Driving monitoring method, controller, recorder and vehicle for high-speed loop conditions

Abstract

The present invention discloses a driving monitoring method, controller, recorder, and vehicle for high-speed loop conditions. The method comprises: obtaining current vehicle data collected under high-speed loop conditions, the current vehicle data including current lateral acceleration and current roll angle; obtaining an acceleration threshold range based on the current roll angle; obtaining driving monitoring results based on the current lateral acceleration and the acceleration threshold range; and providing driving guidance information based on the driving monitoring results. This method enables driving monitoring of vehicles operating under high-speed loop conditions, reduces driving risks on high-speed loops, and reduces tire wear, thereby increasing tire service life.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle driving monitoring, and in particular to a driving monitoring method, a controller, a recorder and a vehicle under high-speed loop working conditions. Background Art

[0002] A closed loop road consisting of straight lines, gentle curves, and circular curves (curves) is a common location for many vehicle manufacturers to conduct high-speed vehicle testing. Due to the unique shape of the curves and the unconventional posture of the vehicles on these roads, drivers must undergo specialized training and a period of study to master driving techniques on these roads. Driving outside the designated speed limits of these roads can pose significant safety risks and increase tire wear. Therefore, monitoring driving conditions on these roads is essential to ensure safety and minimize tire wear. Summary of the Invention

[0003] Embodiments of the present invention provide a driving monitoring method, a controller, a recorder, and a vehicle in a high-speed loop condition, so as to realize driving monitoring of a vehicle in a high-speed loop condition, ensure driving safety, and reduce tire wear.

[0004] An embodiment of the present invention provides a driving monitoring method for high-speed loop conditions, comprising:

[0005] Acquiring current vehicle data collected under high-speed loop conditions, the current vehicle data including current lateral acceleration and current roll angle;

[0006] Obtaining an acceleration threshold range according to the current roll angle;

[0007] Acquiring a driving monitoring result according to the current lateral acceleration and the acceleration threshold range;

[0008] Prompt driving guidance information based on the driving monitoring result.

[0009] Preferably, obtaining the acceleration threshold range according to the current roll angle includes:

[0010] Obtaining a target lateral acceleration according to the current roll angle;

[0011] An acceleration threshold range is obtained according to the target lateral acceleration and a first range coefficient.

[0012] Preferably, the first range coefficient includes a first lower limit coefficient and a first upper limit coefficient;

[0013] The step of obtaining an acceleration threshold range according to the target lateral acceleration and the first range coefficient includes:

[0014] Obtaining an acceleration lower limit threshold according to the target lateral acceleration and the first lower limit coefficient;

[0015] Obtaining an acceleration upper limit threshold according to the target lateral acceleration and the first upper limit coefficient;

[0016] An acceleration threshold range is obtained according to the acceleration lower threshold and the acceleration upper threshold.

[0017] Preferably, obtaining the acceleration threshold range according to the target lateral acceleration and the first range coefficient includes:

[0018] Obtaining a driver identification, and obtaining a driving habit type corresponding to the driver identification based on the driver identification;

[0019] obtaining a second range coefficient based on the driving habit type and the first range coefficient;

[0020] An acceleration threshold range is obtained according to the target lateral acceleration and the second range coefficient.

[0021] Preferably, obtaining the driving habit type corresponding to the driver identification according to the driver identification includes:

[0022] According to the driver identification, obtaining historical vehicle data corresponding to the driver identification;

[0023] The historical vehicle data is analyzed to obtain the driving habit type corresponding to the driver identification.

[0024] Preferably, the first range coefficient includes a first lower limit coefficient and a first upper limit coefficient;

[0025] The obtaining of a second range coefficient according to the driving habit type and the first range coefficient includes:

[0026] If the driving habit type is a standard habit type, determining the first range coefficient as a second range coefficient;

[0027] If the driving habit type is a high-speed habit type, lowering the first upper limit coefficient to obtain a second range coefficient;

[0028] If the driving habit type is a low-speed habit type, the first lower limit coefficient is increased to obtain a second range coefficient.

[0029] Preferably, the acceleration threshold range includes an acceleration lower threshold and an acceleration upper threshold;

[0030] The obtaining of a driving monitoring result according to the current lateral acceleration and the acceleration threshold range includes:

[0031] If the current lateral acceleration is between the lower acceleration threshold and the upper acceleration threshold, obtaining a driving monitoring result indicating no driving risk;

[0032] If the current lateral acceleration is less than the acceleration lower limit threshold, obtaining a driving monitoring result indicating a low-speed driving risk;

[0033] If the current lateral acceleration is greater than the acceleration upper limit threshold, a driving monitoring result indicating a high-speed driving risk is obtained.

[0034] Preferably, the current vehicle data also includes current location data;

[0035] After obtaining the driving monitoring result indicating that there is no driving risk, the driving monitoring method for the high-speed loop working condition further includes:

[0036] obtaining a current friction force according to the current lateral acceleration and the current roll angle;

[0037] Obtaining a friction threshold corresponding to the high-speed loop according to the current position data;

[0038] A driving monitoring result is obtained according to the current friction force and the friction force threshold.

