An intelligent automobile early warning system

Abstract

The present invention discloses an intelligent automobile early warning system, which belongs to the field of intelligent driving. An intelligent automobile early warning system includes a standard setting unit, which is used to set an ideal driving trajectory of a vehicle according to a preset driving route and a real-time wheel steering angle, and to set a safe fluctuation range of a specific position of the vehicle when the vehicle is driving according to the ideal driving trajectory; a fluctuation monitoring unit, which is used to monitor in real time whether the vehicle is within the safe fluctuation range; a condition judgment unit, which is used to judge whether the vehicle needs to turn around to leave the safe fluctuation range after the vehicle leaves the safe fluctuation range, and to judge whether the turning action meets the safety conditions; it can accurately and quickly judge whether the driver is in a fatigue state without directly detecting the driver.

Description

Technical Field

[0001] The present invention belongs to the field of intelligent driving, and more specifically, relates to an intelligent automobile early warning system. Background Art

[0002] Fatigue driving refers to the phenomenon that the driver's physiological and psychological functions are disturbed after long-term continuous driving, and objectively the driving skills decline. Fatigue driving will affect the driver's attention, feeling, perception, thinking, judgment and movement. If you continue to drive a vehicle after being fatigued, you will feel sleepy, weak limbs, lack of concentration, reduced judgment ability, and even mental confusion or momentary memory loss, and there will be unsafe factors such as delayed movements and pauses in operation, which are very likely to cause road traffic accidents. Therefore, it is strictly forbidden to drive a vehicle after being fatigued.

[0003] Typical symptoms of fatigue driving include:

[0004] 1. The direction in which the driver controls the vehicle deviates;

[0005] 2. The driver is too slow in controlling the vehicle to correct the actual driving direction to the set driving direction;

[0006] 3. It is unsafe for the driver to control the vehicle to deviate from the set driving direction.

[0007] The existing patent number is CN201810851573.3. The driving warning method includes: collecting a facial image of the driver, analyzing the facial image according to a preset face detection algorithm and a facial feature point alignment algorithm, and obtaining position information of the driver's facial feature points; determining the driver's head posture according to the position information, and judging whether the driver's head posture meets a preset abnormal condition, and / or identifying the driver's fatigue level according to the position information; when the driver's head posture meets the preset abnormal condition, or when the driver's fatigue level meets the preset warning condition, triggering a corresponding warning reminder.

[0008] In addition, there is a fatigue driving warning system with patent number CN201610213147.8, which includes: a sensing module, used to sense the user's heartbeat or body movement and output a corresponding sensing signal; the sensing module includes a piezoelectric sensor for sensing pressure, the piezoelectric sensor is a piezoelectric cable sensor or a piezoelectric film sensor, and the sensing method of the piezoelectric sensor is passive sensing; a control module, used to receive the sensing signal output by the sensing module for storage and compare the user's heartbeat peak parameters with the user's average parameters to determine the user's status, and then output a corresponding alarm signal; and an early warning module, used to receive the alarm signal and remind the user in different levels.

[0009] The above-mentioned fatigue warning methods or systems are all based on the detection of the driver. However, in real life, drivers are not willing to have their personal information monitored by equipment and will choose to actively shut down the equipment or system used to sense the driver's information. In addition, whether the driver's information can be successfully sensed is affected by factors such as the driver's clothing, subjective willingness, and individual differences. Therefore, it is inaccurate to use the perceived information as an element or one of the elements for judging fatigue based on the perception of the driver himself. Summary of the invention

[0010] The technical problem to be solved by the present invention is to provide an intelligent automobile early warning system, which can accurately and quickly determine whether the driver is in a fatigue state without directly detecting the driver.

