Sos triggering method and device for a two-wheeled vehicle

Abstract

The application discloses an SOS triggering method and device of a two-wheeled vehicle, and relates to the field of vehicle state monitoring.The method comprises the following steps: acquiring three-axis angular velocity and three-axis acceleration data of the whole vehicle in real time; solving the attitude information of the whole vehicle based on a navigation coordinate system based on the data, including a roll angle, a pitch angle and a heading angle; acquiring the driving information of the whole vehicle, and determining the current state of the whole vehicle in combination with the three-axis acceleration data of the whole vehicle in a sampling period; determining whether to enter an active SOS process, a passive SOS process or not to enter the SOS process according to the current state of the whole vehicle and the attitude information of the whole vehicle, and providing an audible and visual warning in the active SOS process and the passive SOS process to protect the accident scene.The application provides multiple ways of triggering the SOS, reduces the probability of false triggering of the SOS, and solves the problems of accurate determination of the SOS signal sent after an accident of the two-wheeled electric vehicle and protection of the accident scene.

Description

Technical Field

[0001] This invention relates to the field of vehicle condition monitoring, and in particular to an SOS triggering method and device for a two-wheeled vehicle. Background Technology

[0002] Currently, to prevent misjudgments, brands in the two-wheeled electric vehicle industry typically design SOS alarms to be user-triggered. The drawback is that users may be unable to trigger the SOS alarm after losing mobility. Another SOS alarm strategy in the industry involves directly entering SOS mode and sending a distress message upon detecting danger. If this message is not read, a phone call is made. However, the disadvantage is that SOS alarms are prone to misjudgment, and misjudgments can easily lead to misunderstandings.

[0003] When an accident occurs and the cyclist loses mobility, they are unable to warn oncoming vehicles. The bicycle may fall onto the road and cause secondary accidents, resulting in greater losses. Therefore, a supplementary strategy that can continuously protect the scene is needed.

[0004] Since the two-wheeled electric vehicle industry currently lacks a refined and user-friendly vehicle SOS strategy, this application designs an SOS triggering method and device for two-wheeled vehicles to solve the above problems. Summary of the Invention

[0005] To address the aforementioned problems and technical needs, the inventors have proposed an SOS triggering method and device for two-wheeled vehicles. This method provides multiple ways to trigger SOS, reducing the probability of false SOS triggering and solving the problems of accurate determination of SOS signal transmission and accident scene protection after a two-wheeled electric vehicle accident. The technical solution of this invention is as follows:

[0006] Firstly, an SOS triggering method for a two-wheeled vehicle is provided, comprising the following steps:

[0007] Real-time acquisition of the vehicle's three-axis angular velocity and three-axis acceleration data;

[0008] The attitude angles of the vehicle based on the navigation coordinate system are calculated based on the data, including roll angle, pitch angle and yaw angle;

[0009] Obtain vehicle driving information and determine the current state of the vehicle by combining the vehicle's three-axis acceleration data during the sampling period;

[0010] Based on the current state and attitude angle of the vehicle, determine whether to initiate an active SOS procedure, a passive SOS procedure, or not to initiate an SOS procedure. In both active and passive SOS procedures, provide audible and visual warnings to protect the accident scene.

[0011] The further technical solution involves acquiring vehicle driving information and determining the current state of the vehicle by combining it with the vehicle's three-axis acceleration data during the sampling period, including:

[0012] Acquire the magnitude and direction information of the vehicle's three-axis acceleration during the sampling period;

[0013] If the acceleration change in each axis is less than the first threshold, then the vehicle is determined to be in normal driving condition.

[0014] If the acceleration change in any axis is not less than the first threshold, then the vehicle condition is further determined by combining the vehicle driving information during the sampling period. The driving information includes wheel speed, steering angle and braking information.

[0015] If the conditions are met, the vehicle is determined to be in a suspicious state; if the conditions are not met, but the acceleration change in any axis is greater than the second threshold, the vehicle is determined to be in a dangerous state due to external factors.

[0016] The second threshold is greater than the first threshold.

[0017] The further technical solution involves combining the vehicle's driving information during the sampling period to further determine whether the vehicle's condition meets the set conditions, including:

[0018] If the speed of the driving wheel is greater than that of the driven wheel, and the difference in speed between the two reaches a set threshold, then it is determined that the vehicle is slipping; and if the driving wheel subsequently spins freely, the speed of the driven wheel approaches 0, and the change in y-axis acceleration is not less than the first threshold, then it is further determined that the vehicle fell over while slipping.

[0019] If the steering angle of the steering wheel is greater than the set threshold and the change in y-axis acceleration is not less than the first threshold, then it is determined that the vehicle has fallen over when meeting or yielding to oncoming vehicles.

[0020] If the vehicle is detected to be in a state of continuous braking, and the change in the reverse acceleration along the x-axis is not less than the first threshold and continues to increase, then it is determined that the vehicle is undergoing emergency braking.