[0039] An embodiment of the present invention provides a controller, comprising a memory, a controller, and a computer program stored in the memory and executable on the controller. When the controller executes the computer program, the driving monitoring method for the high-speed loop working condition is implemented.

[0040] An embodiment of the present invention provides a driving recorder, comprising the above-mentioned controller, an acceleration sensor and a gyroscope connected to the controller, wherein the acceleration sensor is used to collect current lateral acceleration; and the gyroscope is used to collect current roll angle.

[0041] An embodiment of the present invention provides a vehicle, including the above-mentioned controller or the above-mentioned driving recorder.

[0042] The driving monitoring method, controller, recorder, and vehicle for the above-mentioned highway loop working condition can obtain an acceleration threshold range based on the current roll angle, so that the acceleration threshold range is related to the current roll angle of the vehicle, that is, the inclination angle of the highway loop on which the vehicle is located; based on the comparison result of the current lateral acceleration and the acceleration threshold range corresponding to the current roll angle, a driving monitoring result is determined to assess whether there is a driving risk of rollover of the vehicle; and based on the driving monitoring result, driving guidance information is prompted to reduce the driving risk of the vehicle on the highway loop and reduce tire wear, thereby increasing the service life of the tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0044] Figure 1 is a flow chart of a driving monitoring method for high-speed loop conditions in one embodiment of the present invention;

[0045] Figure 2 is another flow chart of a driving monitoring method for high-speed loop conditions in one embodiment of the present invention;

[0046] Figure 3 It is a mechanical model of a vehicle traveling at the design speed of a high-speed loop;

[0047] Figure 4 It is a mechanical model in which the vehicle does not travel at the design speed of the expressway;

[0048] Figure 5 is another flow chart of a driving monitoring method for high-speed loop conditions in one embodiment of the present invention;

[0049] Figure 6 is another flow chart of a driving monitoring method for high-speed loop conditions in one embodiment of the present invention;

[0050] Figure 7 is another flow chart of a driving monitoring method for high-speed loop conditions in one embodiment of the present invention;

[0051] Figure 8 is another flow chart of a driving monitoring method for high-speed loop conditions in one embodiment of the present invention;

[0052] Figure 9 is another flow chart of a driving monitoring method for high-speed loop conditions in one embodiment of the present invention;

[0053] Figure 10 4 is another flow chart of a driving monitoring method for high-speed loop conditions according to an embodiment of the present invention. DETAILED DESCRIPTION

[0054] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0055] An embodiment of the present invention provides a driving monitoring method for high-speed loop conditions. This driving monitoring method for high-speed loop conditions can be applied to a controller connected to an acceleration sensor and a gyroscope. The driving monitoring method for a vehicle in a high-speed loop condition can be implemented based on the lateral acceleration collected by the acceleration sensor and the roll angle collected by the gyroscope.

[0056] In one embodiment, a driving monitoring method for high-speed loop conditions can be applied to a driving recorder, which includes a controller, an accelerometer, a gyroscope, a GPS locator, a display, a speaker, and a memory device connected to the controller. The accelerometer is used to collect the vehicle's lateral acceleration. The gyroscope is used to collect the vehicle's roll angle. The GPS locator is used to collect the vehicle's location data. The display is used to display data, including but not limited to lateral acceleration, roll angle, and location data, and can also be used to display driving guidance information indicating driving risks. The speaker is used to play audio, specifically, driving guidance information indicating driving risks.

[0057] In one embodiment, the method for monitoring driving under high-speed circular road conditions can be applied to any on-board controller. The on-board controller is connected to an accelerometer and a gyroscope, and can implement high-speed circular road driving monitoring based on the lateral acceleration detected by the accelerometer and the roll angle detected by the gyroscope. The on-board controller herein refers to a controller installed in the vehicle, and can be a multimedia system controller or other controller.

[0058] In one embodiment, if Figure 1 As shown, a driving monitoring method for high-speed loop conditions is provided. The method is described by taking the application of the method in a controller as an example, and includes the following steps:

[0059] S101: Acquire current vehicle data collected under a high-speed loop condition, where the current vehicle data includes a current lateral acceleration and a current roll angle;

[0060] S102: Obtaining an acceleration threshold range based on the current roll angle;

[0061] S103: Obtaining driving monitoring results based on the current lateral acceleration and the acceleration threshold range;

[0062] S104: Prompt driving guidance information based on the driving monitoring results.

[0063] The "highway loop condition" refers to the condition of a vehicle traveling on a highway loop. "Current vehicle data" refers to the vehicle data collected at the current moment. "Current lateral acceleration" refers to the lateral acceleration of the vehicle collected at the current moment, which may be the lateral acceleration collected in real time by an accelerometer mounted on the vehicle. "Current roll angle" refers to the lateral angle of the vehicle collected at the current moment, which may be the roll angle collected in real time by a gyroscope mounted on the vehicle.