[0011] An intelligent automobile early warning system of the present invention comprises

[0012] A standard setting unit, used to set an ideal driving trajectory of the vehicle according to a preset driving route and a real-time wheel steering angle, and to set a safe fluctuation range of a specific position of the vehicle when driving according to the ideal driving trajectory;

[0013] Fluctuation monitoring unit, used to monitor in real time whether the vehicle is within the safe fluctuation range;

[0014] A condition judgment unit, used to judge whether the vehicle needs to turn around to get out of the safe fluctuation range after the vehicle leaves the safe fluctuation range, and to judge whether the turning action meets the safety conditions;

[0015] A turning speed measuring unit is used to detect whether the turning speed of the front wheels or the steering wheel of the vehicle exceeds a set threshold when the vehicle makes a turning action or a reverse turning action;

[0016] The fatigue identification unit is used to determine whether the vehicle driver is in a fatigue state based on the results of the condition judgment unit and the direction adjustment and speed measurement unit.

[0017] As a further improvement of the present invention, a method for setting a safe fluctuation range includes: obtaining at least one preset driving route derived from the in-vehicle navigation; setting the optimal driving route recommended by the in-vehicle navigation as the current driving route; taking the vehicle's position when the system is started as the starting point, as the starting point of the current driving route to determine that the route is an ideal driving trajectory; taking the ideal driving trajectory as the central axis, extending the same distance on both sides perpendicular to the ideal driving trajectory to set a virtual safe fluctuation boundary, and the area between the two safe fluctuation boundaries is the safe fluctuation range.

[0018] As a further improvement of the present invention, a method for determining whether a vehicle is within a safe fluctuation range includes: setting the turning angle of the front wheels or steering wheel when the vehicle's driving direction is consistent with the ideal driving trajectory as a standard angle; obtaining the vehicle's real-time driving speed, the turning angle of the front wheels or steering wheel, and the turning duration of the front wheels or steering wheel to obtain the vehicle's actual driving path; establishing a path coordinate system, with the ideal driving trajectory direction as the X-axis and the direction perpendicular to the ideal driving trajectory as the Y-axis, drawing the vehicle's actual driving path curve in the coordinate system, and drawing a safe fluctuation boundary curve in the coordinate system; and determining whether the actual driving path curve has at least some lines outside the safe fluctuation range.

[0019] As a further improvement of the present invention, a method for determining whether a vehicle has the necessary ability to turn to escape a safe fluctuation range includes: obtaining all preset driving routes in the vehicle navigation system; determining whether, when the vehicle is at a position that is out of the safe fluctuation range, the driving direction of the vehicle is the same as the driving direction of at least one other preset driving route at that position; and obtaining obstacle information in front of the vehicle on the ideal driving trajectory.

[0020] As a further improvement of the present invention, after confirming that the vehicle needs to turn to leave the safety fluctuation range, the ideal driving trajectory is updated and a new safety fluctuation range is set; the method for judging whether the turning action meets the safety conditions includes: obtaining obstacle information of the vehicle in front of the ideal driving trajectory; obtaining obstacle information of the vehicle behind the ideal driving trajectory; obtaining obstacle information of the vehicle in front of the updated ideal driving trajectory; obtaining obstacle information of the vehicle behind the updated ideal driving trajectory.

[0021] As a further improvement of the present invention, a method for detecting whether the reverse turning action generated by the vehicle is qualified includes: establishing a path coordinate system, with the ideal driving trajectory direction as the X-axis, and the direction perpendicular to the ideal driving trajectory as the Y-axis; drawing a vehicle path curve in the coordinate system; calculating the slope of the path curve of any curved segment; and determining whether any slope exceeds a set safety slope.

[0022] As a further improvement of the present invention, the method for determining the reverse steering action includes: determining whether the vehicle returns to the safe fluctuation range after leaving the safe fluctuation range.

[0023] As a further improvement of the present invention, a method for determining whether a vehicle driver is in a fatigue state includes: if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, and the turning action does not meet safety conditions, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets safety conditions, but the reverse turning action is not available, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets safety conditions, and the reverse turning action is available, but the steering speed of the reverse turning action exceeds a set threshold, then the vehicle driver is determined to be in a fatigue state.

[0024] As a further improvement of the present invention, a method for determining whether a vehicle driver is in a fatigue state includes: if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, and the phenomenon that the turning action does not meet the safety conditions occurs N times, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, but the phenomenon that the reverse turning action does not exist occurs N times, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, and the reverse turning action is available, but the steering speed of the reverse turning action exceeds the set threshold value occurs N times, then the vehicle driver is determined to be in a fatigue state; N is a natural number greater than or equal to 1.

