprises the following steps:
collecting motorcycle data;
calculating a risk coefficient according to the motorcycle data;
judging whether the risk coefficient is larger than a preset threshold value or not;
and if the danger coefficient is larger than a preset threshold value, alarming the driver or the surrounding vehicles.
Wherein, the collecting motorcycle data comprises:
collecting wheel rotating speed, a roll angle, a pitch angle, longitudinal acceleration, transverse acceleration, power control data, a front object distance, a rear object distance and a side object distance, wherein the power control data comprises throttle data, brake data and clutch data;
and calculating the vehicle speed according to the tire size and the wheel rotating speed.
Wherein said calculating a risk factor from said motorcycle data comprises:
calculating to obtain a first coefficient according to the vehicle speed and the power control data;
and calculating a roll risk coefficient according to the first coefficient and the roll angle.
Wherein said calculating a risk factor from said motorcycle data comprises:
calculating to obtain a first coefficient according to the vehicle speed and the power control data;
calculating a roll risk coefficient according to the first coefficient and the roll angle;
a pitch-roll risk coefficient is derived from the roll risk coefficient and the pitch angle.
Wherein said calculating a risk factor from said motorcycle data comprises:
calculating to obtain a first coefficient according to the vehicle speed and the power control data;
judging whether the absolute value of the longitudinal acceleration exceeds a preset acceleration within preset time for a preset number of times or not;
if so, calculating to obtain a second coefficient according to the longitudinal acceleration and a preset longitudinal acceleration coefficient, and if not, determining the second coefficient as 0;
and calculating an overspeed danger coefficient according to the first coefficient and the second coefficient.
Wherein said calculating a risk factor from said motorcycle data comprises:
calculating to obtain a third coefficient according to the transverse acceleration and a preset transverse acceleration coefficient;
calculating to obtain a first coefficient according to the vehicle speed and the power control data;
and calculating a transverse collision risk coefficient according to the first coefficient and the third coefficient.
Wherein said calculating a risk factor from said motorcycle data comprises:
calculating to obtain a fourth coefficient according to the pitch angle, the longitudinal acceleration and the front object distance/the rear object distance/the lateral object distance;
calculating to obtain a first coefficient according to the vehicle speed and the power control data;
and calculating a distance risk coefficient according to the first coefficient and the fourth coefficient.
Wherein, after obtaining the roll risk coefficient, the method further comprises:
if the roll risk factor is greater than a first preset roll risk threshold, triggering a primary alarm;
if the roll risk factor is greater than a second preset roll risk threshold, a three-level alarm is triggered.
Wherein, after obtaining the pitch-roll risk coefficient, the method further comprises:
if the pitching rolling danger coefficient is larger than a first preset pitching rolling danger threshold value, triggering a primary alarm;
and if the pitch roll risk coefficient is larger than a second preset pitch roll risk threshold, triggering a three-level alarm.
After obtaining the overspeed risk factor, the method further comprises:
if the overspeed danger coefficient is larger than a first preset overspeed danger threshold, triggering a first-level alarm;
and if the overspeed danger coefficient is larger than a second preset overspeed danger threshold, triggering a three-level alarm.
Wherein, after obtaining the risk coefficient of the lateral collision, the method further comprises:
if the lateral collision risk coefficient is greater than a first preset lateral collision risk threshold, triggering a primary alarm;
and if the transverse collision risk coefficient is larger than a second preset transverse collision risk threshold value, triggering a three-level alarm.
Wherein, after obtaining the distance risk coefficient, the method further comprises:
if the distance risk coefficient is larger than a first preset distance risk threshold value, triggering a primary alarm;
and if the distance risk coefficient is larger than a second preset distance risk threshold value, triggering a three-level alarm.
Calculating a comprehensive risk coefficient according to the risk coefficient and a corresponding preset risk coefficient weight value;
and if the comprehensive danger coefficient is larger than a preset comprehensive danger threshold value, triggering a secondary alarm.
Acquiring positioning data and map data;
judging whether a dangerous area exists in a preset distance of a position corresponding to the positioning data or not according to the positioning data and the map data;
and if a dangerous area exists in the preset distance of the position corresponding to the positioning data, triggering a first-level alarm.
Wherein the alert comprises:
a primary warning for triggering the at least one speaker and the at least one light source and maintaining at a first preset frequency to warn the driver;
a secondary warning to trigger at least one speaker and at least one light source and to remain at a second preset frequency to warn the driver and surrounding vehicles, the second preset frequency being higher than the first preset frequency;
a third level alert to trigger at least one speaker and at least one light source and to remain at a third preset frequency to alert the driver and surrounding vehicles, the third preset frequency being higher than the second preset frequency.
After the triggering of the three-level alarm, the method further comprises:
acquiring positioning data;
and sending help seeking information and the positioning data to a preset help seeking person through a communication device in wireless connection.
Another aspect of the present invention provides a collision avoidance system for a motorcycle, including:
the acquisition module is used for acquiring motorcycle data;
the calculation module is used for calculating a danger coefficient according to the motorcycle data;
the judging module is used for judging whether the danger coefficient is larger than a preset threshold value or not;
and the alarm module is used for alarming the driver or the surrounding vehicles if the danger coefficient is larger than a preset threshold value.
Yet another aspect of the present invention provides an electronic device, including: a processor, a communication interface, a memory, and a communication bus;
the processor, the communication interface and the memory complete mutual communication through a communication bus; a memory for storing a computer program;
and the processor is used for realizing the motorcycle collision avoidance method when executing the program stored in the memory.
In still another aspect, the present invention provides a computer-readable storage medium having a computer program stored therein, the computer program being used for executing the motorcycle collision avoidance method according to the present invention.
In the method, the data of the motorcycle are monitored, the danger coefficient is calculated, whether the alarm is triggered or not and the level of the alarm is triggered are determined according to the danger coefficient, so that a motorcycle driver can know whether the motorcycle driver is in danger or not, and the motorcycle driver can be warned that the surrounding vehicles and motorcycles are possibly dangerous to be far away from the motorcycle, secondary damage to the motorcycle driver is avoided, and traffic accidents are remarkably reduced.
Drawings
Fig. 1 is a schematic flow chart illustrating a motorcycle collision avoidance method according to an embodiment of the present invention;
FIG. 2 is a schematic diagram illustrating a calculation process of a roll risk factor according to an embodiment of the present invention;
FIG. 3 is a schematic view of a pitch-roll risk coefficient calculation process provided by an embodiment of the invention;
FIG. 4 is a schematic diagram illustrating a flow chart of calculating the overspeed risk factor according to an embodiment of the present invention;
FIG. 5 is a schematic diagram illustrating a flow chart of calculating a lateral collision risk coefficient according to an embodiment of the present invention;
FIG. 6 is a schematic diagram illustrating a distance risk coefficient calculation process according to an embodiment of the present invention;
FIG. 7 is a schematic diagram illustrating a primary, secondary, and tertiary alarm triggering process provided by an embodiment of the present invention;
fig. 8 is a schematic structural diagram of a motorcycle collision avoidance system according to an embodiment of the present invention.