[0021] The further technical solution involves determining whether to initiate an active SOS process, a passive SOS process, or not to initiate an SOS process based on the current state and attitude angle of the vehicle, including:

[0022] Obtain the vehicle attitude angles and current vehicle state during the sampling period;

[0023] If the roll angle change does not exceed the set threshold and the vehicle is in normal driving condition, it is determined that the vehicle body has not fallen to the ground, the SOS process is not entered, and the real-time acquisition of the vehicle's three-axis angular velocity and three-axis acceleration data is re-executed.

[0024] If the roll angle change exceeds the set threshold and the vehicle is in a dangerous state, it is determined that the vehicle body has fallen to the ground and the active SOS process is initiated.

[0025] If the roll angle change exceeds the set threshold and the vehicle is in a suspicious state, it is determined that the vehicle body has fallen to the ground and the passive SOS process is initiated.

[0026] Its further technical solution is that the proactive SOS process includes:

[0027] Automatically activate SOS sound and light warning, and simultaneously provide a voice prompt to cancel the SOS distress call by pressing a designated button. Otherwise, after the countdown ends, send an SOS signal and location information to the outside world. The designated button is an existing button on the vehicle body. This existing button is reused as the SOS abort button in the active SOS process to provide an SOS abort signal.

[0028] If an SOS abort signal is received, the active SOS process will be exited and the real-time acquisition of the vehicle's three-axis angular velocity and three-axis acceleration data will be re-executed.

[0029] If a response signal indicating successful SOS signal transmission is received, the SOS audible and visual alarm will remain active for a certain period of time before automatically turning off.

[0030] If a response signal indicating that the SOS signal transmission failed is received, the SOS distress signal status will continue to be maintained.

[0031] When determining to send an SOS signal, the system also exports the vehicle's operating data for post-accident analysis.

[0032] Its further technical solution is that the passive SOS process includes:

[0033] Automatically activate SOS sound and light alert and maintain it for a specified duration;

[0034] At the same time, the voice prompt will prompt you to press the designated button to call for help. The designated button is an existing button on the vehicle body. This existing button is reused as the SOS activation button in the passive SOS process to provide an SOS signal.

[0035] When the specified duration ends, the specified button will resume its original function and automatically turn off the SOS audible and visual warnings, and then resume the real-time acquisition of the vehicle's three-axis angular velocity and three-axis acceleration data.

[0036] Its further technical solution is to calculate the vehicle's attitude angles based on the navigation coordinate system based on the data, including:

[0037] Construct and solve the quaternion differential equation to obtain the relationship between quaternions and triaxial angular velocities;

[0038] Substitute the current triaxial angular velocities into the formula to obtain the updated quaternions;

[0039] The updated quaternions are normalized and converted into attitude angles of the entire vehicle based on the navigation coordinate system;

[0040] If a specific angle is acquired at the current moment by the steering sensor installed on the steering wheel, the calculated vehicle attitude information is corrected based on that specific angle.

[0041] Otherwise, the integral drift of the triaxial angular velocity at the current moment is corrected based on the triaxial acceleration obtained at the current moment, and the corrected triaxial angular velocity is substituted into the relation to update the vehicle attitude angle.

[0042] A further technical solution is that the method also includes:

[0043] The triaxial acceleration data is calibrated using the following formula: a(t)1=a(t)-a(0), where a(t) is the current acceleration sample value and a(0) is the acceleration sample value collected when the vehicle is stationary.

[0044] The calibrated acceleration data is subjected to low-pass filtering. The filtering formula is: a(t)2=k*a(t)1+(1-k)*a(t-1)2, where k is the filtering coefficient, and the value range is 0~1; a(t)1 is the current calibrated acceleration sample value, and a(t-1)2 is the previous filtered acceleration sample value.

[0045] Secondly, an SOS triggering device for a two-wheeled vehicle is also provided, the device comprising:

[0046] Interconnected processors A and B, with processor B used to provide vehicle driving information;

[0047] An accelerometer mounted on processor A is used to provide the vehicle's three-axis angular velocity and three-axis acceleration data.

[0048] The voice speaker and alarm speaker mounted on processor A are used to output voice prompts and SOS alarm sounds, respectively.

[0049] The lighting module mounted on processor A is used to provide an SOS alarm light, which, together with the alarm speaker, forms an SOS audible and visual warning.

[0050] The designated button mounted on processor A is used to implement the specified function in different SOS processes;

[0051] The positioning module mounted on processor A is used to obtain the vehicle's current location information;

[0052] The wireless module mounted on processor A is used to connect processor A and the user terminal APP, and to send an SOS distress call through the user terminal APP;

[0053] Processor A contains a computer program that, when executed by processor A, implements the steps of the method described in the first aspect.