[0064] As an example, in step S101, when the vehicle is traveling on a high-speed loop, the sensors on the vehicle will collect current vehicle data in real time, including but not limited to the current lateral acceleration collected by the acceleration sensor and the current roll angle collected by the gyroscope in real time, and send the collected current vehicle data to the controller so that the controller can obtain the current vehicle data in order to monitor the vehicle driving based on the current vehicle data.

[0065] The acceleration threshold range refers to the range of lateral acceleration that can ensure vehicle safety when driving at the current roll angle.

[0066] As an example, in step S102, after obtaining the current lateral acceleration and current roll angle, the controller may execute pre-set acceleration threshold calculation logic to calculate the current roll angle collected in real time and obtain a calculated acceleration threshold range. This acceleration threshold calculation logic is based on the input roll angle and calculates the lateral acceleration allowed for the vehicle to safely travel on the highway corresponding to the roll angle. Generally speaking, the roll angle represents the inclination angle of the highway. By analyzing the forces acting on the vehicle on the highway, the acceleration required for safe travel on the highway can be determined. The corresponding acceleration threshold calculation logic is then designed to calculate the acceleration threshold range based on the current roll angle input.

[0067] Among them, the driving monitoring result refers to the result of monitoring and determining whether the vehicle has driving risks based on the current vehicle data.

[0068] As an example, in step S103, after obtaining the current lateral acceleration and the acceleration threshold range, the controller may compare the current lateral acceleration with the acceleration threshold range corresponding to the current roll angle. Based on the comparison result, the controller determines whether the vehicle faces a rollover risk while driving on the expressway, thereby obtaining a driving monitoring result. In this example, if the current lateral acceleration is within the acceleration threshold range, a driving monitoring result indicating no driving risk is obtained; if the current lateral acceleration is not within the acceleration threshold range, a driving monitoring result indicating a driving risk is obtained. Driving risks herein include high-speed driving risk and low-speed driving risk. High-speed driving risk refers to the risk of driving at too high a speed, i.e., the risk of driving at a speed far exceeding the design speed of the expressway. Low-speed driving risk refers to the risk of driving at too low a speed, i.e., the risk of driving at a speed below the design speed of the expressway.

[0069] The driving guidance information refers to information used to guide the driver in driving, determined based on the driving monitoring results.

[0070] As an example, in step S104, after obtaining the driving monitoring results, the controller may determine appropriate driving guidance information based on the driving monitoring results and then display the driving guidance information via the vehicle's speakers and / or display. In this example, if the driving monitoring result indicates no driving risk, the controller may not display the driving guidance information to avoid interfering with the driver's driving. However, if the driving monitoring result indicates a driving risk, the controller may display the driving guidance information to guide the driver in avoiding the corresponding driving risk. For example, if the driving monitoring result indicates a high-speed driving risk, indicating that the vehicle's current speed is higher than the design speed of the expressway, the speaker and / or display may display the driving guidance information, "Your speed is too high. Please switch to a higher speed lane or reduce your speed." For another example, if the driving monitoring result indicates a low-speed driving risk, indicating that the vehicle's current speed is lower than the design speed of the expressway, the speaker and / or display may display the driving guidance information, "Your speed is too low. Please switch to a lower speed lane or increase your speed." In this example, driving guidance information is provided based on the driving monitoring results so that the vehicle can travel at the designed speed of the expressway. This can reduce the driving risk of the vehicle on the expressway and reduce tire wear, thereby increasing the service life of the tires.

[0071] In this example, the controller can also obtain the driver identification and store the current vehicle data and driving monitoring results in association so that the driver's driving habit type can be determined based on the subsequent analysis of all current vehicle data, so as to adjust and determine the corresponding acceleration threshold range based on the driving habit type, which helps to ensure the targeted determination of the acceleration threshold range and improve the effectiveness of driving monitoring.

[0072] In the driving monitoring method for highway loop conditions provided in this embodiment, an acceleration threshold range can be obtained based on the current roll angle, so that the acceleration threshold range is related to the current roll angle of the vehicle, that is, the inclination angle of the highway loop on which the vehicle is located; based on the comparison result of the current lateral acceleration and the acceleration threshold range corresponding to the current roll angle, a driving monitoring result is determined to assess whether there is a driving risk of rollover of the vehicle; and based on the driving monitoring result, driving guidance information is prompted to reduce the driving risk of the vehicle on the highway loop and reduce tire wear, thereby increasing the service life of the tires.

[0073] In one embodiment, if Figure 2 As shown, step S102, i.e., obtaining an acceleration threshold range according to the current roll angle, includes:

[0074] S201: Obtaining a target lateral acceleration based on the current roll angle;

[0075] S202: Obtain an acceleration threshold range according to the target lateral acceleration and a first range coefficient.

[0076] The target lateral acceleration is the lateral acceleration for safe operation of the vehicle calculated based on the force conditions of the vehicle when driving on the high-speed loop corresponding to the current roll angle.