Detailed Description
In order to make the objects, features and advantages of the present invention more obvious and understandable, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
In order to alarm a dangerous situation that may occur to a motorcyclist and reduce the occurrence of motorcycle accidents, as shown in fig. 1, an embodiment of the present invention provides a motorcycle collision avoidance method, including:
step 101, motorcycle data is collected.
In step 101, collecting motorcycle data, in one embodiment, collecting wheel speed, roll angle, pitch angle, longitudinal acceleration, lateral acceleration, power control data, front object distance, rear object distance, and side object distance, the power control data including throttle data, brake data, and clutch data;
and calculating the vehicle speed according to the tire size and the wheel rotating speed.
The method can acquire the roll angle, the pitch angle, the longitudinal acceleration and the transverse acceleration of the motorcycle by adding an IMU/AHRS sensor (an inertial sensor/attitude reference system) to the motorcycle, wherein the longitudinal acceleration is the forward acceleration of the motorcycle, and the transverse acceleration is the lateral acceleration of the motorcycle;
adding a mid-range radar, a laser radar or a millimeter wave vehicle radar to the motorcycle to acquire a front object distance, a rear object distance and a side object distance;
the motorcycle can provide wheel rotating speed and power control data, the power control data comprises throttle valve data, brake data and clutch data, the throttle valve data refers to the ratio of the current consumption of the throttle valve to the maximum consumption of the throttle valve, the brake data refers to the ratio of the current consumption of the brake to the maximum consumption of the brake, and the clutch data refers to the ratio of the current consumption of the clutch to the maximum consumption of the clutch;
the current speed of the motorcycle can be obtained by multiplying the acquired wheel rotation speed by the tire size of the tire used by the motorcycle.
And 102, calculating a danger coefficient according to the motorcycle data.
In this embodiment, a variety of risk coefficients may be calculated from the motorcycle data:
the first method comprises the following steps: calculating to obtain a first coefficient according to the vehicle speed and the power control data;
and calculating a roll risk coefficient according to the first coefficient and the roll angle.
As shown in fig. 2, a plurality of first coefficient data tables (i.e., (a) table in fig. 2) are calculated in advance according to the tire size of the motorcycle and the road condition, first coefficients are obtained from the corresponding first coefficient data tables according to the vehicle speed and the throttle position in the power control data, and roll risk coefficients are obtained from a preset roll risk data table (i.e., (b) table in fig. 2) according to the first coefficients and the roll angle;
for example, if the speed of a certain motorcycle is 50km/h and the throttle position is 40%, the first coefficient is 0.8, and if the roll angle of the motorcycle is 25 degrees, the final roll risk coefficient is 1;
for another example, if the speed of a certain motorcycle is 30km/h and the throttle position is 20%, the first coefficient is 0.6, and if the roll angle of the motorcycle is 5 degrees, the final roll risk coefficient is 0.2;
when the motorcycle speed is low or near zero, even if the throttle position is high, the time required to accelerate the motorcycle is long, and therefore its corresponding first coefficient is relatively low, whereas when the vehicle speed is increased to a medium speed range, such as 50km/h, the influence of the throttle position on the vehicle speed when the motorcycle is turning is very large, and its corresponding first coefficient is relatively high, and when the roll angle is large, the first coefficient is also high, the possibility of the motorcycle rolling is greatly increased, and therefore the rolling risk coefficient increases as the roll angle and the first coefficient increase.
And the second method comprises the following steps: calculating to obtain a first coefficient according to the vehicle speed and the power control data;
calculating a roll risk coefficient according to the first coefficient and the roll angle;
and obtaining a pitch and roll risk coefficient according to the roll risk coefficient and the pitch angle.
The preset roll risk data table in the first calculation method is a preset data table when the motorcycle runs on a horizontal road (namely, the pitch angle is 0), and the second calculation method needs to adjust the preset roll risk data table according to the pitch angle, and the preset roll risk data table is adjusted in advance according to a plurality of pitch angles to obtain a preset pitch roll risk data table corresponding to the plurality of pitch angles;
as shown in fig. 3, fig. 3 is a calculation method when the pitch angle is 10 degrees, a first coefficient is obtained from a corresponding first coefficient data table according to the vehicle speed and the throttle position in the power control data, and a pitch-roll risk coefficient is obtained from a preset pitch-roll risk data table according to the first coefficient and the roll angle, wherein the preset pitch-roll risk data table is obtained by adjusting the preset roll risk data table according to the pitch angle;
for example, if the vehicle speed of a certain motorcycle is 50km/h and the throttle position is 40%, the first coefficient is 0.8, the roll angle of the motorcycle is 25 degrees and the pitch angle is 10 degrees, the pitch roll risk coefficient (i.e. the table (b) in fig. 3) needs to be obtained from the preset pitch roll risk data table corresponding to the pitch angle of 10 degrees according to the roll angle, and the finally obtained pitch roll risk coefficient is 1;
for another example, if the vehicle speed of a certain motorcycle is 30km/h and the throttle position is 20%, the first coefficient is 0.6, the roll angle of the motorcycle is 5 degrees and the pitch angle is 10 degrees, the pitch-roll risk coefficient needs to be obtained from a preset pitch-roll risk data table (i.e., the table (b) in fig. 3) corresponding to the pitch angle of 10 degrees according to the roll angle, and the finally obtained pitch-roll risk coefficient is 0.4;
when the motorcycle turns on an uphill, the side inclination angle of the motorcycle is too large, the motorcycle is close to the center of a road, other vehicles falling from the uphill can turn at an overspeed, opposite vehicles can possibly cross the center of the road due to overspeed driving, once the motorcycle and other vehicles simultaneously cross the center of the road, mutual collision can occur, and the collision in the case is fatal;
downhill driving of a motorcycle has been considered as very dangerous by itself, and if the motorcycle driver does not properly steer the vehicle and control the speed of the motorcycle, if it is driven at an excessive speed and turns a corner on a downhill road, it is highly likely that the motorcycle will cross the center of the road and even run out of the road to collide with a guard rail;
the preset pitching rolling danger data table corresponding to a plurality of pitch angles obtained by adjusting the preset rolling danger data table through the pitch angles can be used for dealing with various conditions of uphill and downhill, so that the risk coefficient of collision or rolling of the motorcycle caused by the roll angle and the speed of the motorcycle when the motorcycle is on the uphill and downhill can be predicted.
And the third is that: calculating to obtain a first coefficient according to the vehicle speed and the power control data;
judging whether the absolute value of the longitudinal acceleration exceeds a preset acceleration preset number of times within preset time;
if so, calculating to obtain a second coefficient according to the longitudinal acceleration and a preset longitudinal acceleration coefficient, and if not, determining the second coefficient as 0;
and calculating an overspeed danger coefficient according to the first coefficient and the second coefficient.