[0054] The further technical solution is that the designated button is an existing button on the vehicle body. In the active SOS process, this existing button is reused as an SOS abort button to provide an SOS abort signal, and in the passive SOS process, it is reused as an SOS start button to provide an SOS signal.

[0055] The beneficial technical effects of this invention are:

[0056] The SOS triggering method for two-wheeled vehicles provided in this application comprehensively analyzes the vehicle's driving information and acceleration data to provide accurate vehicle operating conditions. Specifically, when the vehicle is skidding, meeting oncoming traffic, yielding to other vehicles, or braking suddenly, it is classified as a suspicious state, which is an intermediate state between the SOS state and the safe driving state. In other cases, if any directional acceleration change is abnormal, it is classified as a dangerous state. Finally, the calculated attitude information is used to determine whether to enter the active SOS process, the passive SOS process, or not to enter the SOS process. This method provides multiple ways to trigger SOS, reducing the probability of false SOS triggering.

[0057] In the passive SOS process, the vehicle's danger level is deemed too low to trigger SOS, and the user may still be able to move. Therefore, the user can choose whether to press a designated button to call for help. In the active SOS process, the SOS call can be initiated automatically after a delay. If the user hesitates after receiving the SOS alarm, they can choose whether to press a designated button to interrupt the SOS call if they are still able to move. This avoids misunderstandings caused by accidentally sending messages or making phone calls after directly activating the SOS function, thus improving the user experience. Furthermore, the designated button is reused from the original buttons on the vehicle, saving manufacturing costs.

[0058] In both active and passive SOS procedures, the SOS audible and visual warnings will be maintained to alert nearby vehicles to give way and prevent secondary injuries. At the same time, it can also attract the attention of passers-by and assist in on-site rescue, ensuring the safety of users. Attached Figure Description

[0059] Figure 1 This is a block diagram of the SOS triggering device for a two-wheeled vehicle provided in this application.

[0060] Figure 2 This is a flowchart of the SOS triggering method for a two-wheeled vehicle provided in this application.

[0061] Figure 3 This is a schematic diagram of the attitude angles of the two-wheeled vehicle provided in this application.

[0062] Figure 4This is a flowchart provided in this application for determining the current state of the vehicle.

[0063] Figure 5 This is a schematic diagram illustrating the change in the magnitude of acceleration after a vehicle collision, as provided in this application.

[0064] Figure 6 This is the SOS condition determination flowchart provided in this application. Detailed Implementation

[0065] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0066] Please refer to Figure 1 As shown, this application provides an SOS triggering device for a two-wheeled vehicle, including interconnected processor A and processor B, and a voice speaker, alarm speaker, designated button, acceleration sensor, positioning module, storage module A, wireless module and lighting module mounted on processor A, as well as a speed control module and storage module B mounted on processor B, and a motor connected to processor B through the speed control module.

[0067] The system includes a voice speaker and an alarm speaker, which output voice prompts and SOS alarm sounds respectively. Both can operate simultaneously, but the voice prompt sound must be louder than the SOS alarm sound. The SOS alarm sound can also be paused during the voice prompt. Designated buttons for human-machine interaction are used to perform specific functions in different SOS procedures; details will be provided later. The lighting module provides SOS alarm lights (e.g., a red breathing light), which, in conjunction with the alarm speaker, create an SOS audio-visual warning to alert oncoming vehicles to avoid a secondary accident in the event of a fall. The accelerometer sensor and storage module A provide the vehicle's three-axis angular velocity and three-axis acceleration data, respectively, and store the data. Optionally, the accelerometer sensor can be based on an existing six-axis or nine-axis accelerometer. The wireless module connects processor A and a user-end app, allowing users to send SOS distress signals via the app. Optionally, processor A connects to a remote server via the wireless module, which then sends the SOS signal to the user-end app, which then dials pre-bound SOS emergency contacts. The positioning module obtains the vehicle's current location information.

[0068] The vehicle's motion control is achieved by processor B, which directs the speed control module and drives the motor. Processor B obtains vehicle driving information from the motor and forwards it to processor A. The vehicle driving information includes wheel speed, steering angle, and braking information. Storage module B is used to store operating condition information, including driving conditions such as starting, acceleration, constant speed, deceleration, and stopping.

[0069] Processor A is the core of the entire device, containing a computer program. When executed by processor A, this program implements an SOS triggering method for a two-wheeled vehicle. Figure 2 As shown, the method specifically includes the following steps:

[0070] Step 1: During riding, acquire real-time data on the bicycle's three-axis angular velocity and three-axis acceleration, and preprocess the data. The preprocessing process includes:

[0071] First, the triaxial acceleration data is calibrated. The calibration principle is to subtract the reference data from the real-time data collected by the accelerometer. The reference data for calibration is the data collected when the vehicle is stationary, which contains directional information and is represented by a positive or negative sign. The calibration formula is: a(t)1=a(t)-a(0), where a(t) is the current acceleration sample value, and a(0) is the acceleration sample value collected when the vehicle is stationary.