[0077] As an example, in step S201, the controller may calculate the input current roll angle according to a pre-designed roll acceleration calculation formula to obtain a target lateral acceleration corresponding to the current roll angle. The roll acceleration calculation formula is a pre-designed formula for calculating lateral acceleration based on the roll angle. This roll acceleration calculation formula is determined by the forces acting on the vehicle on the highway. Because the forces acting on the vehicle differ when traveling at the highway's design speed and when traveling at a speed other than the design speed, formulas for calculating roll acceleration under uniform speed and non-uniform speed conditions may be designed.

[0078] like Figure 3 As shown in Figure 2, when a vehicle travels at the design speed of the expressway, the centripetal force of the vehicle is provided by the vertical component of the supporting force. If Fn is the supporting force, Fa is the vertical component of the supporting force, m is the mass of the vehicle, a is the lateral acceleration, g is the acceleration due to gravity, and θ is the roll angle, which is the angle between the tangent line of the intersection of the vehicle's central axis and the expressway road surface and the horizontal plane, then the force formula is as follows:

[0079] Fa=ma=Fnsinθ=mgtanθ

[0080] From the above formula, the calculation formula for the roll acceleration of a vehicle traveling at the design speed of the high-speed loop can be simplified to a=gtanθ. Therefore, the target lateral acceleration corresponding to the current roll angle can be determined based on the product of the current roll angle and the acceleration of gravity. Figure 3 From the mechanical model shown, it can be seen that when a vehicle is traveling on a highway at the design speed of the highway, there is no lateral friction between the tires and the road surface. At this time, the vehicle travels most stably and safely, and the tire wear is also minimized.

[0081] like Figure 4 As shown in the figure, when the vehicle does not travel at the design speed of the expressway, the vertical component of the supporting force is no longer equal to the centripetal force. At this time, lateral friction is generated between the tire and the road surface. If Fn is the supporting force, Fa is the vertical component of the supporting force, m is the mass of the vehicle, a is the lateral acceleration, g is the acceleration due to gravity, θ is the roll angle, that is, the angle between the tangent line of the intersection of the vehicle's central axis and the expressway road surface and the horizontal plane, and f is the lateral friction force, then the force formula is as follows:

[0082] (1)Fnsinθ+fcosθ=ma

[0083] (2) Fnconθ-fsinθ=mg

[0084] According to the above formulas (1) and (2), the following formula can be determined:

[0085] (3)f=(ma-mgtanθ) / (cosθ+sinθtanθ)

[0086] (4) a = gtanθ + f(cosθ + sinθtanθ) / m. This formula calculates the angular acceleration when the vehicle is not traveling at the design speed of the expressway. Generally speaking, when the vehicle's current speed is greater than the design speed of the expressway, f > 0 and a > gtanθ. Correspondingly, when the vehicle's current speed is less than the design speed of the expressway, f < 0 (i.e., the opposite direction) and a < gtanθ. Considering that when a vehicle does not travel at the design speed of the highway loop, there is lateral friction between the tire and the road surface. This lateral friction causes a tilt angle α between the vehicle body and the road surface normal. The tilt angle α will cause the difference between a and gtanθ to be magnified, making it more sensitive to the judgment of the degree of driving risk. At the same time, since the tilt angle α is much smaller than the roll angle θ (generally not exceeding 10% of the roll angle) under normal highway loop conditions, the influence of the tilt angle α can be ignored, and formula (4) can be simplified to a = gtanθ, so that the target lateral acceleration corresponding to the current roll angle can be determined based on the product of the current roll angle and the acceleration of gravity.

[0087] The first range coefficient is a preset range coefficient, and the first range coefficient is a coefficient used to limit the acceleration threshold range.

[0088] As an example, in step S202, after calculating and determining the target lateral acceleration corresponding to the current roll angle, the controller uses range threshold calculation logic to calculate the target lateral acceleration and a preset first range coefficient to obtain an acceleration threshold range. Generally, the first range coefficient can be greater than or less than 1, so that the target lateral acceleration can be adjusted using the first range coefficient to obtain an acceleration threshold range that includes the target lateral acceleration.

[0089] In this embodiment, a target lateral acceleration corresponding to the current roll angle is first calculated. This target lateral acceleration can be understood as the lateral acceleration required for the vehicle to safely travel on the highway loop corresponding to the current roll angle. A corresponding acceleration threshold range is then determined based on the target lateral acceleration and a pre-set first range coefficient. This acceleration threshold range is used to assess whether the current lateral acceleration meets safety standards, thereby enabling driving monitoring of the vehicle on the highway loop, ensuring driving safety and reducing tire wear.

[0090] In one embodiment, the first range coefficient includes a first lower limit coefficient and a first upper limit coefficient;

[0091] like Figure 5 As shown, step S202, i.e., obtaining the acceleration threshold range according to the target lateral acceleration and the first range coefficient, includes:

[0092] S501: Obtaining an acceleration lower limit threshold according to the target lateral acceleration and a first lower limit coefficient;

[0093] S502: Obtaining an acceleration upper limit threshold according to the target lateral acceleration and a first upper limit coefficient;

[0094] S504: Obtain an acceleration threshold range according to the acceleration lower threshold and the acceleration upper threshold.

