A method and system for detecting pothole convexity on a road, an electronic device and a storage medium

Abstract

The application discloses a pothole bump detection method and system on a road, an electronic device and a storage medium. The method comprises the following steps: determining the change rule of the tire weight value of a vehicle according to the tire weight value meeting a preset change condition; determining whether there is a pothole bump on the road based on the change rule; if there is, obtaining the position of the pothole bump, and generating pothole bump data at the position; determining the accuracy of the pothole bump based on the vehicle data passing through the position, the pothole bump data at the position detected by other vehicles and the pothole bump data generated by the vehicle; and marking the pothole bump on a map containing the road according to the accuracy. The change rule of the tire weight value of the vehicle is used to determine the pothole bump passed by the vehicle, which is closer to the real scene. In combination with the data of all vehicles passing through the same pothole bump, the accuracy of the pothole bump is calculated to improve the accuracy. Then, the pothole bump is marked on the map according to the accuracy, so that certain safety accidents can be prevented in time.

Description

Technical Field

[0001] This application relates to the field of vehicle networking technology, specifically to a method, system, electronic device, and storage medium for detecting potholes and bumps on roads. Background Technology

[0002] Potholes and bumps on road surfaces can impact vehicle tires, causing discomfort. Larger potholes or bumps can even damage the tires. Furthermore, if damaged tires are not detected, repaired, or replaced promptly, continued use can lead to vehicle breakdowns. Therefore, it is essential to detect and identify potholes and bumps on the road surface and report them to the driver immediately. Summary of the Invention

[0003] The purpose of this application is to address the shortcomings of the prior art by proposing a method, system, electronic device, and storage medium for detecting potholes and bumps on roads. This purpose is achieved through the following technical solutions.

[0004] The first aspect of this application proposes a method for detecting potholes and bulges on roads, the method comprising:

[0005] Based on the detected tire weight values ​​of the vehicle meeting preset change conditions, the change pattern of the tire weight values ​​is determined. The tire weight values ​​are collected by weighing sensors installed on the vehicle tires.

[0006] Based on the aforementioned pattern of change, determine whether there are potholes or bumps on the road;

[0007] If so, obtain the position of the pit convex hull and generate pit convex hull data at the position;

[0008] The accuracy of the pothole convexity is determined based on vehicle data passing through the location, pothole convexity data detected by other vehicles at the location, and pothole convexity data generated by the vehicle.

[0009] Mark the potholes and convex hulls on a map containing the road based on the accuracy rate.

[0010] In some embodiments of this application, the step of detecting that the vehicle's tire weight value meets a preset change condition includes:

[0011] Determine the rate of change of the currently collected tire weight value relative to the previously collected tire weight value; if the absolute value of the rate of change is greater than a first threshold, determine that the vehicle's tire weight value meets the preset change conditions.

[0012] In some embodiments of this application, determining the variation pattern of the tire weighing value includes:

[0013] When the absolute value of the rate of change of the currently collected tire weight value relative to the previously collected tire weight value is greater than a first threshold, the previously collected tire weight value is recorded as the initial value in the change pattern; the tire weight values ​​collected each time are continuously recorded in the change pattern until the collected tire weight value is consistent with the initial value, at which point the recording ends.

[0014] In some embodiments of this application, determining whether there are potholes or bumps on the road based on the changing pattern includes:

[0015] Based on the tire weight values ​​collected in each of the aforementioned change patterns, the severity of the tire weight change is determined; if the severity exceeds a second threshold, it is determined that there are potholes or bumps on the road.

[0016] In some embodiments of this application, determining the severity of tire weight variation based on the tire weight values ​​collected at each time within the variation pattern includes:

[0017] Starting from the second tire weight value collected in the aforementioned variation pattern, determine the rate of change of each tire weight value collected in the aforementioned variation pattern relative to the first tire weight value collected; obtain the first vehicle speed at the first collection time corresponding to the first tire weight value collected, and obtain the second vehicle speed at the second collection time corresponding to the maximum absolute value of the rate of change; use the maximum absolute value of the rate of change, the first collection time, the first vehicle speed, the second collection time, and the second vehicle speed to determine the severity of the tire weight change.