[0072] Secondly, the calibrated acceleration data is low-pass filtered to eliminate signal noise in the sensor and effectively reduce the cumulative error during long-term integration. The filtering formula is: a(t)2=k*a(t)1+(1-k)*a(t-1)2, where k is the filtering coefficient, ranging from 0 to 1, with smaller values ​​indicating greater stability and larger values ​​indicating greater sensitivity; a(t)1 is the current calibrated acceleration sample value, and a(t-1)2 is the previous filtered acceleration sample value.

[0073] The process is divided into two sub-processes. The middle process is used to determine the current state of the vehicle during its driving process (mainly based on acceleration, step 3), and the right process is used to determine the attitude information of the vehicle (step 2).

[0074] Step 2: Calculate the vehicle's attitude information based on the navigation coordinate system using the three-axis angular velocity and three-axis acceleration data. This includes the following sub-steps:

[0075] Step 2.1: Construct and solve the quaternion differential equation to obtain the relationship between the quaternion and the triaxial angular velocity. In this step, the current attitude is known as the quaternion Q = [q0 q1 q2 q3]. T The triaxial angular velocities obtained in the time interval Δt in the body coordinate system b are: Find the next quaternion update value Q' = [q′0 q′1 q′2 q′3] T Specific methods include:

[0076] Trigonometric form of quaternions Taking the derivative, we get:

[0077]

[0078] in,

[0079] The first-order Runge-Kutta transform of equation (1) is expressed as:

[0080]

[0081] Using Taylor expansion for a first-order approximation, we obtain:

[0082]

[0083] Where q0′, q1′, q2′, and q3′ are the quaternion update values ​​obtained at the next time step, and q0, q1, q2, and q3 are the known quaternion values ​​at the current time step. Therefore, the values ​​of q0′, q1′, q2′, and q3′ can be solved by substituting the triaxial angular velocity values.

[0084] Step 2.2: Obtain the triaxial angular velocities at the current moment. Substituting into relation (2), we obtain the updated quaternions q0′, q1′, q2′, and q3′.

[0085] Step 2.3: Normalize the updated quaternions and convert them into vehicle attitude angles based on the navigation coordinate system. The attitude angles include roll angle φ, pitch angle θ, and yaw angle ψ, with the following expressions:

[0086]

[0087] By normalizing the quaternion update values ​​q0′, q1′, q2′, and q3′ and substituting them into equation (3), the attitude angles of the entire vehicle can be obtained.

[0088] like Figure 3 As shown, the positive x-axis represents the vehicle's orientation (the direction the vehicle faces when the front is straight). The angle φ of the vehicle's rotation around the x-axis is called the roll angle. The positive y-axis is perpendicular to the right plane of the vehicle (outwards) and is perpendicular to the positive x-axis. The angle θ of the vehicle's rotation around the y-axis is called the pitch angle. The positive z-axis is in the same direction as the acceleration due to gravity and is also perpendicular to the positive x-axis. The angle ψ of the vehicle's rotation around the z-axis is called the yaw angle. When the vehicle is going uphill or downhill, the pitch angle θ changes, and this change can be used to determine whether the vehicle is going uphill or downhill. When the vehicle is turning, the yaw angle ψ changes, and this change can be used to determine whether the vehicle is turning. When the vehicle is tilted and falling over, the roll angle φ changes, and this change can be used to determine whether the vehicle has fallen over. If the accelerometer is not installed in this orientation, the final calculated data needs to be transformed into coordinates. Since this is not the focus of this application, it will not be explained in detail here.

[0089] Step 2.4: If a specific angle is acquired at the current moment by the steering sensor installed on the steering wheel, the vehicle attitude information calculated at the current moment is corrected based on the specific angle.

[0090] Processor A is also equipped with a faucet steering sensor, which outputs a corresponding electrical signal when the faucet is turned to a specific angle. This specific angle can be 0 degrees, ±15 degrees, ±30 degrees, or ±45 degrees. A wider range of specific angle values ​​makes it easier to trigger error correction and results in more accurate calculations. 0 degrees is the mandatory and most frequently triggered angle, but smaller angles such as ±1 degree can also be used instead of 0 degrees. When the faucet turns to a specific angle, the steering sensor outputs a corresponding electrical signal, and processor A obtains the faucet's rotation angle in real time based on this signal. In other words, processor A stores a table showing the relationship between specific angles and corresponding electrical signals; for example, the sensor output voltage is V1 at 0 degrees, V2 at +15 degrees, and so on.

[0091] In this step, the cumulative error ψ of the heading angle is calculated based on the difference between the specific angle ψ0 (i.e., the rotation angle of the helm) introduced at the current moment and the calculated heading angle ψ. adj The calculation expression includes:

[0092] e1=ψ0-ψ (4)

[0093] ψ adj =K p ·e1+K i ·∫e1dt (5)

[0094] Among them, K p K is the proportionality coefficient. i Let e1dt be the integral coefficient, e1dt be the error integral, and ∫e1dt represent the sum of e1 at all past times.