[0095] As an example, the first range coefficient includes a first lower limit coefficient and a first upper limit coefficient, wherein the first lower limit coefficient is a coefficient preset for defining a lower limit threshold of acceleration, and the first upper limit coefficient is a coefficient preset for defining an upper limit threshold of acceleration.

[0096] As an example, in step S501, the controller may calculate the target lateral acceleration calculated based on the current roll angle and a preset first lower limit coefficient, and determine the product of the two as the lower acceleration threshold. This lower acceleration threshold can be understood as the minimum lateral acceleration required for safe driving on a high-speed loop, thereby assessing whether the vehicle has low-speed driving risks and whether it meets safe driving standards.

[0097] As an example, in step S502, the controller may calculate the target lateral acceleration calculated based on the current roll angle and a preset first upper limit coefficient, and determine the product of the two as the upper acceleration threshold. This upper acceleration threshold can be understood as the maximum lateral acceleration for safe driving of the vehicle on a high-speed loop, thereby assessing whether the vehicle has high-speed driving risks and meets safe driving standards.

[0098] As an example, in step S503, after obtaining the lower acceleration threshold and the upper acceleration threshold, the controller can determine the range defined by the lower acceleration threshold and the upper acceleration threshold as the acceleration threshold range, that is, the range corresponding to the lateral acceleration for safe driving of the vehicle on the highway loop.

[0099] In this embodiment, the lower acceleration threshold and the upper acceleration threshold are calculated and determined based on the target lateral acceleration, the first lower limit coefficient, and the first upper limit coefficient, respectively, thereby determining the acceleration threshold range for safe driving. This allows an assessment of whether the current lateral acceleration meets the safe driving standard based on the acceleration threshold range, which helps to implement driving monitoring of vehicles in high-speed loop conditions, ensure driving safety, and reduce tire wear.

[0100] In one embodiment, if Figure 6 As shown, step S202, i.e., obtaining the acceleration threshold range according to the target lateral acceleration and the first range coefficient, includes:

[0101] S601: Obtain a driver identification, and obtain a driving habit type corresponding to the driver identification according to the driver identification;

[0102] S602: Obtain a second range coefficient based on the driving habit type and the first range coefficient;

[0103] S603: Obtain an acceleration threshold range according to the target lateral acceleration and the second range coefficient.

[0104] The driver ID is an ID used to uniquely identify a driver, and the driving habit type is a type determined by analyzing a driver's driving habits.

[0105] As an example, in step S601, the controller may first obtain a driver identification. For example, when the driver is in the driving position of the vehicle, the vehicle's camera may be used to capture a facial image corresponding to the driver. By comparing and analyzing the captured facial image with pre-stored facial images, the driver's information can be determined, thereby obtaining the driver identification. Next, based on the driver identification, the memory is queried to obtain the driving habit type corresponding to the driver identification. The driving habit type is the type determined by analyzing the driver's driving habits prior to the current moment. In this example, the driving habit type can be any of a standard habit type, a high-speed habit type, and a low-speed habit type. The standard habit type refers to a driver accustomed to driving at the design speed of a highway loop. The high-speed habit type refers to a driver accustomed to driving at a speed higher than the design speed of a highway loop. The low-speed habit type refers to a driver accustomed to driving at a speed lower than the design speed of a highway loop.

[0106] As an example, in step S602, after obtaining the driving habit type corresponding to the driver identifier, the controller may adjust a preset first range coefficient using the driving habit type to obtain a second range coefficient. The second range coefficient is the range coefficient obtained by adjusting the first range coefficient using the driving habit type.

[0107] As an example, in step S603, after obtaining the second range coefficient, the controller uses the range threshold calculation logic to calculate the target lateral acceleration and the second range coefficient to obtain the acceleration threshold range, so that the obtained acceleration threshold range matches the driver's driving habits, making the obtained acceleration threshold range more targeted.

[0108] In this embodiment, the pre-set first range coefficient is updated using the driving habit type corresponding to the driver's identification to obtain a second range coefficient. The updated second range coefficient and the target lateral acceleration are used to match the calculated acceleration threshold range with the driver's driving habits, making the obtained acceleration threshold range more targeted, so as to realize driving monitoring of vehicles in high-speed loop conditions, ensure driving safety and reduce tire wear.

[0109] In one embodiment, if Figure 7 As shown, step S601, i.e., obtaining the driving habit type corresponding to the driver identification according to the driver identification, includes:

[0110] S701: According to the driver identification, obtain historical vehicle data corresponding to the driver identification;

[0111] S702: Analyze historical vehicle data to obtain the driving habit type corresponding to the driver identification.

[0112] The historical vehicle data refers to the vehicle data collected before the current moment.