[0018] In some embodiments of this application, generating the pit / convex hull data at the location includes:

[0019] Generate pit convex hull data that includes the location, variation pattern, and severity of the pits and convex hulls.

[0020] In some embodiments of this application, determining the accuracy of the pothole bump based on vehicle data passing through the location, pothole bump data detected by other vehicles at the location, and pothole bump data generated by the vehicle includes:

[0021] The total number of vehicles passing through the location is counted using vehicle data; the number of vehicles that detected potholes at the location is counted using pothole data detected by other vehicles and pothole data generated by the vehicles; and the accuracy of the pothole detection is determined based on the total number of vehicles and the number of vehicles that detected potholes at the location.

[0022] In some embodiments of this application, marking the pothole convex hull on a map containing the road according to the accuracy includes:

[0023] If the accuracy exceeds a third threshold, mark the pothole convex hull on the map containing the road.

[0024] In some embodiments of this application, marking the pothole convex hull on a map containing the road according to the accuracy includes:

[0025] The final severity of the pothole bump is determined by using the severity data of pothole bumps at the location detected by other vehicles and the severity data of pothole bumps generated by the vehicle; the accuracy of the pothole bump and the final severity are marked on a map containing the road.

[0026] A second aspect of this application proposes a system for detecting potholes and bulges on roads, the system comprising:

[0027] The vehicle recognition module is used to determine the variation pattern of the tire weight value based on the detected tire weight value of the vehicle meeting the preset variation conditions. The tire weight value is collected by the weighing sensor installed on the vehicle tire. Based on the variation pattern, it determines whether there are potholes or bumps on the road. If there are, it obtains the location of the pothole or bump and generates pothole or bump data at the location, which is then uploaded to the data processing module.

[0028] The data processing module is used to determine the accuracy of the pothole bump based on vehicle data passing through the location, pothole bump data uploaded by other vehicles at the location, and pothole bump data uploaded by the vehicle, and to mark the pothole bump on a map containing the road according to the accuracy.

[0029] A third aspect of this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to perform the steps of the method as described in the first aspect above.

[0030] The fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, the program being executed by a processor to perform the steps of the method as described in the first aspect above.

[0031] Based on the method and system for detecting potholes and bumps on roads described in the first and second aspects above, this application has at least the following beneficial effects or advantages:

[0032] This application uses a combination of hardware and software to determine the potholes and bumps a vehicle has traversed based on the changing patterns of tire weight values ​​collected by weighing sensors installed on the vehicle's tires. Since only the weighing sensors need to be added, the hardware cost is low, and analyzing road potholes and bumps based on tire weight value changes more closely approximates real-world scenarios. Furthermore, it generates pothole and bump data by combining the locations of the potholes and bumps, and calculates the accuracy rate by using data from all vehicles passing the same locations to improve accuracy. Then, based on the accuracy rate, potholes and bumps are marked on a map containing the road, promptly exposing potential safety hazards and preventing accidents. Attached Figure Description

[0033] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0034] Figure 1 This is a flowchart illustrating an embodiment of a method for detecting potholes and bumps on a road, according to an exemplary embodiment of this application.

[0035] Figure 2 This is a schematic diagram illustrating the structure of a road pothole detection system according to an exemplary embodiment of this application;

[0036] Figure 3 This is a schematic diagram of the hardware structure of an electronic device according to an exemplary embodiment of this application;

[0037] Figure 4 This is a schematic diagram of the structure of a storage medium according to an exemplary embodiment of this application. Detailed Implementation

[0038] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of systems and methods consistent with some aspects of this application as detailed in the appended claims.