As shown in fig. 4, a first coefficient is obtained from the corresponding first coefficient data table according to the vehicle speed and the throttle position in the power control data, and it is determined whether the longitudinal acceleration exceeds the preset acceleration for a preset number of times within a preset time, if so, a corresponding preset longitudinal acceleration coefficient is obtained from the preset longitudinal acceleration coefficient table (i.e., the table (b) in fig. 4) according to the longitudinal acceleration, and then a second coefficient is calculated according to the longitudinal acceleration and the corresponding preset longitudinal acceleration coefficient, if not, the second coefficient is determined to be 0, after the second coefficient is obtained, the second coefficient is multiplied by the first coefficient to obtain an overspeed risk coefficient, in this embodiment, the preset time is set to 1S, and the preset acceleration is set to 5M/S 2 The preset times are set to 5 times;
for example, if the vehicle speed of a motorcycle is 30km/h and the throttle position is 20%, the first coefficient is 0.6 and the longitudinal acceleration of the motorcycle is 0M/S 2 If the motorcycle does not exceed the preset acceleration within the preset time for the preset times, determining that the second coefficient is 0, and finally multiplying the first coefficient and the second coefficient to obtain an overspeed danger coefficient of 0;
for another example, if the vehicle speed of a motorcycle is 30km/h and the throttle position is 20%, the first result is obtainedThe coefficient is 0.6, and the longitudinal acceleration of the motorcycle is 8M/S 2 If the motorcycle exceeds the preset acceleration within the preset time for the preset times, determining that the second coefficient is 8 multiplied by 0.02 and is equal to 0.16, and finally multiplying the first coefficient and the second coefficient to obtain an overspeed danger coefficient of 0.096;
as another example, if the vehicle speed of a motorcycle is 50km/h and the throttle position is 40%, the first coefficient is 0.8, and the longitudinal acceleration of the motorcycle is-12M/S 2 If the motorcycle exceeds the preset acceleration within the preset time for the preset times, the second coefficient is determined to be 12 times 0.03 and equal to 0.36, and finally the overspeed danger coefficient is obtained by multiplying the first coefficient and the second coefficient;
if the motorcycle is in a normal driving condition, the longitudinal acceleration suddenly increases rapidly or continuously for a preset time, in which case the motorcycle may overspeed, while if the longitudinal acceleration of the motorcycle remains largely increased negatively for the preset time, it is apparent that the motorcycle driver suddenly brakes to avoid a collision or the motorcycle has collided with an object in front;
by monitoring and calculating the acceleration and obtaining the overspeed danger coefficient, whether the motorcycle has overspeed danger or not can be effectively judged.
And fourthly: calculating to obtain a third coefficient according to the transverse acceleration and a preset transverse acceleration coefficient;
calculating to obtain a first coefficient according to the vehicle speed and the power control data;
and calculating to obtain a transverse collision risk coefficient according to the first coefficient and the third coefficient.
As shown in fig. 5, a first coefficient is obtained from the corresponding first coefficient data table according to the vehicle speed and the throttle position in the power control data, a corresponding preset lateral acceleration coefficient is obtained from the preset lateral acceleration coefficient table (i.e., the table (b) in fig. 5) according to the lateral acceleration, a third coefficient is obtained by calculation according to the lateral acceleration and the corresponding preset lateral acceleration coefficient, and after the third coefficient is obtained, the third coefficient is multiplied by the first coefficient to obtain a lateral collision risk coefficient;
for example, if the vehicle speed of a motorcycle is 30km/h and the throttle position is 20%, the first coefficient is 0.6 and the lateral acceleration of the motorcycle is 1M/S 2 If the corresponding preset transverse acceleration coefficient is 0.01, multiplying the absolute value of the transverse acceleration by the corresponding preset transverse acceleration coefficient to obtain a third coefficient of 0.01, and finally multiplying the first coefficient by the second coefficient to obtain a transverse collision danger coefficient of 0.006;
as another example, if the vehicle speed of a motorcycle is 50km/h and the throttle position is 40%, the first coefficient is 0.8, and the lateral acceleration of the motorcycle is-3M/S 2 If the corresponding preset transverse acceleration coefficient is 0.1, multiplying the absolute value of the transverse acceleration by the corresponding preset transverse acceleration coefficient to obtain a third coefficient of 0.3, and finally multiplying the first coefficient by the third coefficient to obtain a transverse collision danger coefficient of 0.24;
in general, the lateral acceleration of a motorcycle is kept at about 0, and when the lateral acceleration of the motorcycle suddenly increases, the motorcycle may be hit by a vehicle or an object running from the side, or the motorcycle may be out of control in direction, which is very dangerous in any case, so that it is possible to effectively judge whether the motorcycle has a risk of being laterally collided by monitoring the lateral acceleration to calculate the lateral collision risk coefficient.
And a fifth mode: calculating to obtain a fourth coefficient according to the pitch angle, the longitudinal acceleration and the front object distance/the rear object distance/the side object distance;
calculating to obtain a first coefficient according to the vehicle speed and the power control data;
and calculating a distance risk coefficient according to the first coefficient and the fourth coefficient.
As shown in fig. 6, a first coefficient is obtained from the corresponding first coefficient data table according to the throttle position in the vehicle speed and power control data, a fourth coefficient is obtained by calculation from a preset front distance relationship table (i.e., (b) table in fig. 6) according to the pitch angle and the front object distance, or a fourth coefficient is obtained by calculation from a preset rear distance relationship table according to the pitch angle and the rear object distance, or a fourth coefficient is obtained by calculation from a preset lateral distance relationship table according to the pitch angle and the lateral object distance, and a distance risk coefficient is obtained by multiplying the fourth coefficient by the first coefficient after the fourth coefficient is obtained;
wherein, the preset front distance relation table calculates the safety time Tf according to the following formula:
T f ＝+K d Δθ 2 (1)
T f ＝-K u Δθ 2 (2)
wherein K d Is an uphill front object distance coefficient obtained according to the longitudinal acceleration of the motorcycle when going uphill and the front object distance, K u In order to obtain a distance coefficient of an object in front of a downhill according to a longitudinal acceleration of the motorcycle on the downhill and a distance of the object in front, delta theta is a pitch angle, and when the motorcycle is judged to be on the uphill according to the pitch angle, a safety time T is calculated by using a formula (1) f The formula (2) is used to calculate the safety time T when going downhill f After calculating the safety time T f Then according to the safety time T f Obtaining a front distance relation table according to the vehicle speed;
the preset rear distance relation table is that the safety time T is calculated according to the following formula f ：
T f ＝+L d Δθ 2 (3)
T f ＝-L u Δθ 2 (4)
Wherein L is d Is an uphill rear object distance coefficient obtained according to the rear object distance of the motorcycle when going uphill, L u In order to obtain the distance coefficient of the object behind the downhill according to the distance of the object behind the motorcycle when the motorcycle is downhill, delta theta is a pitch angle, and when the motorcycle is judged to be uphill according to the pitch angle, a safety time T is calculated by using a formula (3) f When going downhill, the safety time T is calculated using equation (4) f After calculating the safety time T f Then according to the safety time T f Obtaining a rear distance relation table according to the vehicle speed;