[0113] As an example, in step S701, the controller may query a memory based on a driver identifier to retrieve historical vehicle data associated with that driver identifier, i.e., historical vehicle data generated by the driver corresponding to that driver identifier prior to the current moment, in order to analyze the driver's driving habits based on this historical vehicle data. In this example, the retrieved historical vehicle data includes, but is not limited to, measured data such as vehicle speed, lateral acceleration, and roll angle, as well as analytical data obtained through analysis and calculation of this measured data, including, but not limited to, comparisons of lateral accelerations f, a, and gtanθ (e.g., maximum difference, minimum difference, average difference, percentage of time spent at high speed, percentage of time spent at low speed, etc.).

[0114] As an example, in step S702, after acquiring historical vehicle data corresponding to the driver identifier, the controller may use a pre-set data analysis algorithm or model to analyze the acquired historical vehicle data to determine the driving habit type corresponding to the driver identifier. The driving habit type may reflect the speed at which the driver is accustomed to driving on the highway.

[0115] In this embodiment, the controller can analyze the historical vehicle data corresponding to the driver identification to determine the driving habit type corresponding to the driver identification, which reflects the driving habits of a specific driver, so as to update the pre-set first range coefficient according to the driving habit type, thereby adjusting the corresponding acceleration threshold range according to the driving habit type.

[0116] In one embodiment, the first range coefficient includes a first lower limit coefficient and a first upper limit coefficient;

[0117] like Figure 8 As shown, step S602, i.e., obtaining a second range coefficient according to the driving habit type and the first range coefficient, includes:

[0118] S801: If the driving habit type is the standard habit type, determine the first range coefficient as the second range coefficient;

[0119] S802: If the driving habit type is a high-speed habit type, lower the first upper limit coefficient to obtain a second range coefficient;

[0120] S803: If the driving habit type is a low-speed habit type, increase the first lower limit coefficient to obtain a second range coefficient.

[0121] The first lower limit coefficient is a pre-set coefficient used to define the lower acceleration threshold. The first upper limit coefficient is a pre-set coefficient used to define the upper acceleration threshold. The standard habit type refers to a driver accustomed to driving at the design speed of the expressway. The high-speed habit type refers to a driver accustomed to driving at a speed higher than the design speed of the expressway. The low-speed habit type refers to a driver accustomed to driving at a speed lower than the design speed of the expressway.

[0122] As an example, in step S801, if the driving habit type is the standard habit type, it means that the driver is accustomed to driving at the design speed of the expressway. In this case, the first range coefficient can be directly determined as the second range coefficient. In other words, the second range coefficient includes a first lower limit coefficient and a first upper limit coefficient.

[0123] As an example, in step S802, if the driving habit type is high-speed, indicating that the driver is accustomed to driving at speeds higher than the design speed of the expressway, the controller adjusts the first upper limit coefficient downward to obtain an updated second upper limit coefficient. The controller then obtains a second range coefficient based on the first lower limit coefficient and the second upper limit coefficient. In other words, the second range coefficient includes the first lower limit coefficient and the second upper limit coefficient, with the second upper limit coefficient being smaller than the first upper limit coefficient. Understandably, within the acceleration threshold range calculated based on the second range coefficient and the target lateral acceleration, the upper acceleration threshold is lower, providing a timely reminder when the driver is driving at high speeds, thereby preventing safety accidents caused by high-speed driving and achieving the purpose of driver monitoring.

[0124] As an example, in step S803, if the driving habit type is low-speed, indicating that the driver is accustomed to driving at a speed lower than the design speed of the expressway, the controller may adjust the first lower limit coefficient upward to obtain an updated second lower limit coefficient. The controller then updates the second lower limit coefficient and the first upper limit coefficient to obtain a second range coefficient. In other words, the second range coefficient includes the second lower limit coefficient and the first upper limit coefficient, with the second lower limit coefficient being greater than the first lower limit coefficient. Understandably, within the acceleration threshold range calculated based on the second range coefficient and the target lateral acceleration, the upper acceleration threshold is lower, providing a timely reminder when the driver is driving at a low speed, thereby preventing safety accidents caused by low-speed driving and achieving the purpose of driving monitoring.

[0125] In this embodiment, it can be determined whether the first upper limit coefficient or the first lower limit coefficient in the first range coefficient needs to be updated according to the driving habit type to obtain the second range coefficient, so that the updated second range coefficient matches the driver's driving habit type, making the acceleration threshold range determined based on the second range coefficient more targeted, which helps to ensure the effectiveness of driving monitoring.

[0126] In one embodiment, if Figure 9 As shown, the acceleration threshold range includes a lower acceleration threshold and an upper acceleration threshold;

[0127] Step S103, i.e., obtaining driving monitoring results based on the current lateral acceleration and the acceleration threshold range, includes:

[0128] S901: If the current lateral acceleration is between the lower acceleration threshold and the upper acceleration threshold, obtaining a driving monitoring result indicating no driving risk.