[0039] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0040] It should be understood that although the terms first, second, third, etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0041] Figure 1 This is a flowchart illustrating an embodiment of a method for detecting potholes and bumps on a road according to an exemplary embodiment of this application, including the following steps:

[0042] Step 101: Based on the detected tire weight values ​​of the vehicle meeting the preset change conditions, determine the change pattern of the tire weight values.

[0043] The tire weight value is collected by the weighing sensor installed on the vehicle tire. The weighing sensor on the vehicle tire collects the tire weight in real time during the vehicle's operation. When the tire weight value collected meets certain change conditions, it indicates that the tire weight change may be caused by the vehicle passing over potholes or bumps. In order to improve the accuracy of pothole and bump detection, the change pattern of the tire weight value is used to identify potholes and bumps.

[0044] In this embodiment of the application, the change pattern of tire weight value includes continuously collected tire weight values, specifically, it means that the recording of tire weight value starts from the time the tire weight value changes until the tire weight value returns to the state before the change.

[0045] Optionally, for the process of determining whether the tire weighing value of a vehicle meets the preset change conditions, the rate of change of the currently collected tire weighing value relative to the previously collected tire weighing value is determined, and the absolute value of the rate of change is compared with a first threshold. If the absolute value of the rate of change is greater than the first threshold, then the tire weighing value of the vehicle is determined to meet the preset change conditions.

[0046] If the rate of change is positive, it indicates a sharp increase in the tire's weight; if the rate of change is negative, it indicates a sharp decrease in the tire's weight.

[0047] In one optional specific implementation, regarding the process of determining the variation pattern of tire weighing values, when the absolute value of the rate of change of the currently collected tire weighing value relative to the previously collected tire weighing value is greater than a first threshold, the previously collected tire weighing value is recorded as the initial value in the variation pattern, and then each collected tire weighing value is continuously recorded in the variation pattern until the collected tire weighing value is consistent with the initial value, at which point the recording ends.

[0048] The fact that the tire weighing value is consistent with the initial value indicates that the tire weighing value has returned to the state before the change, meaning that the vehicle tire weighing has returned to the initial state.

[0049] Step 102: Determine whether there are potholes or bumps on the road based on this change pattern.

[0050] Optionally, the severity of tire weight change can be determined based on the tire weight values ​​collected in each step of the change pattern, and the severity can be compared with a second threshold. If the severity is greater than the second threshold, then it can be determined that there are potholes or bumps on the road.

[0051] Among them, the more severe the vehicle bumps, the larger the potholes and bumps it passes through, and the more severe the change in tire weight. Therefore, the severity can characterize the size of the potholes and bumps the vehicle passes through.

[0052] In one optional specific implementation, the process of determining the severity of tire weight change based on the tire weight values ​​collected in each step of the change pattern involves determining the rate of change of each tire weight value collected in each step of the change pattern relative to the first tire weight value collected, starting from the second tire weight value collected in the change pattern. Then, the first vehicle speed at the first collection time corresponding to the first tire weight value collected is obtained, and the second vehicle speed at the second collection time corresponding to the maximum absolute value of the rate of change is obtained. The severity of tire weight change is determined using the maximum absolute value of the rate of change, the first collection time, the first vehicle speed, the second collection time, and the second vehicle speed.

[0053] The formula for calculating the rate of change is as follows:

[0054] d = (w1 - w0) / w0

[0055] Where w0 is the first tire weighing value collected in the variation pattern, and w1 is a tire weighing value collected after the second tire weighing value collected in the variation pattern. For example, when calculating the rate of change of the third tire weighing value, w1 is the third tire weighing value collected in the variation pattern.

[0056] The formula for calculating severity is as follows:

[0057] a=|max(|d|)*10*(v2+v0) / (2*3.6)*(t2-t0)|

[0058] Where max(d) represents the maximum absolute value of the rate of change; v2 represents the second vehicle speed in kilometers per hour; v0 represents the first vehicle speed in kilometers per hour; t2 represents the second data acquisition time in seconds; and t0 represents the first data acquisition time in seconds.