[0025] As a further improvement of the present invention, a method for detecting whether the steering speed of the front wheels or the steering wheel when the vehicle generates a turning action or a reverse turning action exceeds a set threshold includes: recording the starting rotation position and the final rotation position of the front wheels or the steering wheel after the turning action or the reverse turning action is generated to obtain the rotation angle generated by the turning action or the reverse turning action; recording the time spent by the front wheels or the steering wheel in turning the angle; calculating the steering speed of the front wheels or the steering wheel; and comparing the steering speed of the front wheels or the steering wheel with the set threshold.

[0026] Compared with the prior art, the present invention has the following beneficial effects:

[0027] The present invention determines the driver's fatigue state based on the vehicle's own conditions, thus avoiding the problem that the driver's subjective factors may lead to inaccurate detection results.

[0028] The present invention sets an ideal driving trajectory and a safe fluctuation range, establishes a path coordinate system, draws a curve of the actual driving route of the vehicle, and determines whether the vehicle is tilted out of the safe fluctuation range due to the driver's fatigue and failure to control the driving direction, or determines whether the vehicle is correcting the direction too fast due to the driver's fatigue and failure to correct the driving direction in time, based on the overlap between the curve and the safe fluctuation range.

[0029] The present invention determines whether the driver suddenly wakes up and quickly turns the vehicle due to delayed awareness that the vehicle has deviated from the safe fluctuation range by calculating the slope of the actual driving route curve of the vehicle, or calculating the rotation speed of the turning action / counter-turning action. In this case, the driver is not fully awake and is likely to doze off again. The driver is identified as being in a fatigue state, which can avoid subsequent potential safety hazards.

[0030] When the present invention determines that the driver is in a fatigue state, the warning light in the vehicle is controlled to flash, the horn in the vehicle emits an alarm sound, and the electric power assist is started according to the direction; when the rotation angle of the front wheel or the steering wheel of the vehicle is a negative angle, the electric power assist when the steering wheel is rotated counterclockwise is turned off, and the electric power assist when the steering wheel is rotated clockwise is turned on; conversely, when the rotation angle of the front wheel or the steering wheel of the vehicle is a positive angle, the electric power assist when the steering wheel is rotated clockwise is turned off, and the electric power assist when the steering wheel is rotated counterclockwise is turned on; in this way, it is easier for the driver to turn the vehicle's driving direction to a direction close to the ideal driving trajectory on the same road section, and it is more difficult for the driver to turn the vehicle's driving direction to deviate from the ideal driving trajectory on the same road section, thereby warning and forcing the driver to turn the vehicle in the direction of the ideal driving trajectory on the same road section. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the process of the present invention;

[0032] Figure 2 It is a schematic diagram of the actual driving trajectory of the present invention when it is within the safe fluctuation range;

[0033] Figure 3 It is a schematic diagram of the actual driving trajectory of the present invention when the actual driving trajectory exceeds the safe fluctuation range and then reverses to return to the safe fluctuation range. DETAILED DESCRIPTION

[0034] Specific embodiment 1: Please refer to Figure 1-3 An intelligent automobile early warning system includes a vehicle navigation, a turning angle sensor, an alarm unit, and a control system.

[0035] The in-vehicle navigation is a software that comes with the vehicle. The in-vehicle navigation sets the driving destination in advance before driving. The in-vehicle navigation has the ability to obtain the current position of the vehicle, and can plan multiple driving routes based on the map of the area where the vehicle is located, with the current position of the vehicle as the starting point and the set driving destination as the end point; the multiple driving routes are preset according to conventional distance priority and / or time priority and / or cost priority requirements; the driver can refer to any driving route as the scheduled driving route for this driving; it should be noted that in this system, it is set that the driver must have selected one of the multiple driving routes as the scheduled driving route for this driving. In order to achieve this goal, all possible driving routes can be listed by exhaustive method, or routes with the highest priority on distance, time, cost, or distance / time / cost combined priority can be listed, so that the driver will definitely choose one of the routes.