the preset lateral distance relation table is that the safe time T is calculated according to the following formula f ：
T f ＝+T d Δθ 2 (5)
T f ＝-T u Δθ 2 (6)
Wherein T is d The distance coefficient of the side object on the uphill slope, T, is obtained according to the distance of the side object when the motorcycle is on the uphill slope u The safety time T is calculated by using a formula (5) when the motorcycle is judged to be on the uphill slope according to the pitch angle, wherein delta theta is the downhill side object distance obtained according to the side object distance of the motorcycle when the motorcycle is on the downhill slope, and delta theta is the pitch angle f When going downhill, the safety time T is calculated using equation (6) f After calculating the safety time T f Then according to the safety time T f Obtaining a lateral distance relation table according to the vehicle speed;
for example, if the speed of a certain motorcycle is 30km/h and the throttle position is 20%, a first coefficient is 0.6, the pitch angle of the motorcycle is 3 degrees, if the distance of the detected front object is 20 meters, a fourth coefficient is 0.6 from a corresponding preset front distance relation table, and finally a distance risk coefficient is 0.36 by multiplying the fourth coefficient by the first coefficient;
for another example, if the speed of a certain motorcycle is 50km/h and the throttle position is 40%, a first coefficient is 0.8, the pitch angle of the motorcycle is-10 degrees, if the distance of the detected front object is 20 meters, a fourth coefficient is 0.9 from a corresponding preset front distance relation table, and finally, the fourth coefficient is multiplied by the first coefficient to obtain a distance risk coefficient of 0.72;
in order to avoid the motorcycle from colliding with a front object or being collided by a rear and side vehicle, the distance between the front object, the rear object or the side object needs to be monitored, the method considers the pitch angle, the throttle position, the vehicle speed and the longitudinal acceleration to determine that the motorcycle is in a maneuvering mode, and the safety time is influenced by the pitch angle of the motorcycle, so the distance between the motorcycle and the front object, the rear object or the side object under the current pitch angle needs to be determined, and the safety distance can be correspondingly calculated according to the safety time and the vehicle speed data of the motorcycle, wherein the relation between the safety distance and the vehicle speed is shown in a table (1):
vehicle speed Minimum safe distance Safe distance
48Km/H 9M 14M
80Km/H 15M 38M
112Km/H 21M 75M
Watch (1)
The relation between the safe distance and the vehicle speed in the table (1) is used on the horizontal ground, the horizontal ground means that the pitch angle is in the range of-2 degrees to 3 degrees, the influence of the pitch angle on the parking distance of the motorcycle is parabolic, and when the pitch angle is increased positively or negatively, the distance of the motorcycle relative to the ground gradient is reduced or increased in a parabolic manner, so that the calculated relation table can be changed along with the change of the pitch angle.
And 103, judging whether the risk coefficient is larger than a preset threshold value.
And 104, if the danger coefficient is larger than a preset threshold value, alarming the driver or the surrounding vehicles.
After the roll risk factor is obtained, in an embodiment, if the roll risk factor is greater than a first preset roll risk threshold, a primary alarm is triggered;
if the roll risk factor is greater than a second preset roll risk threshold, a three-level alarm is triggered.
When the roll risk coefficient is larger than the first preset roll risk threshold but not larger than the second preset roll risk threshold, indicating that the motorcycle has slight roll risk, triggering a first-level alarm to prompt a motorcycle rider to perform corresponding operation, and when the roll risk coefficient is larger than the second preset roll risk threshold, indicating that the roll risk of the motorcycle is very high, directly triggering a third-level alarm to warn the motorcycle rider to enable the motorcycle rider to perform corresponding operation, and simultaneously warning surrounding vehicles to be far away from the motorcycle, so that the motorcycle is prevented from being secondarily injured by the surrounding vehicles after the roll;
for example, if the roll risk factor of a motorcycle is 0.1, the first preset roll risk threshold is 0.2, and the roll risk factor of the motorcycle does not exceed the first preset roll risk threshold, no alarm is triggered;
for another example, if the roll risk coefficient of a certain motorcycle is 0.3, the first preset roll risk threshold is 0.2, the second preset roll risk threshold is 0.5, and the roll risk coefficient of the motorcycle exceeds the first preset roll risk threshold but does not exceed the second preset roll risk threshold, triggering a first-level alarm to prompt the rider of the motorcycle to perform corresponding operation;
for another example, if the roll risk factor of a motorcycle is 0.6, the second preset roll risk threshold is 0.5, and the roll risk factor of the motorcycle exceeds the second preset roll risk threshold, the motorcycle driver is directly triggered to be warned by the three-level alarm, so that the motorcycle driver can perform corresponding operations, and meanwhile, the surrounding vehicle is warned to be away from the motorcycle, so that the motorcycle is prevented from being secondarily injured by the surrounding vehicle after being rolled.
After obtaining the pitch roll risk factor, in an embodiment, if the pitch roll risk factor is greater than a first preset pitch roll risk threshold, a primary alarm is triggered;
and if the pitching rolling danger coefficient is larger than a second preset pitching rolling danger threshold value, triggering a three-level alarm.
When the pitch roll risk coefficient is larger than a first preset pitch roll risk threshold but not larger than a second preset pitch roll risk threshold, indicating that the motorcycle has slight roll or collision risk when ascending or descending, triggering a first-level alarm to prompt a motorcycle rider to perform corresponding operation, and when the pitch roll risk coefficient is larger than a second preset pitch roll risk threshold, indicating that the roll or collision risk of the motorcycle when ascending or descending is very high, directly triggering a third-level alarm to warn the motorcycle rider to enable the motorcycle rider to perform corresponding operation, and simultaneously warning surrounding vehicles to be far away from the motorcycle, so as to prevent the motorcycle from being secondarily injured by the surrounding vehicles after roll or collision;
for example, if the pitch-roll risk factor of a motorcycle is 0.1, the first preset pitch-roll risk threshold is 0.2, and the pitch-roll risk factor of the motorcycle does not exceed the first preset pitch-roll risk threshold, no alarm is triggered;
for another example, if the pitch-roll risk coefficient of a motorcycle is 0.3, the first preset pitch-roll risk threshold is 0.2, the second preset pitch-roll risk threshold is 0.5, and the pitch-roll risk coefficient of the motorcycle exceeds the first preset pitch-roll risk threshold but does not exceed the second preset pitch-roll risk threshold, a primary alarm is triggered to prompt the motorcycle rider to perform corresponding operation;
for another example, if the pitch-roll risk factor of a motorcycle is 0.6, the second preset pitch-roll risk threshold is 0.5, and the pitch-roll risk factor of the motorcycle exceeds the second preset pitch-roll risk threshold, a three-level alarm is triggered directly to warn the motorcycle rider to make the motorcycle rider perform corresponding operations, and simultaneously warn the surrounding vehicles to move away from the motorcycle, so as to prevent the motorcycle from being damaged secondarily by the surrounding vehicles after the motorcycle is tilted or collided.
After obtaining the overspeed risk factor, in one possible embodiment, if the overspeed risk factor is greater than a first preset overspeed risk threshold, triggering a primary alarm;
and if the overspeed danger coefficient is larger than a second preset overspeed danger threshold, triggering a three-level alarm.