[0059] It should be noted that, in determining the severity, the tire weight values ​​collected at each time in the variation pattern can also be used to determine whether the vehicle has passed over potholes or bumps.

[0060] Specifically, if the tire weight value suddenly increases sharply and then returns to its initial state before the change, it is determined that the vehicle has passed over a bump; if the tire weight value suddenly decreases sharply and then returns to its initial state before the change, it is determined that the vehicle has passed over a pothole.

[0061] Step 103: If so, obtain the position of the convex hull of the pit and generate the convex hull data at that position.

[0062] Specifically, the process of obtaining the location of the pothole can be achieved by acquiring the latitude and longitude records between the first acquisition time corresponding to the first tire weight value collected in the variation pattern and the acquisition time corresponding to the last tire weight value collected. The range of latitude and longitude records formed by these records can be used as the location of the pothole.

[0063] Specifically, the data on potholes and bumps can include the severity of tire weight changes, the pattern of tire weight changes, and the location of potholes and bumps.

[0064] Step 104: Based on the vehicle data passing through the location, the pothole convexity data detected by other vehicles at the location, and the pothole convexity data generated by the vehicle, determine the accuracy of the pothole convexity.

[0065] The vehicle data includes vehicle speed, license plate number, latitude and longitude. The accuracy calculated from a large amount of vehicle data and pothole / convex hull data can characterize how accurate the pothole / convex hull at that location is.

[0066] In one optional embodiment, the total number of vehicles passing through the location can be counted using vehicle data, and the number of vehicles that detected potholes at the location can be counted using data on potholes detected by other vehicles and data on potholes generated by the vehicle. Then, the accuracy of pothole detection can be determined based on the total number of vehicles and the number of vehicles that detected potholes at the location.

[0067] In practice, to eliminate misjudged data, when counting the number of vehicles that are detected as having potholes or bumps at a location, the count can be made by distinguishing between potholes and bumps. That is, count the number of vehicles that are judged as potholes at that location and count the number of vehicles that are judged as bumps at that location. Then, the vehicle count with the larger number is used to calculate the accuracy.

[0068] Step 105: Mark the pothole bulge on the map containing the road based on the accuracy.

[0069] Marking potholes and bumps on a map can effectively alert drivers and prevent accidents.

[0070] In an alternative embodiment, the accuracy of pothole indication can be improved by comparing the accuracy with a third threshold, and if the accuracy exceeds the third threshold, the pothole bump is marked on the map containing the road.

[0071] In another alternative embodiment, the final severity of the pothole bump can be determined by using the severity data of pothole bumps at the location detected by other vehicles and the severity data of pothole bumps generated by the vehicle, and then the accuracy and final severity of the pothole bump can be marked on a map containing the road.

[0072] Among these methods, the final severity calculated using data from numerous vehicles detecting potholes and bumps at that location is more accurate and better reflects the overall bumpiness level at that location. Furthermore, marking the accuracy and final severity on a map provides a more effective warning to drivers.

[0073] Specifically, the formula for calculating the final severity is as follows:

[0074]

[0075] Where wi is the first tire weight value (i.e., the initial load value) collected in the variation pattern of tire weight value contained in the pothole convexity data, ai is the severity of the pothole convexity data, and i is the pothole convexity data detected at the i-th location.

[0076] Understandably, the average severity of potholes and bumps detected by all vehicles at that location can also be used as the final severity level.

[0077] It should be noted that if the accuracy rate exceeds a certain threshold and / or the final severity exceeds a certain threshold, relevant personnel can be notified to inspect the location on the road.

[0078] This completes the above. Figure 1In the detection process shown, the present application uses a combination of software and hardware. Based on the change pattern of the tire weight values collected by the weighing sensors installed on the vehicle tires, it determines the potholes and bumps that the vehicle has passed through. Since only weighing sensors need to be added in terms of hardware, the hardware cost is low. Moreover, analyzing the potholes and bumps on the road based on the change of tire weight values is closer to the real scenario. Further, pothole and bump data is generated in combination with the positions of the potholes and bumps, and the accuracy rate of the potholes and bumps is calculated using the data of all vehicles passing through the same position to improve accuracy. Then, the potholes and bumps are marked on the map containing the road according to the accuracy rate, timely exposing the potential safety hazards on the road and preventing certain safety accidents from occurring.