[0036] The steering angle sensor can be set in the steering wheel or on the front wheel (steering wheel). The use principle and effect of the steering angle sensor are existing technologies and will not be elaborated here. The steering angle sensor collects the specific steering angle, turning direction and steering speed of the vehicle.

[0037] The alarm unit controls the warning lights, horn and electric steering assist in the vehicle.

[0038] The control system includes a standard setting unit, a fluctuation monitoring unit, a condition judgment unit, a direction adjustment and speed measurement unit, and a fatigue recognition unit.

[0039] The standard setting unit is used to set the ideal driving trajectory of the vehicle according to the preset driving route and the real-time wheel steering angle, and to set the safe fluctuation range of the specific position of the vehicle when driving according to the ideal driving trajectory.

[0040] The fluctuation monitoring unit is used to monitor in real time whether the vehicle is within the safe fluctuation range.

[0041] The condition judgment unit is used to judge whether the vehicle needs to turn to leave the safe fluctuation range after the vehicle leaves the safe fluctuation range, and to judge whether the turning action meets the safety conditions.

[0042] The turning speed measuring unit is used to detect whether the turning action or reverse turning action generated by the vehicle is qualified.

[0043] The fatigue identification unit is used to determine whether the vehicle driver is in a fatigue state based on the results of the condition judgment unit and the direction adjustment and speed measurement unit.

[0044] The workflow of the control system is as follows:

[0045] S10. The standard setting unit obtains multiple preset driving routes derived from the vehicle navigation; the driver actively or passively sets the optimal route recommended by the vehicle navigation as the current driving route; the vehicle's position when the system is started is used as the starting point, as the starting point of the current driving route, and the current driving route is used as the ideal driving trajectory; the standard setting unit obtains data from the corner sensor, determines the real-time driving direction of the vehicle, and determines the angle between the real-time driving direction of the vehicle and the driving direction of the ideal driving trajectory processed on the same road section; with the ideal driving trajectory as the central axis, the same distance is extended to both sides perpendicular to the ideal driving trajectory to set a virtual safety fluctuation boundary, and the two safety fluctuation boundaries are between The safety fluctuation range; the setting of the safety fluctuation range is due to the fact that the vehicle will inevitably make slight changes in the driving direction due to uneven road surface, driver's hand shaking and other reasons during driving, but a normal driver will automatically correct the wrong driving direction. In order to rationalize the normal direction correction process, a safety fluctuation range is set.

[0046] S20. The fluctuation monitoring unit monitors whether the vehicle is within the safe fluctuation range; when the fluctuation monitoring unit sets the vehicle's driving direction to be consistent with the ideal driving trajectory, the turning angle of the front wheel or steering wheel is the standard angle, which is a zero-degree steering angle, a negative angle if it deviates to the left, and a positive angle if it deviates to the right; the fluctuation monitoring unit monitors the vehicle's real-time driving speed, the turning angle of the front wheel or steering wheel, and the duration of the front wheel or steering wheel rotation to form and record the vehicle's actual driving path; the fluctuation monitoring unit establishes a path coordinate system, with the vehicle center as the zero point coordinate, the direction of the ideal driving trajectory of the vehicle at the section as the X-axis, and the direction perpendicular to the ideal driving trajectory of the vehicle at the section as the Y-axis, draws the vehicle's actual driving path curve in the coordinate system, and draws a safe fluctuation boundary curve in the coordinate system; judges in real time whether the actual driving path curve has at least part of the lines outside the safe fluctuation range; if the judgment result is no, continue to monitor the vehicle situation; if the judgment result is yes, proceed to step S30.