When the overspeed danger coefficient is greater than the first preset overspeed danger threshold but not greater than the second preset overspeed danger threshold, indicating that the motorcycle has slight overspeed collision danger, triggering a first-level alarm to prompt a motorcycle rider to perform corresponding operation, and when the overspeed danger coefficient is greater than the second preset overspeed danger threshold, indicating that the overspeed collision danger of the motorcycle is very high, directly triggering a third-level alarm to warn the motorcycle rider to enable the motorcycle rider to perform corresponding operation, and simultaneously warning surrounding vehicles to be far away from the motorcycle, so that the motorcycle is prevented from being secondarily injured by the surrounding vehicles after collision;
for example, if the overspeed risk factor of a motorcycle is 0.1 and the first preset overspeed risk threshold is 0.2, and the overspeed risk factor of the motorcycle does not exceed the first preset overspeed risk threshold, no alarm is triggered;
for another example, if the overspeed risk factor of a certain motorcycle is 0.3, the first preset overspeed risk threshold value is 0.2, and the second preset overspeed risk threshold value is 0.5, and the overspeed risk factor of the motorcycle exceeds the first preset overspeed risk threshold value but does not exceed the second preset overspeed risk threshold value, a first-level alarm is triggered to prompt the rider of the motorcycle to perform corresponding operation;
for another example, if the overspeed risk factor of a motorcycle is 0.6 and the second preset overspeed risk threshold value is 0.5, and the overspeed risk factor of the motorcycle exceeds the second preset overspeed risk threshold value, a three-level alarm is directly triggered to warn the motorcycle rider to make the motorcycle rider perform corresponding operations, and simultaneously warn surrounding vehicles to move away from the motorcycle, so that the motorcycle is prevented from being secondarily injured by the surrounding vehicles after collision.
After the lateral collision risk coefficient is obtained, in an implementation manner, if the lateral collision risk coefficient is greater than a first preset lateral collision risk threshold, triggering a primary alarm;
and if the transverse collision risk coefficient is larger than a second preset transverse collision risk threshold value, triggering a three-level alarm.
When the lateral collision danger coefficient is larger than the first preset lateral collision danger threshold value but not larger than the second preset lateral collision danger threshold value, the mild lateral collision danger of the motorcycle is indicated, a first-level alarm is triggered to prompt a motorcycle rider to perform corresponding operation, and when the lateral collision danger coefficient is larger than the second preset lateral collision danger threshold value, the lateral collision danger of the motorcycle is indicated to be very high, a third-level alarm is directly triggered to warn the motorcycle rider to perform corresponding operation on the motorcycle rider and warn surrounding vehicles to be far away from the motorcycle, so that the motorcycle is prevented from being secondarily injured by the surrounding vehicles after collision;
for example, if the lateral collision risk coefficient of a motorcycle is 0.1, the first preset lateral collision risk threshold value is 0.2, and the lateral collision risk coefficient of the motorcycle does not exceed the first preset lateral collision risk threshold value, no alarm is triggered;
for another example, if the lateral collision risk coefficient of a certain motorcycle is 0.3, the first preset lateral collision risk threshold value is 0.2, the second preset lateral collision risk threshold value is 0.5, and the lateral collision risk coefficient of the motorcycle exceeds the first preset lateral collision risk threshold value but does not exceed the second preset lateral collision risk threshold value, a primary alarm is triggered to prompt the motorcycle rider to perform corresponding operation;
for another example, if the lateral collision risk coefficient of a certain motorcycle is 0.6, the second preset lateral collision risk threshold value is 0.5, and the lateral collision risk coefficient of the motorcycle exceeds the second preset lateral collision risk threshold value, a three-level alarm is directly triggered to warn a motorcycle rider to enable the motorcycle rider to perform corresponding operations, and simultaneously warn surrounding vehicles to be far away from the motorcycle, so that the motorcycle is prevented from being secondarily injured by the surrounding vehicles after collision.
After obtaining the distance risk coefficient, in an implementation, if the distance risk coefficient is greater than a first preset distance risk threshold, triggering a primary alarm;
and if the distance risk coefficient is larger than a second preset distance risk threshold value, triggering a three-level alarm.
When the distance danger coefficient is greater than the first preset distance danger threshold but not greater than the second preset distance danger threshold, the motorcycle is indicated to have slight danger of colliding with a front object, a rear object or a side object, a first-level alarm is triggered to prompt a motorcycle rider to perform corresponding operation, and when the distance danger coefficient is greater than the second preset distance danger threshold, the motorcycle rider is indicated to have very high danger of colliding with the front object, the rear object or the side object, a third-level alarm is directly triggered to warn the motorcycle rider to enable the motorcycle rider to perform corresponding operation, meanwhile, surrounding vehicles are warned to be far away from the motorcycle, and the motorcycle is prevented from being secondarily injured by the surrounding vehicles after collision;
for example, if the distance risk coefficient of a certain motorcycle is 0.1, the first preset distance risk threshold is 0.2, and the distance risk coefficient of the motorcycle does not exceed the first preset distance risk threshold, no alarm is triggered;
for another example, if the distance risk coefficient of a certain motorcycle is 0.3, the first preset distance risk threshold value is 0.2, the second preset distance risk threshold value is 0.5, and the distance risk coefficient of the motorcycle exceeds the first preset distance risk threshold value but does not exceed the second preset distance risk threshold value, a first-level alarm is triggered to prompt the motorcycle rider to perform corresponding operation;
for another example, if the distance risk factor of a motorcycle is 0.6 and the second preset distance risk threshold is 0.5, and the distance risk factor of the motorcycle exceeds the second preset distance risk threshold, a three-level alarm is directly triggered to warn the motorcycle rider to make the motorcycle rider perform corresponding operations, and simultaneously warn surrounding vehicles to be far away from the motorcycle, so that the motorcycle is prevented from being secondarily injured by the surrounding vehicles after collision.
In this embodiment, the risk coefficients calculated by the above five methods may trigger an alarm at the same time, and the highest risk coefficient γ among the risk coefficients is obtained according to the formula (7) max ：
Figure BDA0003238810360000171
Wherein, γ roll Is the roll risk coefficient, gamma pitch For the pitch-roll risk factor, gamma R_P As distance risk factor，
Figure BDA0003238810360000181
In order to be the coefficient of risk of overspeed,
Figure BDA0003238810360000182
is the lateral collision risk coefficient;
the highest risk coefficient gamma among the acquired risk coefficients max Then, the risk coefficient gamma is determined max And the risk coefficient gamma max The corresponding hazard coefficient type is determined to determine whether and which alarm to trigger.
After the risk coefficients are obtained, in an implementation manner, the comprehensive risk coefficient can be calculated according to the risk coefficients and the corresponding preset risk coefficient weight values;
and if the comprehensive danger coefficient is larger than a preset comprehensive danger threshold value, triggering a secondary alarm.