[0079] Based on the above Figure 1 On the basis of the embodiments shown, a specific example is used for explanation below.

[0080] Vehicle Sichuan A10000 is traveling on Section 2 of the First Ring Road in Wuhou District, Chengdu. The load value of Tire 1 collected by the vehicle at the 0.1 - second mark is 1 ton, and the vehicle speed is 37 km / h.

[0081] At the 0.2 - second mark, the load value of Tire 1 becomes 1.5 tons, and the vehicle speed is 36 km / h. At this time, substituting the change rate of the load value of Tire 1 compared to that at the 0.1 - second mark into the formula d=(w1 - w0) / w0, the change rate is obtained as 50%. Since 50% is greater than the first threshold (20%), it indicates that the load value of Tire 1 starts to increase steeply, and it is judged that the vehicle may be passing through a bump. At this time, it is necessary to start recording from the load value of Tire 1 at the 0.1 - second mark.

[0082] At the 0.3 - second mark, the load value of Tire 1 becomes 2 tons, and the vehicle speed is 35 km / h. At this time, substituting the change rate of the load value of Tire 1 compared to that at the 0.1 - second mark into the formula d=(w1 - w0) / w0, the change rate is obtained as 100%. And since the load value of Tire 1 at the 0.3 - second mark is greater than that at the 0.2 - second mark, it indicates that the load value continues to increase steeply.

[0083] At the 0.4 - second mark, the load value of Tire 1 becomes 1.5 tons, and the vehicle speed is 36 km / h. At this time, substituting the change rate of the load value of Tire 1 compared to that at the 0.1 - second mark into the formula d=(w1 - w0) / w0, the change rate is obtained as 50%. And since the load value of Tire 1 at the 0.4 - second mark is smaller than that at the 0.3 - second mark, it indicates that the load value starts to decrease steeply.

[0084] At 0.5 seconds, the load capacity of tire 1 becomes 1 ton, and the vehicle speed is 37 km / h. Substituting the rate of change of the load capacity of tire 1 at this time compared to 0.1 seconds into the formula d=(w1-w0) / w0, we get a rate of change of 0%. Since the load capacity of tire 1 at 0.5 seconds returns to the state at 0.1 seconds, it indicates that the load capacity continues to drop sharply and returns to the initial state, thus ending the recording.

[0085] Therefore, the severity can be substituted into the formula a=|max(|d|)*10*(v2+v0) / (2*3.6)*(t2-t0)|, and the severity is a=|1*10*(35+37) / (2*3.6)*0.2|=20. If the severity is greater than the second threshold (10), it means that the vehicle has passed a pothole or a bump. Since the load value of tire 1 changes sharply, reaches its maximum, drops sharply, and recovers during the above process, it can be concluded that the vehicle has passed a bump. Thus, pothole and bump data containing the severity, the tire 1 load value recorded throughout the process, the bump location, and the bump judgment result are generated.

[0086] Then, the total number of vehicles passing through the convex bulge location and the number of vehicles that detected the convex bulge at that location are counted. The accuracy of the pothole convex bulge detection is then determined based on the total number of vehicles and the number of vehicles that detected the convex bulge at that location. Furthermore, the final severity is calculated using the severity data from all pothole convex bulges that detected the convex bulge at that location.

[0087] Finally, using GIS (Geographic Information Science) services, the road is marked to display the final severity and accuracy of each pothole and bump. If the final severity and / or accuracy reaches a certain level, relevant personnel are notified to carry out repairs.

[0088] Corresponding to the aforementioned embodiments of the method for detecting potholes and bumps on roads, this application also provides embodiments of a system for detecting potholes and bumps on roads.