[0095] Substituting the currently calculated vehicle attitude angles φ, θ, and ψ into the quaternion calculation formula, we obtain the original quaternion values, expressed as:

[0096]

[0097] Assuming the cumulative errors of roll and pitch are zero, substituting the cumulative errors of the three attitude angles into the quaternion calculation formula yields the corrected quaternion values, expressed as:

[0098]

[0099] The updated quaternion values ​​are calculated based on the corrected and original quaternion values, and the expression is:

[0100]

[0101] Finally, the updated quaternion values ​​are normalized and converted into the corrected vehicle attitude angles based on the navigation coordinate system according to equation (3), which are used for correction when a specific angle is introduced next time. After the correction of the historical attitude angle values ​​is completed, wait for the introduction of the next specific angle. If the specific angle is not introduced for a long time, proceed to step 2.5.

[0102] In this embodiment, the difference between introducing a specific angle trigger correction signal and the traditional full-angle output is that it does not introduce new errors. The traditional full-angle output sensor itself has system errors, which are not conducive to correcting other systems. The common swing amplitude of the steering wheel is between +15 and -15 degrees, and 0 degrees is a frequently triggered angle (the steering wheel often passes through the 0-degree point when shaking). In this way, an absolute angle value can be intermittently introduced into the system during riding, thereby frequently correcting the absolute angle. If other absolute angles (such as absolute pitch angle) are used, it is difficult to meet the requirement of frequent correction, and the integral accumulation error will become larger and larger.

[0103] Step 2.5: If the specific angle acquired by the steering sensor installed on the steering wheel is not obtained at the current moment, the integral drift of the triaxial angular velocity at the current moment is corrected based on the triaxial acceleration acquired at the current moment. In this step, the acquired triaxial acceleration is retrieved and normalized; the gravity components Vx, Vy, and Vz of the attitude rotation matrix in the body coordinate system are extracted and expressed as:

[0104]

[0105] The attitude error vector e2 is obtained by cross-multiplying the normalized triaxial accelerations ax, ay, az with the gravity component (3):

[0106]

[0107] The attitude error vector e2 is adjusted using a PI controller to obtain the error value δ of the three-axis angular velocity, which is expressed as:

[0108] δ=K p ·e2+K i ·∫e2dt (11)

[0109] Among them, K p K is the proportionality coefficient. p The larger the value, the more reliable the accelerometer measurements in a six-axis or nine-axis sensor. p The smaller the size, the more reliable the data from the gyroscope in the six-axis or nine-axis sensor; K i The integral coefficient is used to eliminate static error, that is, to eliminate the zero bias of the gyroscope.

[0110] The triaxial angular velocities obtained at the current moment Adding the error value δ, we obtain the corrected triaxial angular velocity. Represented as:

[0111]

[0112] Where i = x, y, z.

[0113] Step 2.6: Calculate the corrected triaxial angular velocity Substituting into relation (2), we obtain the updated quaternions q0′, q1′, q2′, and q3′. The updated quaternions are normalized and converted into the vehicle attitude angles based on the navigation coordinate system according to equation (3), thereby realizing the update of the vehicle attitude angles after error correction.

[0114] It should be noted that once a specific angle is detected, subsequent corrections to the vehicle's attitude angles will only use the method provided in step 2.4, i.e., the accumulated error ψ of the heading angle will be reused. adj The calculation results are no longer traced back. With a specific angle correction method, the correction method based on the gravitational component (steps 2.5 to 2.6) is not necessary.

[0115] Step 3: Obtain vehicle driving information and determine the current state of the vehicle by combining it with the vehicle's three-axis acceleration data during the sampling period. This includes the following sub-steps:

[0116] Step 3.1: Processor A reads the magnitude and direction information of the vehicle's three-axis acceleration during the sampling period, such as obtaining acceleration data within 10 seconds, with an acceleration update frequency of approximately 10Hz.

[0117] Step 3.2: Processor B reads the vehicle's driving information during the sampling period, including wheel speed, steering angle, and braking information, and then processor A summarizes and processes it.

[0118] The following steps combined Figure 4 As shown:

[0119] Step 3.3: If the acceleration change in each axis is less than the first threshold, the vehicle is determined to be in normal driving condition. At this time, the vehicle acceleration change is not significant, the default risk factor is low, and the process is skipped, and Step 1 is executed again.

[0120] Step 3.4: If the acceleration change in any axis is not less than the first threshold, then combine the vehicle driving information during the sampling period to further determine whether the vehicle condition meets the set conditions. If it does, then the vehicle is determined to be in a suspicious state. If it does not meet the conditions, but the acceleration change in any axis is greater than the second threshold (greater than the first threshold, the specific value range is set according to experience), then the vehicle is determined to be in a dangerous state due to external factors.