[0047] S30. When the judgment result of step S20 is yes, that is, the vehicle is outside the safe fluctuation range, the conditional judgment unit judges whether the vehicle needs to turn to leave the safe fluctuation range; the conditional judgment unit obtains all preset driving routes in the vehicle navigation; judges whether the vehicle's driving direction is the same as the driving direction of at least one other preset driving route on the road section that is out of the safe fluctuation range (that is, whether the driver is likely to choose to change the driving route on the road section); obtains obstacle information in front of the ideal driving trajectory of the vehicle (that is, whether the driver is likely to choose to change the driving route due to an accident in front) to judge whether an accident occurs in front of the vehicle; if the judgment result is yes, the ideal driving trajectory is updated and a new safe fluctuation range is determined; if the judgment result is no, proceed to step S40.

[0048] S40. After confirming that the vehicle does not need to turn to leave the safe fluctuation range, the conditional judgment unit judges whether the turning action of the vehicle to leave the safe fluctuation range meets the safety conditions; the conditional judgment unit obtains the obstacle information in front of the ideal driving trajectory of the vehicle on the road section; the conditional judgment unit obtains the obstacle information behind the ideal driving trajectory of the vehicle on the road section; the conditional judgment unit obtains the obstacle information in front of the updated ideal driving trajectory of the vehicle; the conditional judgment unit obtains the obstacle information behind the updated ideal driving trajectory of the vehicle; the obstacle information includes: whether there is an obstacle, the distance between the obstacle and the vehicle itself, and the relative speed between the obstacle and the vehicle itself; the conditional judgment unit judges whether the vehicle will cause a safety hazard if it continues to travel in the current direction based on the obstacle information; if the judgment result is no, the fatigue recognition unit determines that the vehicle driver is in a fatigue state (there is no need to turn and turning has a safety hazard, and the vehicle driver is determined to be in a fatigue state and is not responsive); if the judgment result is yes, proceed to step S50.

[0049] S50. When it is confirmed that the vehicle does not need to turn and the turning action of the vehicle meets the safety conditions, the turning speed measuring unit determines whether there is a reverse turning action; the turning speed measuring unit obtains the actual driving path of the vehicle and determines whether the vehicle returns to the safe fluctuation range after leaving the safe fluctuation range; if the judgment result is yes, it is determined that there is a reverse turning action to move the vehicle back to the safe fluctuation range, and step S60 is performed; if the judgment result is no, it is determined that there is no reverse turning action, and the fatigue determination unit determines that the vehicle driver is in a fatigue state (the vehicle does not need to turn, although the turning action of the vehicle meets the safety conditions, there is no reverse turning action, and it is determined that the vehicle driver is in a fatigue state and has a slow reaction);

[0050] S60. When the vehicle does not need to turn, and the vehicle's turning action meets the safety conditions, and it also has a reverse turning action, the turning speed measurement unit obtains the actual driving path curve of the vehicle in the path coordinate system, and calculates the slope of the path curve of any curve segment; determines whether any slope exceeds the set safety slope, the safety slope is a safety slope pre-defined by the turning speed measurement unit, and the vehicle steering angle corresponding to the safety slope is the maximum steering angle when a normal driver corrects the driving direction; if the judgment result is yes, the fatigue recognition unit determines that the vehicle driver is in a fatigue state (the vehicle does not need to turn, and the vehicle's turning action meets the safety conditions, and it also has a reverse turning action, but the amplitude of the reverse turning action is too large, and it is determined that the vehicle driver is in a fatigue state and the reaction is not sensitive); if the judgment result is no, the fatigue recognition unit determines that the vehicle driver is in a safe state.

[0051] After going through the control system process, when it is determined that the vehicle driver is in a fatigue state, the alarm unit is activated, controlling the flashing of the warning lights in the vehicle, the alarm sound of the horn in the vehicle, and the activation of the electric power assist according to the direction; when the rotation angle of the front wheels or the steering wheel of the vehicle is a negative angle, the electric power assist when the steering wheel turns counterclockwise is turned off, and the electric power assist when the steering wheel turns clockwise is turned on; conversely, when the rotation angle of the front wheels or the steering wheel of the vehicle is a positive angle, the electric power assist when the steering wheel turns clockwise is turned off, and the electric power assist when the steering wheel turns counterclockwise is turned on; in this way, it is easier for the driver to turn the vehicle's direction closer to the ideal driving trajectory on the same road section, and it is more difficult for the driver to turn the vehicle's direction away from the ideal driving trajectory on the same road section, thereby warning and forcing the driver to turn the vehicle in the direction of the ideal driving trajectory on the same road section.