[0089] Figure 2 This is a schematic diagram illustrating the structure of a road pothole detection system according to an exemplary embodiment of this application. The system is used to perform the road pothole detection method provided in any of the above embodiments, such as... Figure 2 As shown, the system for detecting potholes and bumps on this road includes:

[0090] The vehicle identification module 210 is used to determine the change pattern of the tire weight value based on the detected tire weight value of the vehicle meeting the preset change conditions. The tire weight value is collected by the weighing sensor installed on the vehicle tire. Based on the change pattern, it is determined whether there are potholes or bumps on the road. If there are, the location of the pothole or bump is obtained, and the pothole or bump data at the location is generated and uploaded to the data processing module.

[0091] The data processing module 220 is used to determine the accuracy of the pothole convexity based on vehicle data passing through the location, pothole convexity data uploaded by other vehicles at the location, and pothole convexity data uploaded by the vehicle, and to mark the pothole convexity on a map containing the road according to the accuracy.

[0092] Understandably, the vehicle recognition module 210 is bound to the vehicle and can be an in-vehicle terminal deployed on the vehicle. The data processing module 220 receives pothole and convexity data and vehicle data uploaded by each vehicle.

[0093] The implementation process of the functions and roles of each unit in the above system is detailed in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0094] For the system embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this application according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0095] This application also provides an electronic device corresponding to the method for detecting potholes and bumps on roads provided in the foregoing embodiments, to perform the aforementioned method for detecting potholes and bumps on roads.

[0096] Figure 3 This application illustrates a hardware structure diagram of an electronic device according to an exemplary embodiment. The electronic device includes a communication interface 601, a processor 602, a memory 603, and a bus 604. The communication interface 601, processor 602, and memory 603 communicate with each other via the bus 604. The processor 602 can execute the road pothole detection method described above by reading and executing machine-executable instructions corresponding to the control logic of the method for detecting potholes and bumps on the road stored in the memory 603. The specific content of this method is described in the above embodiment and will not be repeated here.

[0097] The memory 603 mentioned in this application can be any electronic, magnetic, optical, or other physical storage system, and can contain stored information such as executable instructions, data, etc. Specifically, the memory 603 can be RAM (Random Access Memory), flash memory, storage drive (such as hard disk drive), any type of storage disk (such as optical disc, DVD, etc.), or similar storage media, or combinations thereof. Communication between this system network element and at least one other network element is achieved through at least one communication interface 601 (which can be wired or wireless), and the Internet, wide area network, local area network, metropolitan area network, etc., can be used.

[0098] Bus 604 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. The memory 603 is used to store programs, and the processor 602 executes the programs after receiving execution instructions.

[0099] Processor 602 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 602 or by instructions in software form. The processor 602 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application-Specific Integrated Circuit (ASIC), an On-Premises Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly manifested as execution by a hardware decoding processor, or execution by a combination of hardware and software modules in the decoding processor.

[0100] The electronic device provided in this application embodiment and the method for detecting potholes and bumps on roads provided in this application embodiment are based on the same inventive concept and have the same beneficial effects as the methods they employ, operate, or implement.

[0101] This application also provides a computer-readable storage medium corresponding to the method for detecting potholes and bumps on roads provided in the foregoing embodiments. Please refer to... Figure 4As shown, the computer-readable storage medium shown is an optical disc 30, on which a computer program (i.e., a program product) is stored. When the computer program is run by a processor, it executes the method for detecting potholes and bumps on the road provided in any of the aforementioned embodiments.

[0102] It should be noted that examples of the computer-readable storage medium may also include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical and magnetic storage media, which will not be elaborated here.

[0103] The computer-readable storage medium provided in the above embodiments of this application and the method for detecting potholes and bumps on roads provided in the embodiments of this application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the applications stored therein.