[0121] Specifically, determining whether the vehicle's condition meets the set conditions includes:

[0122] (1) Wheel speed determination. If the speed of the driving wheel is greater than that of the driven wheel, and the speed difference between the two reaches a set threshold, it is determined that the whole vehicle is slipping; and if the driving wheel subsequently spins freely, the speed of the driven wheel tends to 0, and the change in y-axis acceleration is not less than the first threshold, it is further determined that the whole vehicle fell over when it slipped.

[0123] (2) Detection of steering direction of the vehicle. If the steering angle of the vehicle is greater than the set threshold (i.e., a sharp turn occurs) and the change in y-axis acceleration is not less than the first threshold, then it is determined that the vehicle has fallen over when meeting or giving way to other vehicles.

[0124] (3) Braking determination. If the vehicle is detected to be in a continuous braking state, and the change in the reverse acceleration of the x-axis is not less than the first threshold and continues to increase, then it is determined that the vehicle is in an emergency braking state.

[0125] If the vehicle's overall operating conditions meet all three of the above-mentioned settings, it is classified as a suspicious state. If the abnormal conditions for speed, steering, and braking are not met, but there is an abnormal increase in acceleration in both the x-axis and y-axis directions, then the vehicle has been impacted from the front / rear or left / right sides, causing a sudden increase in acceleration. Figure 5 As shown, if processor A reads data within 1 second and the acceleration increases by 0.5g within 1 second, it is determined to be a dangerous working condition caused by external factors, and at this time it enters a dangerous state.

[0126] Step 4: Based on the current state and attitude angle of the vehicle, determine whether to enter the active SOS procedure. Figure 2 Left-side process), Passive SOS process ( Figure 2 (The process below) or not entering the SOS process. Combined with... Figure 6 As shown, this step specifically includes the following:

[0127] (1) Obtain the vehicle attitude angle and current vehicle state during the sampling period. The roll angle calculated based on each sampling period can be used to plot the vehicle tilt angle curve, thereby determining the process of vehicle tilt angle change. Then, comprehensively analyze the vehicle attitude information and the current vehicle state.

[0128] (2) If the roll angle change does not exceed the set threshold and the vehicle is in normal driving condition, it is determined that the vehicle body has not fallen to the ground, the SOS process is not entered, and step 1 is executed again.

[0129] (3) If the roll angle changes beyond the set threshold (for example, it drops from above 70° to below 30° in 3 seconds) and the whole vehicle is in a suspicious state, then it is determined that the vehicle body has fallen to the ground and enters the passive SOS process, that is, enter step 5.

[0130] (4) If the roll angle changes beyond the set threshold and the vehicle is in a dangerous state, it is determined that the vehicle body has fallen to the ground and enters the active SOS process, i.e., step 6.

[0131] Both active and passive SOS procedures provide audible and visual warnings to protect the accident scene.

[0132] Step 5: As Figure 2 As shown, the passive SOS procedure includes:

[0133] The system automatically activates the SOS audible and visual warning and maintains it for a specified duration to prevent rear-end collisions and protect the accident scene. Simultaneously, a voice prompt instructs the user to press a designated button (an existing button on the vehicle) to initiate an SOS signal. Since the SOS button is a low-frequency use button, reserving a separate button would be costly. Therefore, this application reuses the SOS button with other frequently used buttons; for example, in this process, a voice prompt instructs the user to press and hold the start button to initiate an SOS signal. After the specified duration, the designated button reverts to its original function, automatically deactivates the SOS audible and visual warning, and step 1 is executed again.

[0134] In this embodiment, the entry conditions for the passive SOS process are relatively low. At this point, the user is highly likely to be able to move and manually dial, allowing the user to actively choose whether to trigger it, thus improving the user experience. Furthermore, this button reuse state only lasts for 30 seconds, resetting after the user manually calls for help. If the user does not interact with the system, the warning sound and light will also only last for 30 seconds, serving as a reminder to avoid rear-end collisions and protect user safety.

[0135] Step 6: As Figure 2 As shown, the proactive SOS process includes:

[0136] The system automatically activates the SOS audible and visual warning, and simultaneously provides a voice prompt to cancel the SOS distress call by pressing a designated button. Otherwise, after the countdown ends, it sends an SOS signal and location information. The designated button is an existing button on the vehicle body. This existing button is reused as the SOS abort button in the active SOS process, providing an SOS abort signal. For example, in this process, the voice prompts the user to press and hold the start button to interrupt the SOS distress call.

[0137] If the user is mobile, processor A will receive an SOS abort signal, exit the active SOS process, and re-execute step 1. If the user is incapacitated, processor A will send an SOS signal and location information to the user's app after a 15-second countdown. The app will then dial the pre-bound SOS emergency contact. Upon confirming the sending of the SOS signal, processor A will also upload the vehicle's operational data to the server. This data includes braking, throttle control (acceleration, deceleration), gear shifting, tire slippage, and ABS braking data, allowing the server to analyze the accident and upgrade / optimize the two-wheeled vehicle.