[0052] In general, the methods for determining whether a vehicle driver is in a fatigued state include:

[0053] 1. If the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, and the turning action does not meet the safety conditions, then the vehicle driver is deemed to be in a fatigued state; the actual situation corresponding to this state is that the driver deviated from the driving direction due to dozing off, and due to fatigue did not observe whether the safety conditions for deviating from the driving were met.

[0054] 2. If the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, but the reverse turning action is not available, then the vehicle driver is deemed to be in a fatigued state; the actual situation corresponding to this state is that the driver deviates from the driving direction due to dozing off. Although the safety conditions for deviating from the driving are met, the driver has not yet realized that the vehicle has deviated from the safe fluctuation range, which is potentially dangerous.

[0055] 3. If the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, and the reverse turning action is available, but the steering speed of the reverse turning action exceeds the set threshold, then the vehicle driver is deemed to be in a fatigued state; the actual situation corresponding to this state is that the driver is drowsy and delays realizing that the vehicle has deviated from the safe fluctuation range, and then suddenly wakes up and controls the vehicle back to the safe fluctuation range. This situation is an emergency response that a person will autonomously produce when encountering a dangerous situation while dozing off, but it cannot be determined that the driver is truly awake at this time, and he may have dozed off again, so he still needs to be judged as a fatigued state.

[0056] Specific embodiment 2: Different from specific embodiment 1, the method for determining whether the vehicle driver is in a fatigue state includes: if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, and the phenomenon that the turning action does not meet the safety conditions occurs N times, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, but the phenomenon that the reverse turning action does not exist occurs N times, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, and the reverse turning action exists, but the steering speed of the reverse turning action exceeds the set threshold value occurs N times, then the vehicle driver is determined to be in a fatigue state; N is a natural number greater than or equal to 1; in this embodiment, N=2.

[0057] Specific embodiment three: Different from specific embodiment one, the method for detecting whether the steering speed of the front wheels or the steering wheel when the vehicle generates a turning action or a reverse turning action exceeds a set threshold includes: recording the starting rotation position and the final rotation position of the front wheels or the steering wheel after the turning action or the reverse turning action is generated to obtain the rotation angle generated by the turning action or the reverse turning action; recording the time spent by the front wheels or the steering wheel in turning the angle; calculating the steering speed of the front wheels or the steering wheel; comparing the steering speed of the front wheels or the steering wheel with the set threshold; if the front wheels or the steering wheel rotate too fast, it is determined that the driver is in a fatigue state.

[0058] Specific embodiment four: Different from specific embodiment one, the qualified criteria for the reverse steering action include: the steering angle is within the set threshold; when the vehicle drives out of the safe fluctuation range, the steering angle at the moment the vehicle leaves the safe fluctuation range is defined as the initial angle; if the front wheels or steering wheel of the vehicle produce a steering behavior that is biased toward one side of the safe fluctuation range, the final steering angle of the front wheels or steering wheel of the vehicle is obtained, and the final steering angle of the front wheels or steering wheel of the vehicle is defined as the final angle; the angle difference between the final angle and the initial angle is calculated; if the angle difference is greater than the set angle difference threshold, it is determined that the reverse steering action is unqualified and the vehicle driver is in a fatigued state; wherein the set angle difference threshold is set in advance and is the normal driving direction adjustment angle when the vehicle driver is awake.

[0059] Specific embodiment five: On the basis of specific embodiment four, the qualified standard for the reverse steering action also includes: the angle change speed of the final angle and the initial angle is within the set threshold; when the rotation speed of the front wheels or steering wheel of the vehicle exceeds the predetermined threshold, it is determined that the reverse steering action is unqualified and the vehicle driver is in a fatigued state; wherein, the speed change threshold is set in advance and is the normal driving angle correction speed when the vehicle driver is driving in a sober state.