[0129] S902: If the current lateral acceleration is less than the lower acceleration threshold, a driving monitoring result indicating a low-speed driving risk is obtained;

[0130] S903: If the current lateral acceleration is greater than the acceleration upper limit threshold, a driving monitoring result indicating a high-speed driving risk is obtained.

[0131] The lower acceleration threshold is the minimum lateral acceleration required for a vehicle to safely travel on the expressway. The lower acceleration threshold is the maximum lateral acceleration required for a vehicle to safely travel on the expressway.

[0132] As an example, in step S901, the controller compares the current lateral acceleration with the lower acceleration threshold and the upper acceleration threshold. If the current lateral acceleration is between the lower acceleration threshold and the upper acceleration threshold, it means that the current lateral acceleration is within a safe range, and a driving monitoring result without driving risks can be obtained.

[0133] As an example, in step S902, the controller compares the current lateral acceleration with the lower acceleration threshold and the upper acceleration threshold. If the current lateral acceleration is less than the lower acceleration threshold, it means that the current lateral acceleration is less than the minimum lateral acceleration for safe driving, and there is a driving risk. At this time, a driving monitoring result indicating the risk of low-speed driving can be obtained.

[0134] As an example, in step S903, the controller compares the current lateral acceleration with the lower acceleration threshold and the upper acceleration threshold. If the current lateral acceleration is greater than the upper acceleration threshold, it means that the current lateral acceleration is greater than the maximum lateral acceleration for safe driving, and there is a driving risk. At this time, a driving monitoring result indicating the risk of high-speed driving can be obtained.

[0135] In this embodiment, the controller obtains several driving monitoring results, including no driving risk, low-speed driving risk, and high-speed driving risk, based on the comparison results of the current lateral acceleration with the lower acceleration threshold and the upper acceleration threshold, so as to provide safety prompts based on each driving monitoring result, which helps to ensure the driving safety of the vehicle on the highway ring road.

[0136] In one embodiment, the current vehicle data also includes current location data;

[0137] like Figure 10 As shown, after step S901, that is, after obtaining the driving monitoring result indicating that there is no driving risk, the driving monitoring method for the high-speed loop working condition further includes:

[0138] S1001: Obtaining current friction force based on current lateral acceleration and current roll angle;

[0139] S1002: Obtaining a friction threshold corresponding to the high-speed loop according to the current position data;

[0140] S1003: Obtain driving monitoring results based on the current friction force and the friction force threshold.

[0141] The current location data refers to the location data collected at the current moment, specifically the location data collected in real time by the GPS locator on the vehicle.

[0142] Understandably, the driving monitoring results are determined based on the current lateral acceleration and the current roll angle. The driving monitoring process is mainly based on the comparison of lateral acceleration, and the evaluation index is single. If, based on the single index of lateral acceleration, it is determined that the vehicle driving has driving risks such as high-speed driving risk or low-speed driving risk, it means that the driving risk level is large and no further evaluation is required. If, based on the single index of lateral acceleration, it is determined that the vehicle is driving normally, it means that the driving risk level is small. In order to ensure the accuracy of the driving monitoring results, it can be further re-evaluated based on the index of friction to obtain more accurate driving monitoring results.

[0143] As an example, in step S1001, after the controller performs an initial risk assessment based on the current lateral acceleration and roll angle and obtains a driving monitoring result indicating no driving risk, to ensure the accuracy of the driving monitoring result, it further determines the current friction force based on the current lateral acceleration and roll angle. As described in step S201, the current friction force determined based on the current lateral acceleration and roll angle is f = (ma - mgtanθ) / (cosθ + sinθtanθ).

[0144] As an example, in step S1002, the controller may determine the highway loop corresponding to the current location data based on the current vehicle data, thereby determining the design speed of the highway loop and the friction threshold associated with the design speed. The highway loop here refers to the highway loop currently in use. The friction threshold refers to the friction threshold required for safe driving on the highway loop.

[0145] As an example, in step S1003, the controller compares the current friction force with a friction threshold corresponding to the high-speed loop, and determines a driving monitoring result based on the comparison between the current friction force and the friction threshold. For example, if the current friction force is less than the friction threshold, it indicates that the current friction between the tire and the road surface is low, making the vehicle prone to slipping. Therefore, a driving monitoring result indicating a driving risk may be obtained. Conversely, a driving monitoring result indicating no driving risk may be obtained.

[0146] In this embodiment, the driving monitoring results can be obtained by comparing the current friction force determined by the current lateral acceleration and the current roll angle with the friction force threshold corresponding to the high-speed loop. This serves as a further supplement to the driving monitoring results based on lateral acceleration analysis, which helps to ensure the accuracy of the driving monitoring results.

[0147] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0148] In one embodiment, a controller is provided, including a memory, a controller, and a computer program stored in the memory and executable on the controller. When the controller executes the computer program, the driving monitoring method for the high-speed loop condition in the above embodiment is implemented, for example Figure 1 S101-S104 shown, or Figure 2 、 Figures 5 to 10 To avoid repetition, it will not be described here.