After more than 2 risk coefficients are obtained, a comprehensive risk coefficient γ is calculated according to equation (8):
Figure BDA0003238810360000183
wherein, K roll Presetting a risk coefficient weight value, K, corresponding to the roll risk coefficient pitch A preset risk coefficient weight value, K, corresponding to the pitch and roll risk coefficient R_P Is a preset risk coefficient weight value corresponding to the distance risk coefficient,
Figure BDA0003238810360000184
a preset danger coefficient weight value corresponding to the overspeed danger coefficient,
Figure BDA0003238810360000185
a preset danger coefficient weight value corresponding to the transverse collision danger coefficient;
and calculating to obtain a comprehensive danger coefficient gamma according to the obtained danger coefficient and a corresponding preset danger coefficient weight value, if the comprehensive danger coefficient gamma is greater than a preset comprehensive danger threshold value, the comprehensive risk of the motorcycle rider is high, triggering a secondary alarm to remind the motorcycle rider to perform corresponding operation, and simultaneously warning surrounding vehicles to be far away from the motorcycle so as to prevent the motorcycle from being secondarily injured by the surrounding vehicles after danger occurs.
In this embodiment, the risk coefficient γ can also be calculated simultaneously according to the formula (7) and the formula (8) max And synthesizing the risk coefficient gamma, then alarming according to the level of triggering the alarm, triggering the third-level alarm firstly, triggering the second-level alarm if the third-level alarm is not triggered, triggering the first-level alarm if the third-level alarm and the second-level alarm are not triggered, and combining the two formulas to enable the triggering time and the triggering mode to be more flexible and accurate.
In one implementation, positioning data and map data are acquired;
judging whether a dangerous area exists in a preset distance of a position corresponding to the positioning data or not according to the positioning data and the map data;
and if a dangerous area exists in the preset distance of the position corresponding to the positioning data, triggering a first-level alarm.
In this embodiment, the motorcycle can also obtain the location data and the map data of motorcycle according to GPS system to whether there is danger area around the position that the motorcycle is located according to location data and map data judgement motorcycle, if there is danger area around, then trigger one-level alarm in order to remind the motorcycle driver to avoid this danger area.
In one embodiment, the alert comprises a primary alert that triggers the at least one speaker and the at least one light source and is maintained at a first predetermined frequency to alert the driver;
a secondary warning to trigger at least one speaker and at least one light source and to remain at a second preset frequency to warn the driver and surrounding vehicles, the second preset frequency being higher than the first preset frequency;
a third level alert to trigger at least one speaker and at least one light source and to remain at a third preset frequency to alert the driver and surrounding vehicles, the third preset frequency being higher than the second preset frequency.
In this embodiment, the alarms are divided into three types of alarms, as shown in fig. 7, which are a primary alarm, a secondary alarm and a tertiary alarm, respectively, when the alarm is not triggered, the corresponding logic switch is connected to the False position, at this time, the motorcycle does not send any alarm, when the alarm is triggered, the corresponding logic switch is switched to the True position, the alarm of the corresponding level is triggered, when the primary alarm is triggered, the speaker is made to send out the alarm sound at a first preset frequency (medium frequency), the light source is made to flash to remind the motorcycle rider and motorcycle of low risk, when the secondary alarm is triggered, the speaker is made to send out the alarm sound at a second preset frequency (faster frequency), the light source is made to flash to remind the motorcycle rider, at this time, the alarm sound is more urgent, the speaker is made to send out the alarm sound at a third preset frequency (extremely fast frequency), the speaker is made to send out the alarm sound, The light source is enabled to flash to remind a motorcycle driver, the alarm sound is very quick, and the alarm sound intensity and the light source intensity are much stronger than those of a second-level alarm and a first-level alarm, so that vehicles around the motorcycle can clearly know that the motorcycle emits the alarm sound and the light source flashes, and besides the first-level alarm, the second-level alarm and a third-level alarm, a loudspeaker of the motorcycle can alarm the motorcycle driver and the surrounding vehicles by broadcasting corresponding alarm voice.
After triggering the tertiary alarm, in one implementation, acquiring positioning data;
and sending help seeking information and the positioning data to a preset help seeking person through a communication device in wireless connection.
Generally, triggering of the three-level alarm means that the motorcycle cannot avoid collision or heeling, and therefore after triggering of the three-level alarm, the communication equipment in wireless connection immediately sends help seeking information and positioning data of the motorcycle to a preset help seeking person, so that the corresponding help seeking person can rescue a rider of the motorcycle at the first time after acquiring the data.
In this embodiment, a preset shutdown risk threshold is also set for each risk coefficient, the preset shutdown risk threshold is generally smaller than the corresponding preset risk threshold, and when a certain risk threshold exceeds the preset risk threshold and triggers an alarm, the alarm is stopped only when the risk threshold is reduced to be smaller than the preset shutdown risk threshold;
for example, if the roll risk factor of a certain motorcycle is 0.6, and exceeds the preset roll risk factor of 0.5, a three-level alarm is triggered, and at this time, the rider of the motorcycle decelerates immediately after hearing the three-level alarm and adjusts the roll angle of the motorcycle so that the roll risk factor of the motorcycle becomes 0.36, and the preset stop roll risk threshold is 0.4, and at this time, the roll risk factor of the motorcycle is smaller than the preset stop roll risk threshold, the three-level alarm is stopped;
for another example, if the pitch-roll risk factor of a certain motorcycle is 0.3 and exceeds the preset pitch-roll risk factor of 0.2, a first-stage alarm is triggered, and at this time, the rider of the motorcycle immediately decelerates and adjusts the motorcycle roll angle after hearing the third-stage alarm, so that the pitch-roll risk factor of the motorcycle becomes 0.08, the preset deactivation pitch-roll risk threshold is 0.1, and at this time, the pitch-roll risk factor of the motorcycle is smaller than the preset deactivation pitch-roll risk threshold, the first-stage alarm is stopped.
In this embodiment, the motorcycle rider can adjust each preset coefficient and preset threshold within a preset threshold range according to the technical level of the motorcycle rider to conform to the use habit of the motorcycle rider, the design is to improve the experience of the user, and if each preset coefficient and preset threshold set by the motorcycle rider are too low, an alarm may be triggered all the time, the user can not be warned when danger is likely to occur, if the setting is too high, the danger may occur until, and the alarm is not triggered, so the design sets the preset threshold range to limit the actual effect of the adjustment of each preset coefficient and preset threshold of the motorcycle rider to be too low or too high.
In the method, the data of the motorcycle are monitored, the danger coefficient is calculated, whether the alarm is triggered or not and the level of the alarm is triggered are determined according to the danger coefficient, so that a motorcycle driver can know whether the motorcycle driver is in danger or not, and the motorcycle driver can be warned that the surrounding vehicles and motorcycles are possibly dangerous to be far away from the motorcycle, secondary damage to the motorcycle driver is avoided, and traffic accidents are remarkably reduced.
An embodiment of the present invention further provides a motorcycle collision avoidance system, as shown in fig. 8, the system including:
the acquisition module 10 is used for acquiring motorcycle data;
a calculation module 20 for calculating a risk coefficient according to the motorcycle data;
a judging module 30, configured to judge whether the risk coefficient is greater than a preset threshold;
and the warning module 40 is used for warning the driver or surrounding vehicles if the danger coefficient is larger than a preset threshold value.