[0138] If processor A receives a successful SOS signal response from the APP (i.e., successful dialing), the SOS audible and visual alarm will remain active for a certain period before automatically turning off. For example, the SOS audible and visual alarm will continue for 5 minutes to protect the accident scene and prevent secondary accidents. If processor A receives a failed SOS signal response from the APP (i.e., failed dialing), the SOS distress signal will remain active, meaning the lights and alarm will continue to function to alert passersby to assist and prevent secondary accidents. The processor A will then resend the SOS signal and location information.

[0139] The aforementioned method and device integrate multi-source data such as vehicle acceleration, angular velocity, wheel speed, steering, braking status, and vehicle posture of two-wheeled electric vehicles to identify various vehicle conditions. Combined with overall vehicle posture calculations, refined event management is achieved, leading to the development of proactive and reactive SOS processes. The proactive SOS process considers the possibility of the person needing to call becoming immobile and automatically dials the number. It also addresses potential misjudgments by incorporating a delayed, interruptible dialing mechanism and providing voice prompts to improve fault tolerance. Furthermore, it alerts passersby to provide assistance and uses hazard lights to warn approaching vehicles, enhancing safety. The reactive SOS process allows users to actively choose whether to call for help in low-risk situations. This method is more suitable for two-wheeled electric vehicles, providing a superior user experience across various scenarios.

[0140] The aforementioned method and apparatus also propose a short-term window SOS button reuse strategy. Considering the high cost of designing a separate SOS button, this application combines a driving event determination algorithm to open a button reuse window. During the duration of this window, a regular button is reused as an SOS button. Under different SOS processes, the button can be used to trigger an SOS alarm or interrupt the alarm. After the alarm ends or the timeout occurs, the button's original function is restored, improving the user experience and reducing the overall vehicle cost.

[0141] The above descriptions are merely preferred embodiments of this application, and the present invention is not limited to the above embodiments. It is understood that other improvements and variations directly derived or conceived by those skilled in the art without departing from the spirit and concept of the present invention should be considered to be included within the protection scope of the present invention.

Claims

1. An SOS triggering method for a two-wheeled vehicle, characterized in that, The method includes: Real-time acquisition of the vehicle's three-axis angular velocity and three-axis acceleration data; Based on the data, the attitude angles of the vehicle based on the navigation coordinate system are calculated, including roll angle, pitch angle and yaw angle; Obtain vehicle driving information and determine the current state of the vehicle by combining the vehicle's three-axis acceleration data during the sampling period; Based on the current state of the vehicle and the vehicle attitude angle, it is determined whether to enter the active SOS process, the passive SOS process, or not to enter the SOS process. In both the active SOS process and the passive SOS process, audible and visual warnings are provided to protect the accident scene. The step of acquiring vehicle driving information and determining the current state of the vehicle by combining it with the vehicle's three-axis acceleration data during the sampling period includes: Acquire the magnitude and direction information of the vehicle's three-axis acceleration during the sampling period; If the acceleration change in each axis is less than the first threshold, then the vehicle is determined to be in normal driving condition. If the acceleration change in any axis is not less than the first threshold, then the vehicle condition is further determined by combining the vehicle driving information during the sampling period. The driving information includes wheel speed, steering angle and braking information. If the conditions are met, the vehicle is determined to be in a suspicious state; if the conditions are not met, but the acceleration change in any axis is greater than the second threshold, the vehicle is determined to be in a dangerous state due to external factors. Wherein, the second threshold is greater than the first threshold.

2. The SOS triggering method for a two-wheeled vehicle according to claim 1, characterized in that, The step of further determining whether the vehicle condition meets the set conditions by combining the vehicle driving information during the sampling period includes: If the speed of the driving wheel is greater than that of the driven wheel, and the difference in speed between the two reaches a set threshold, then it is determined that the vehicle is slipping; and if the driving wheel subsequently spins freely, the speed of the driven wheel tends to 0, and the change in y-axis acceleration is not less than the first threshold, then it is further determined that the vehicle fell over while slipping. If the steering angle of the steering wheel is greater than the set threshold and the change in y-axis acceleration is not less than the first threshold, then it is determined that the vehicle has fallen over when meeting or yielding to oncoming traffic. If the vehicle is detected to be in a state of continuous braking, and the change in the reverse acceleration along the x-axis is not less than the first threshold and continues to increase, then it is determined that the vehicle is undergoing emergency braking.