[0149] The embodiment of the present invention provides a driving recorder, comprising the above-mentioned controller, an acceleration sensor and a gyroscope connected to the controller, wherein the acceleration sensor is used to collect the current lateral acceleration; and the gyroscope is used to collect the current roll angle. The driving recorder can implement the driving monitoring method of the high-speed loop working condition in the above-mentioned embodiment when executing the computer program, for example Figure 1 S101-S104 shown, or Figure 2 、 Figures 5 to 10 To avoid repetition, it will not be described here.

[0150] An embodiment of the present invention provides a vehicle, including the above-mentioned controller or the above-mentioned driving recorder. The controller or driving recorder can implement the driving monitoring method of the high-speed ring road working condition in the above-mentioned embodiment when executing a computer program, for example Figure 1 S101-S104 shown, or Figure 2 、 Figures 5 to 10 To avoid repetition, it will not be described here.

[0151] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing the relevant hardware through a computer program, which can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0152] Those skilled in the art will clearly understand that for the sake of convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0153] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. A driving monitoring method for high-speed loop conditions, characterized in that: include: Acquiring current vehicle data collected under high-speed loop conditions, the current vehicle data including current lateral acceleration, current roll angle, and current position data; Obtaining an acceleration threshold range according to the current roll angle; obtaining a driving monitoring result based on the current lateral acceleration and the acceleration threshold range, and after the driving monitoring result indicates that there is no driving risk, obtaining a current friction force based on the current lateral acceleration and the current roll angle; Obtaining a friction threshold corresponding to the high-speed loop according to the current position data; Acquiring a driving monitoring result according to the current friction force and the friction force threshold; Prompt driving guidance information based on the driving monitoring result.

2. The driving monitoring method for high-speed loop conditions according to claim 1, characterized in that: The acquiring, according to the current roll angle, an acceleration threshold range includes: Obtaining a target lateral acceleration according to the current roll angle; An acceleration threshold range is obtained according to the target lateral acceleration and a first range coefficient.

3. The driving monitoring method for high-speed loop conditions according to claim 2, characterized in that: The first range coefficient includes a first lower limit coefficient and a first upper limit coefficient; The step of obtaining an acceleration threshold range according to the target lateral acceleration and the first range coefficient includes: Obtaining an acceleration lower limit threshold according to the target lateral acceleration and the first lower limit coefficient; Obtaining an acceleration upper limit threshold according to the target lateral acceleration and the first upper limit coefficient; An acceleration threshold range is obtained according to the acceleration lower threshold and the acceleration upper threshold.

4. The driving monitoring method for high-speed loop conditions according to claim 2, characterized in that: The step of obtaining an acceleration threshold range according to the target lateral acceleration and the first range coefficient includes: Obtaining a driver identification, and obtaining a driving habit type corresponding to the driver identification based on the driver identification; obtaining a second range coefficient based on the driving habit type and the first range coefficient; An acceleration threshold range is obtained according to the target lateral acceleration and the second range coefficient.

5. The driving monitoring method for high-speed loop conditions according to claim 4, characterized in that: The acquiring, according to the driver identification, a driving habit type corresponding to the driver identification, includes: According to the driver identification, obtaining historical vehicle data corresponding to the driver identification; The historical vehicle data is analyzed to obtain the driving habit type corresponding to the driver identification.

6. The driving monitoring method for high-speed loop conditions according to claim 5, characterized in that: The first range coefficient includes a first lower limit coefficient and a first upper limit coefficient; The obtaining of a second range coefficient according to the driving habit type and the first range coefficient includes: If the driving habit type is a standard habit type, determining the first range coefficient as a second range coefficient; If the driving habit type is a high-speed habit type, lowering the first upper limit coefficient to obtain a second range coefficient; If the driving habit type is a low-speed habit type, the first lower limit coefficient is increased to obtain a second range coefficient.

7. The driving monitoring method for high-speed loop conditions according to claim 1, characterized in that: The acceleration threshold range includes a lower acceleration threshold and an upper acceleration threshold; The obtaining of a driving monitoring result according to the current lateral acceleration and the acceleration threshold range includes: If the current lateral acceleration is between the lower acceleration threshold and the upper acceleration threshold, obtaining a driving monitoring result indicating no driving risk; If the current lateral acceleration is less than the acceleration lower limit threshold, obtaining a driving monitoring result indicating a low-speed driving risk; If the current lateral acceleration is greater than the acceleration upper limit threshold, a driving monitoring result indicating a high-speed driving risk is obtained.

8. A controller comprising a memory, a controller, and a computer program stored in the memory and executable on the controller, wherein: When the controller executes the computer program, the driving monitoring method for high-speed ring road conditions as described in any one of claims 1 to 7 is implemented.

9. A driving recorder, characterized in that: It comprises the controller according to claim 8, an acceleration sensor and a gyroscope connected to the controller, wherein the acceleration sensor is used to collect the current lateral acceleration; and the gyroscope is used to collect the current roll angle.

10. A vehicle, characterized in that: Including the controller according to claim 8 or the driving recorder according to claim 9.

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