The acquisition module 10 is further configured to acquire a wheel rotation speed, a roll angle, a pitch angle, a longitudinal acceleration, a lateral acceleration, power control data, a front object distance, a rear object distance, and a lateral object distance, where the power control data includes throttle data, brake data, and clutch data;
the calculating module 20 is further configured to calculate a vehicle speed according to the tire size and the wheel rotation speed.
The calculating module 20 is further configured to calculate a first coefficient according to the vehicle speed and the power control data;
the calculating module 20 is further configured to calculate a roll risk coefficient according to the first coefficient and the roll angle.
The calculating module 20 is further configured to calculate a first coefficient according to the vehicle speed and the power control data;
the calculating module 20 is further configured to calculate a roll risk coefficient according to the first coefficient and the roll angle;
the calculation module 20 is further configured to obtain a pitch roll risk coefficient according to the roll risk coefficient and the pitch angle.
The calculating module 20 is further configured to calculate a first coefficient according to the vehicle speed and the power control data;
the calculating module 20 is further configured to determine whether the absolute value of the longitudinal acceleration exceeds a preset acceleration preset number of times within a preset time;
the calculating module 20 is further configured to calculate a second coefficient according to the longitudinal acceleration and a preset longitudinal acceleration coefficient if the first coefficient is positive, and determine the second coefficient as 0 if the second coefficient is negative;
the calculating module 20 is further configured to calculate an overspeed risk coefficient according to the first coefficient and the second coefficient.
The calculating module 20 is further configured to calculate a third coefficient according to the lateral acceleration and a preset lateral acceleration coefficient;
the calculating module 20 is further configured to calculate a first coefficient according to the vehicle speed and the power control data;
the calculating module 20 is further configured to calculate a lateral collision risk coefficient according to the first coefficient and the third coefficient.
The calculating module 20 is further configured to calculate a fourth coefficient according to the pitch angle, the longitudinal acceleration, and the front object distance/the rear object distance/the lateral object distance;
the calculating module 20 is further configured to calculate a first coefficient according to the vehicle speed and the power control data;
the calculating module 20 is further configured to calculate a distance risk coefficient according to the first coefficient and the fourth coefficient.
Wherein the alarm module 40 is further configured to trigger a primary alarm if the roll risk factor is greater than a first preset roll risk threshold;
the alarm module 40 is further configured to trigger a three-level alarm if the roll risk factor is greater than a second preset roll risk threshold.
Wherein the alarm module 40 is further configured to trigger a primary alarm if the pitch-roll risk factor is greater than a first preset pitch-roll risk threshold;
the alarm module 40 is further configured to trigger a three-level alarm if the pitch-roll risk factor is greater than a second preset pitch-roll risk threshold.
The alarm module 40 is further configured to trigger a primary alarm if the overspeed risk factor is greater than a first preset overspeed risk threshold;
the alarm module 40 is further configured to trigger a tertiary alarm if the overspeed risk factor is greater than a second preset overspeed risk threshold.
The alarm module 40 is further configured to trigger a primary alarm if the lateral collision risk coefficient is greater than a first preset lateral collision risk threshold;
the alarm module 40 is further configured to trigger a tertiary alarm if the lateral collision risk factor is greater than a second preset lateral collision risk threshold.
The alarm module 40 is further configured to trigger a primary alarm if the distance risk coefficient is greater than a first preset distance risk threshold;
the alarm module 40 is further configured to trigger a third-level alarm if the distance risk coefficient is greater than a second preset distance risk threshold.
The calculating module 20 is further configured to calculate a comprehensive risk coefficient according to the risk coefficient and a corresponding preset risk coefficient weight value;
the alarm module 40 is further configured to trigger a secondary alarm if the composite risk factor is greater than a preset composite risk threshold.
The acquisition module 10 is further configured to acquire positioning data and map data;
the calculating module 20 is further configured to determine whether a dangerous area exists within a preset distance of a position corresponding to the positioning data according to the positioning data and the map data;
the alarm module 40 is further configured to trigger a first-level alarm if a dangerous area exists within a preset distance of the position corresponding to the positioning data.
The alarm module 40 is further configured to trigger a primary alarm, where the primary alarm triggers at least one speaker and at least one light source and is maintained at a first preset frequency to alarm the driver;
the warning module 40 is further configured to trigger a secondary warning, where the secondary warning triggers at least one speaker and at least one light source and is maintained at a second preset frequency to warn the driver and surrounding vehicles, and the second preset frequency is higher than the first preset frequency;
the warning module 40 is further configured to trigger a tertiary warning, which is to trigger at least one speaker and at least one light source and is maintained at a third preset frequency to warn the driver and surrounding vehicles, wherein the third preset frequency is higher than the second preset frequency.
The acquisition module 10 is further configured to acquire positioning data;
the alarm module 40 is further configured to send help seeking information and the positioning data to a preset help seeker through a wireless connection communication device.
In addition to the above-described methods and apparatus, embodiments of the present application may also be a computer program product comprising computer program instructions that, when executed by a processor, cause the processor to perform the steps in the methods according to the various embodiments of the present application described in the "exemplary methods" section of this specification, above.
The computer program product may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages, for carrying out operations according to embodiments of the present application. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device, or entirely on the remote computing device or server.
Furthermore, embodiments of the present application may also be a computer-readable storage medium having stored thereon computer program instructions that, when executed by a processor, cause the processor to perform steps in a method according to various embodiments of the present application described in the "exemplary methods" section above of this specification.
The computer-readable storage medium may take any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may include, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
The foregoing describes the general principles of the present application in conjunction with specific embodiments, however, it is noted that the advantages, effects, etc. mentioned in the present application are merely examples and are not limiting, and they should not be considered essential to the various embodiments of the present application. Furthermore, the foregoing disclosure of specific details is provided for purposes of illustration and understanding only, and is not intended to limit the application to the details which are set forth in order to provide a thorough understanding of the present application.
The block diagrams of devices, apparatuses, systems referred to in this application are only given as illustrative examples and are not intended to require or imply that the connections, arrangements, configurations, etc. must be made in the manner shown in the block diagrams. These devices, apparatuses, devices, systems may be connected, arranged, configured in any manner, as will be appreciated by those skilled in the art. Words such as "including," "comprising," "having," and the like are open-ended words that mean "including, but not limited to," and are used interchangeably herein. The words "or" and "as used herein mean, and are used interchangeably with, the word" and/or, "unless the context clearly dictates otherwise. The word "such as" is used herein to mean, and is used interchangeably with, the phrase "such as but not limited to".
It should also be noted that in the devices, apparatuses, and methods of the present application, the components or steps may be decomposed and/or recombined. These decompositions and/or recombinations should be considered as equivalents of the present application.
The previous description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects without departing from the scope of the application. Thus, the present application is not intended to be limited to the aspects shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
The foregoing description has been presented for purposes of illustration and description. Furthermore, the description is not intended to limit embodiments of the application to the form disclosed herein. While a number of example aspects and embodiments have been discussed above, those of skill in the art will recognize certain variations, modifications, alterations, additions and sub-combinations thereof.