[0060] Specific embodiment six: On the basis of specific embodiment four, only when the angle difference between the final angle and the initial angle exceeds the set threshold, and the angle change speed between the final angle and the initial angle exceeds the set threshold; that is, after the vehicle deviates from the safe fluctuation range, it suddenly realizes that the vehicle has deviated, and pulls the vehicle back to the safe fluctuation range in a short time, so as to prove that the vehicle driver is in a fatigued state; such a setting can avoid the misjudgment of the driver's sobriety due to driving skills and distracted driving as much as possible compared with specific embodiments four and five; compared with specific embodiments one and two, it can determine whether the vehicle driver is fatigued as timely as possible, without the need to determine after the vehicle has traveled the driving trajectory.

[0061] Specific embodiment seven: On the basis of any one of specific embodiments four to six, the qualified standard for the reverse turning action also includes: whether safety conditions are met when the reverse turning action occurs; the requirements for safety conditions when the reverse turning action occurs include: there is no vehicle behind the ideal driving trajectory, or the vehicle behind the ideal driving trajectory cannot catch up with the vehicle within the time period when the vehicle corrects to the ideal driving trajectory, there is no obstacle in front of the ideal driving trajectory, or the obstacle in front of the ideal driving trajectory cannot be caught up within the time period when the vehicle corrects to the ideal driving trajectory; if all the requirements of the safety conditions are not met when the reverse turning action occurs, the vehicle driver is deemed to be in a fatigue state.

[0062] Specific embodiment eight: On the basis of specific embodiment seven, when the reverse turning action occurs, if the safety conditions are not met, the vehicle generates a turning action to avoid the interference in front or behind. At this time, if the reverse turning action of the vehicle is unqualified, it is directly determined that the vehicle driver is in a fatigue state. If the reverse turning action of the vehicle is qualified, it is continued to determine whether the subsequent turning actions of the vehicle are qualified; the requirements for the qualified turning action include: whether the single adjustment angle of the turning action exceeds the set threshold, whether the single adjustment speed of the turning action exceeds the set threshold, and whether the ratio of the relative speed between the vehicle and the interference to the distance between the vehicle and the interference when the turning action is started exceeds the set threshold; it should be noted that when the relative speed between the vehicle and the interference is greater, the distance between the vehicle and the interference should also be greater to ensure that the vehicle turning action has enough time to complete. If the ratio is too large, it proves that the distance between the vehicle and the interference is too close, and the vehicle driver may not have time to react, and there is a possibility of a traffic accident; when the turning action occurs, if all the above requirements cannot be met at the same time, it is determined that the vehicle driver is in a fatigue state.

Claims

1. An intelligent automobile early warning system, characterized in that: include A standard setting unit, used to set an ideal driving trajectory of the vehicle according to a preset driving route and a real-time wheel steering angle, and to set a safe fluctuation range of a specific position of the vehicle when driving according to the ideal driving trajectory; Fluctuation monitoring unit, used to monitor in real time whether the vehicle is within the safe fluctuation range; A condition judgment unit, used to judge whether the vehicle needs to turn around to get out of the safe fluctuation range after the vehicle leaves the safe fluctuation range, and to judge whether the turning action meets the safety conditions; The turning speed measuring unit is used to detect whether the reverse turning action generated by the vehicle is qualified; The fatigue identification unit is used to determine whether the vehicle driver is in a fatigue state based on the results of the condition judgment unit and the direction adjustment and speed measurement unit.

2. The intelligent automobile early warning system according to claim 1, characterized in that: The method for setting the safety fluctuation range includes: obtaining at least one preset driving route derived from the in-vehicle navigation; setting the optimal driving route recommended by the in-vehicle navigation as the current driving route; taking the vehicle's position when the system is started as the starting point, as the starting point of the current driving route to determine that the route is an ideal driving trajectory; taking the ideal driving trajectory as the central axis, extending the same distance on both sides perpendicular to the ideal driving trajectory to set a virtual safety fluctuation boundary, and the area between the two safety fluctuation boundaries is the safety fluctuation range.