[0104] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0105] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0106] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method for detecting potholes and bumps on roads, characterized in that, The method includes: The change pattern of the tire weight is determined based on the absolute value of the rate of change of the detected tire weight value relative to the previously collected tire weight value being greater than a first threshold. The tire weight value is collected by a weighing sensor installed on the vehicle tire. The change pattern is to record the previously collected tire weight value as the initial value and continue to record each collected tire weight value until the collected tire weight value is consistent with the initial value, at which point the recording ends. Based on the aforementioned pattern of change, determine whether there are potholes or bumps on the road; If so, obtain the position of the pit convex hull and generate pit convex hull data at the position; The accuracy of the pothole convexity is determined based on vehicle data passing through the location, pothole convexity data detected by other vehicles at the location, and pothole convexity data generated by the vehicle. Mark the potholes and convex hulls on a map containing the road based on the accuracy rate.

2. The method according to claim 1, characterized in that, The determination of whether there are potholes or bumps on the road based on the aforementioned change pattern includes: Based on the tire weight values ​​collected at each time in the aforementioned change pattern, the severity of the tire weight change is determined. Based on the severity being greater than the second threshold, it is determined that there are potholes or bumps on the road.

3. The method according to claim 2, characterized in that, The determination of the severity of tire weight variation based on the tire weight values ​​collected at each time according to the aforementioned variation pattern includes: Starting from the second tire weighing value collected in the aforementioned variation pattern, determine the rate of change of each tire weighing value collected in the aforementioned variation pattern relative to the first tire weighing value collected. Obtain the first vehicle speed at the first acquisition time corresponding to the first acquired tire weight value, and obtain the second vehicle speed at the second acquisition time corresponding to the maximum value of the absolute value of the rate of change; The severity of tire weight change is determined by using the maximum absolute value of the rate of change, the first data collection time, the first vehicle speed, the second data collection time, and the second vehicle speed.

4. The method according to claim 2, characterized in that, The generation of pit and convex hull data at the location includes: Generate pit and convex hull data that includes the variation pattern, the severity, and the location of the pit and convex hull.

5. The method according to claim 1, characterized in that, The accuracy of determining the pothole convexity based on vehicle data passing through the location, pothole convexity data detected by other vehicles at the location, and pothole convexity data generated by the vehicle includes: The total number of vehicles passing through the location is calculated using vehicle data. Using the pothole and bump data detected by other vehicles at the location and the pothole and bump data generated by the vehicle, the number of vehicles that detected potholes and bumps at the location is counted. The accuracy of the pothole bump is determined based on the total number of vehicles and the number of vehicles with pothole bumps detected at the location.

6. The method according to any one of claims 1-5, characterized in that, The step of marking the pothole convex hull on a map containing the road according to the accuracy includes: If the accuracy exceeds a third threshold, mark the pothole convex hull on the map containing the road.

7. The method according to any one of claims 1-5, characterized in that, The step of marking the pothole convex hull on a map containing the road according to the accuracy includes: The final severity of the pothole bump is determined by using the severity data of pothole bumps at the location detected by other vehicles and the severity data of pothole bumps generated by the vehicle. The accuracy and final severity of marking the pothole bulges on a map containing the road.

8. A system for detecting potholes and bumps on roads, characterized in that, The system includes: The vehicle recognition module is used to determine the change pattern of tire weight values ​​based on the absolute value of the rate of change of the detected vehicle's tire weight value relative to the previously collected tire weight value being greater than a first threshold. The change pattern involves recording the previously collected tire weight value as the initial value and continuously recording each collected tire weight value until the collected tire weight value matches the initial value, at which point the recording ends. Based on the change pattern, the module determines whether there are potholes or bumps on the road. If so, it obtains the location of the pothole or bump and generates pothole or bump data at that location, which is then uploaded to the data processing module. The data processing module is used to determine the accuracy of the pothole bump based on vehicle data passing through the location, pothole bump data uploaded by other vehicles at the location, and pothole bump data uploaded by the vehicle, and to mark the pothole bump on a map containing the road according to the accuracy.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the program to implement the steps of the method as described in any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by a processor to implement the steps of the method as described in any one of claims 1-7.

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