Claims (17)

1. A collision avoidance method for a motorcycle, comprising:
collecting motorcycle data, wherein the motorcycle data comprises wheel rotating speed, a roll angle, a pitch angle and power control data, the power control data comprises throttle data, brake data and clutch data, and the roll angle and the pitch angle are collected by an IMU/AHRS sensor;
calculating a risk factor from the motorcycle data, comprising: calculating the vehicle speed according to the tire size and the wheel rotating speed;
calculating to obtain a first coefficient according to the vehicle speed and the power control data; calculating a roll risk coefficient according to the first coefficient and the roll angle; or the like, or, alternatively,
calculating to obtain a first coefficient according to the vehicle speed and the power control data; calculating a roll risk coefficient according to the first coefficient and the roll angle; obtaining a pitch and roll risk coefficient according to the roll risk coefficient and the pitch angle;
judging whether the risk coefficient is larger than a preset threshold value or not;
and if the danger coefficient is larger than a preset threshold value, alarming the driver or the surrounding vehicles.
2. A motorcycle collision avoidance method according to claim 1, wherein said collecting motorcycle data comprises:
the motorcycle data further comprises longitudinal acceleration, transverse acceleration, a front object distance, a rear object distance and a side object distance, wherein the longitudinal acceleration and the transverse acceleration are acquired by an IMU/AHRS sensor, and the front object distance, the rear object distance and the side object distance are acquired by a vehicle radar.
3. A motorcycle collision avoidance method according to claim 2, wherein said calculating a risk factor from said motorcycle data includes:
judging whether the absolute value of the longitudinal acceleration exceeds a preset acceleration within preset time for a preset number of times or not;
if so, calculating to obtain a second coefficient according to the longitudinal acceleration and a preset longitudinal acceleration coefficient, and if not, determining the second coefficient as 0;
and calculating an overspeed danger coefficient according to the first coefficient and the second coefficient.
4. A motorcycle collision avoidance method according to claim 2, wherein said calculating a risk factor from said motorcycle data includes:
calculating to obtain a third coefficient according to the transverse acceleration and a preset transverse acceleration coefficient;
and calculating a transverse collision risk coefficient according to the first coefficient and the third coefficient.
5. A motorcycle collision avoidance method according to claim 2, wherein said calculating a risk factor from said motorcycle data includes:
calculating to obtain a fourth coefficient according to the pitch angle, the longitudinal acceleration and the front object distance, or calculating to obtain a fourth coefficient according to the pitch angle, the longitudinal acceleration and the rear object distance, or calculating to obtain a fourth coefficient according to the pitch angle, the longitudinal acceleration and the side object distance;
and calculating a distance risk coefficient according to the first coefficient and the fourth coefficient.
6. A motorcycle collision avoidance method according to claim 1, wherein said obtaining a roll risk factor further comprises:
if the roll risk factor is greater than a first preset roll risk threshold, triggering a primary alarm;
if the roll risk factor is greater than a second preset roll risk threshold, a three-level alarm is triggered.
7. A collision avoidance method for a motorcycle according to claim 1, wherein said obtaining a pitch-roll risk factor further comprises:
if the pitch roll risk coefficient is greater than a first preset pitch roll risk threshold, triggering a primary alarm;
and if the pitching rolling danger coefficient is larger than a second preset pitching rolling danger threshold value, triggering a three-level alarm.
8. A motorcycle collision avoidance method according to claim 3, wherein after obtaining the overspeed risk factor, further comprising:
if the overspeed danger coefficient is larger than a first preset overspeed danger threshold, triggering a first-level alarm;
and if the overspeed danger coefficient is larger than a second preset overspeed danger threshold, triggering a three-level alarm.
9. A motorcycle collision avoidance method according to claim 4, wherein after obtaining the lateral collision risk coefficient, further comprising:
if the lateral collision risk coefficient is greater than a first preset lateral collision risk threshold, triggering a primary alarm;
and if the transverse collision risk coefficient is larger than a second preset transverse collision risk threshold value, triggering a three-level alarm.
10. A motorcycle collision avoidance method according to claim 5, wherein after obtaining the distance risk coefficient, further comprising:
if the distance risk coefficient is larger than a first preset distance risk threshold value, triggering a first-level alarm;
and if the distance risk coefficient is larger than a second preset distance risk threshold value, triggering a three-level alarm.
11. A collision avoidance method for motorcycles according to claim 1,
calculating a comprehensive risk coefficient according to the risk coefficient and a corresponding preset risk coefficient weight value;
and if the comprehensive danger coefficient is larger than a preset comprehensive danger threshold value, triggering a secondary alarm.
12. A collision avoidance method for motorcycles according to claim 1,
acquiring positioning data and map data;
judging whether a dangerous area exists in a preset distance of a position corresponding to the positioning data or not according to the positioning data and the map data;
and if a dangerous area exists in the preset distance of the position corresponding to the positioning data, triggering a first-level alarm.
13. A motorcycle collision avoidance method according to any one of claims 6 to 12, wherein said alarm comprises:
a primary warning for triggering the at least one speaker and the at least one light source and maintaining at a first preset frequency to warn the driver;
a secondary warning to trigger at least one speaker and at least one light source and to remain at a second preset frequency to warn the driver and surrounding vehicles, the second preset frequency being higher than the first preset frequency;
a third level alert to trigger at least one speaker and at least one light source and to remain at a third preset frequency to alert the driver and surrounding vehicles, the third preset frequency being higher than the second preset frequency.
14. A motorcycle collision avoidance method according to any one of claims 6 to 10, wherein after said triggering of a three-level alarm, further comprising:
acquiring positioning data;
and sending help seeking information and the positioning data to a preset help seeking person through a communication device in wireless connection.
15. A motorcycle collision avoidance system, comprising:
the system comprises an acquisition module, a data processing module and a data processing module, wherein the acquisition module is used for acquiring motorcycle data, the motorcycle data comprises wheel rotating speed, a roll angle, a pitch angle and power control data, the power control data comprises throttle valve data, brake braking data and clutch data, and the roll angle and the pitch angle are acquired by an IMU/AHRS sensor;
the calculation module is used for calculating the vehicle speed according to the tire size and the wheel rotating speed;
the calculation module is further configured to calculate a risk coefficient according to the motorcycle data, and includes: calculating to obtain a first coefficient according to the vehicle speed and the power control data; calculating a roll risk coefficient according to the first coefficient and the roll angle; or the like, or, alternatively,
the calculation module is further used for calculating a first coefficient according to the vehicle speed and the power control data; calculating a roll risk coefficient according to the first coefficient and the roll angle; obtaining a pitching and rolling risk coefficient according to the rolling risk coefficient and the pitch angle;
the judging module is used for judging whether the danger coefficient is larger than a preset threshold value or not;
and the alarm module is used for alarming the driver or the surrounding vehicles if the danger coefficient is larger than a preset threshold value.
16. An electronic device is characterized by comprising a processor, a communication interface, a memory and a communication bus, wherein the processor and the communication interface are used for realizing mutual communication by the memory through the communication bus; a memory for storing a computer program; a processor for implementing the method of any one of claims 1 to 14 when executing a program stored in the memory.
17. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the method of any one of claims 1 to 14.
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