3. The intelligent automobile early warning system according to claim 1, characterized in that: The method for determining whether a vehicle is within a safe fluctuation range includes: setting the turning angle of the front wheels or the steering wheel when the vehicle's driving direction is consistent with the ideal driving trajectory as a standard angle; obtaining the vehicle's real-time driving speed, the turning angle of the front wheels or the steering wheel, and the turning duration of the front wheels or the steering wheel to obtain the vehicle's actual driving path; establishing a path coordinate system, with the ideal driving trajectory direction as the X-axis and the direction perpendicular to the ideal driving trajectory as the Y-axis, drawing the vehicle's actual driving path curve in the coordinate system, and drawing a safe fluctuation boundary curve in the coordinate system; and determining whether the actual driving path curve has at least some lines located outside the safe fluctuation range.

4. The intelligent automobile early warning system according to claim 1, characterized in that: The method for determining whether the vehicle has the necessary ability to turn to escape the safety fluctuation range includes: obtaining all preset driving routes in the vehicle navigation; determining whether the vehicle's driving direction is the same as the driving direction of at least one other preset driving route at the same position when the vehicle is at a position that escapes the safety fluctuation range; and obtaining obstacle information in front of the vehicle on the ideal driving trajectory.

5. The intelligent automobile early warning system according to claim 1, characterized in that: After confirming that the vehicle needs to turn to leave the safe fluctuation range, the ideal driving trajectory is updated and a new safe fluctuation range is set; the method for judging whether the turning action meets the safety conditions includes: obtaining obstacle information of the vehicle in front of the ideal driving trajectory; obtaining obstacle information of the vehicle behind the ideal driving trajectory; obtaining obstacle information of the vehicle in front of the updated ideal driving trajectory; obtaining obstacle information of the vehicle behind the updated ideal driving trajectory.

6. The intelligent automobile early warning system according to claim 1, characterized in that: The method for detecting whether the steering speed of the front wheels or the steering wheel of the vehicle exceeds a set threshold when the vehicle performs a turning action or a reverse turning action includes: establishing a path coordinate system, with the ideal driving trajectory direction as the X-axis and the direction perpendicular to the ideal driving trajectory as the Y-axis; drawing a vehicle path curve in the coordinate system; calculating the slope of the path curve of any curved segment; and determining whether any slope exceeds a set safety slope.

7. The intelligent automobile early warning system according to claim 1, characterized in that: The method for judging the reverse steering action includes: judging whether the vehicle returns to the safe fluctuation range after leaving the safe fluctuation range.

8. The intelligent automobile early warning system according to claim 1, characterized in that: The method for determining whether a vehicle driver is in a fatigue state includes: if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, and the turning action does not meet the safety conditions, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, but the reverse turning action is not available, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, and the reverse turning action is available, but the steering speed of the reverse turning action exceeds the set threshold, then the vehicle driver is determined to be in a fatigue state.

9. The intelligent automobile early warning system according to claim 8, characterized in that: The method for determining whether a vehicle driver is in a fatigue state includes: if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, and the phenomenon that the turning action does not meet the safety conditions occurs N times, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, but the phenomenon that the reverse turning action does not exist occurs N times, then the vehicle driver is determined to be in a fatigue state; if the result of the conditional judgment unit is that the vehicle does not need to turn to leave the safe fluctuation range, the turning action meets the safety conditions, and the reverse turning action is available, but the steering speed of the reverse turning action exceeds the set threshold value occurs N times, then the vehicle driver is determined to be in a fatigue state; N is a natural number greater than or equal to 1.

10. The intelligent automobile early warning system according to claim 1, characterized in that: The method for detecting whether the steering speed of the front wheels or steering wheel when the vehicle generates a turning action or a reverse turning action exceeds a set threshold includes: recording the starting rotation position and the final rotation position of the front wheels or steering wheel after the turning action or the reverse turning action is generated to obtain the turning angle generated by the turning action or the reverse turning action; recording the time consumed by the front wheels or steering wheel in turning the angle; calculating the steering speed of the front wheels or steering wheel; and comparing the steering speed of the front wheels or steering wheel with the set threshold.

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