3. The SOS triggering method for a two-wheeled vehicle according to claim 1, characterized in that, Based on the current state of the vehicle and its attitude angle, determine whether to enter the active SOS process, the passive SOS process, or not to enter the SOS process, including: Obtain the vehicle attitude angles and current vehicle state during the sampling period; If the roll angle change does not exceed the set threshold and the vehicle is in normal driving condition, it is determined that the vehicle body has not fallen to the ground, the SOS process is not entered, and the real-time acquisition of the vehicle's three-axis angular velocity and three-axis acceleration data is re-executed. If the roll angle change exceeds the set threshold and the vehicle is in a dangerous state, it is determined that the vehicle body has fallen to the ground and the active SOS process is initiated. If the roll angle change exceeds the set threshold and the vehicle is in a suspicious state, it is determined that the vehicle body has fallen to the ground and the passive SOS process is initiated.

4. The SOS triggering method for a two-wheeled vehicle according to claim 1, characterized in that, The proactive SOS process includes: The system automatically activates the SOS sound and light warning, and simultaneously provides a voice prompt to cancel the SOS distress call by pressing a designated button. Otherwise, after the countdown ends, it sends an SOS signal and location information to the outside world. The designated button is an existing button on the vehicle body, which is reused as an SOS abort button in the active SOS process to provide an SOS abort signal. If the SOS abort signal is received, the active SOS process is exited, and the real-time acquisition of the vehicle's three-axis angular velocity and three-axis acceleration data is re-executed. If a response signal indicating successful SOS signal transmission is received, the SOS audible and visual alarm will remain active for a certain period of time before automatically turning off. If a response signal indicating that the SOS signal transmission failed is received, the SOS distress signal status will continue to be maintained. When determining to send an SOS signal, the system also exports the vehicle's operating data for post-accident analysis.

5. The SOS triggering method for a two-wheeled vehicle according to claim 1, characterized in that, The passive SOS procedure includes: Automatically activate SOS sound and light alert and maintain it for a specified duration; At the same time, the voice prompts you to call for help by pressing a designated button. The designated button is an existing button on the vehicle body. This existing button is reused as an SOS activation button in the passive SOS process to provide an SOS signal. When the specified duration ends, the specified button will restore its original function and automatically turn off the SOS audible and visual warning, and then re-execute the real-time acquisition of the vehicle's three-axis angular velocity and three-axis acceleration data.

6. The SOS triggering method for a two-wheeled vehicle according to claim 1, characterized in that, Based on the data, the attitude angles of the entire vehicle in the navigation coordinate system are calculated, including: Construct and solve the quaternion differential equation to obtain the relationship between the quaternion and the triaxial angular velocity. Substitute the triaxial angular velocities obtained at the current moment into the aforementioned formula to obtain the updated quaternion; The updated quaternions are normalized and converted into attitude angles of the entire vehicle based on the navigation coordinate system; If a specific angle is acquired at the current moment by the steering sensor installed on the steering wheel, the vehicle attitude information calculated at the moment is corrected based on the specific angle. Otherwise, the integral drift of the triaxial angular velocity at the current moment is corrected based on the triaxial acceleration obtained at the current moment, and the corrected triaxial angular velocity is substituted into the relationship to update the vehicle attitude angle.

7. The SOS triggering method for a two-wheeled vehicle according to claim 1, characterized in that, The method further includes: The triaxial acceleration data is calibrated using the following formula: a(t)1=a(t)-a(0), where a(t) is the current acceleration sample value and a(0) is the acceleration sample value collected when the vehicle is stationary. The calibrated acceleration data is subjected to low-pass filtering. The filtering formula is: a(t)2= k*a(t)1+(1-k)*a(t-1)2, where k is the filtering coefficient, and the value range is 0~1; a(t)1 is the current calibrated acceleration sample value, and a(t-1)2 is the previous filtered acceleration sample value.

8. An SOS triggering device for a two-wheeled vehicle, characterized in that, include: Interconnected processors A and B, wherein processor B is used to provide vehicle driving information; An acceleration sensor mounted on processor A is used to provide three-axis angular velocity and three-axis acceleration data for the entire vehicle; The voice speaker and alarm speaker mounted on the processor A are used to output voice prompts and SOS alarm sounds, respectively. The lighting module mounted on the processor A is used to provide an SOS alarm light, which, together with the alarm speaker, forms an SOS audible and visual warning. The designated buttons mounted on the processor A are used to implement specific functions in different SOS processes; The positioning module mounted on the processor A is used to obtain the vehicle's current location information; A wireless module mounted on the processor A is used to connect the processor A and the user terminal APP, and to send an SOS distress call through the user terminal APP; The processor A includes a computer program that, when executed by the processor A, implements the steps of the method according to any one of claims 1 to 7.

9. The SOS triggering device for a two-wheeled vehicle according to claim 8, characterized in that, The designated button is an existing button on the vehicle body. In the active SOS process, this existing button is reused as an SOS abort button to provide an SOS abort signal, and in the passive SOS process, it is reused as an SOS start button to provide an SOS signal.

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