A real-time vehicle monitoring and abnormal behavior automatic identification system

Abstract

The invention relates to the technical field of vehicle monitoring, and specifically discloses a real-time vehicle monitoring and abnormal behavior automatic identification system, wherein the data processing module is used to obtain the vehicle driving vibration frequency of the vehicle within a monitoring period, and construct a vehicle driving vibration frequency curve based on the vehicle driving vibration frequency; the frequency analysis module obtains an over-limit frequency area and a limit frequency area based on the vehicle driving vibration frequency curve, obtains driving state data based on the over-limit frequency area and the limit frequency area, and obtains a vehicle driving state value according to the driving state data; completes the vehicle driving state identification of the vehicle within the monitoring period; the boundary feedback module is used to link the road surface quality and the vehicle driving vibration frequency in the limit frequency area and the over-limit frequency area, and completes the speed correction processing in the over-limit frequency area in combination with the vehicle speed in the limit frequency area and the over-limit frequency area, so as to ensure the driving safety of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle monitoring, and in particular to a real-time vehicle monitoring and abnormal behavior automatic identification system. Background Art

[0002] Automobile intelligence has become a development trend of automobiles, and vehicle-cloud collaboration is the basis for realizing automobile intelligence. As the understanding of Internet cars continues to deepen, more directions will be discovered in automobile Internet data.

[0003] Abnormal vehicle status recognition is an important research direction of IoT vehicles. By real-time tracking of vehicle dynamics and combining advanced image recognition and data analysis technology, it can automatically identify abnormal vehicle behavior, improve driving safety, help reduce the occurrence of traffic accidents, and ensure the safety and smoothness of road traffic.

[0004] Based on this, a real-time vehicle monitoring and abnormal behavior automatic identification system is proposed. Summary of the invention

[0005] The purpose of the present invention is to provide a real-time vehicle monitoring and abnormal behavior automatic identification system, to obtain the vehicle driving vibration frequency value of the vehicle during driving, to construct a vehicle driving vibration frequency curve, and then to obtain an over-limit frequency area and a limit frequency area by processing the vehicle driving vibration frequency curve, and then to perform multi-dimensional processing on the time, trend area and variance, limit deviation and other factors corresponding to the over-limit frequency area and the limit frequency area, to obtain the vehicle driving state value of the vehicle within the monitoring period, and to realize dynamic identification of the vehicle running state through the vehicle driving state value, so as to solve the above-mentioned background problems.

[0006] The purpose of the present invention can be achieved through the following technical solutions:

[0007] A real-time vehicle monitoring and abnormal behavior automatic identification system, comprising:

[0008] A data processing module, the data processing module is used to obtain the vehicle running vibration frequency of the vehicle within the monitoring period, and construct a vehicle running vibration frequency curve based on the vehicle running vibration frequency;

[0009] A frequency analysis module, wherein the frequency analysis module analyzes the vehicle driving vibration frequency curve to obtain an over-limit frequency region and a limit frequency region, obtains driving state data based on the over-limit frequency region and the limit frequency region, and obtains a vehicle driving state value according to the driving state data;

[0010] Complete the identification of the vehicle's driving status within the monitoring period;

[0011] A same-frequency tracking module, which tracks the road section traveled by the vehicle during the monitoring period, obtains the road condition overlap factor, and completes the correlation identification between the road quality and the vehicle driving vibration frequency;

[0012] The boundary feedback module is used to link the road quality and vehicle running vibration frequency in the limit frequency area and the over-limit frequency area, and to correct the speed in the over-limit frequency area in combination with the vehicle speed in the limit frequency area and the over-limit frequency area.

[0013] As a further solution of the present invention: the construction process of the vehicle running vibration frequency curve is:

[0014] The vehicle running vibration frequency is collected in real time during the monitoring period, and the vehicle running vibration frequency curve is constructed in the plane coordinate system;

[0015] Get the rated range value of the vehicle's running vibration frequency;

[0016] Draw a horizontal line parallel to the X-axis in the plane coordinate system at the upper limit vibration frequency value, and record it as the upper limit vibration frequency line;

[0017] Draw a horizontal line parallel to the X-axis in the plane coordinate system at the lower limit vibration frequency value, and record it as the lower limit vibration frequency line;

[0018] The area enclosed by the curve of the vehicle running vibration frequency curve above the upper limit vibration frequency line is recorded as the upper over-limit vibration frequency area;

[0019] The area enclosed by the curve of the vehicle running vibration frequency curve below the lower limit vibration frequency line is recorded as the lower over-limit vibration frequency area;

[0020] The upper over-limit vibration frequency region and the lower over-limit vibration frequency region are collectively recorded as an over-limit frequency region;

[0021] The area where the vehicle running vibration frequency region is located between the upper limit vibration frequency line and the lower limit vibration frequency line is recorded as a limit frequency area.

[0022] As a further solution of the present invention: the driving status data includes the over-limit area time ratio, the in-limit amplitude ratio and the over-limit frequency limit square deviation ratio;

[0023] The time ratio of the over-limit zone is recorded as Cs:

[0024] The in-bounds amplitude ratio is denoted as Ny;

[0025] The over-frequency limit square deviation ratio is recorded as Fp;

[0026] By formula The vehicle driving state value Cz i is calculated, where Li is the road condition overlap factor, and a1, a2, and a3 are all preset proportional coefficients.

[0027] As a further solution of the present invention: a first limit value of the vehicle driving state value is preset to be Cz i 1 and a second limit value is preset to be Cz i 2, wherein Cz i 1<Cz i 2;

[0028] If Cz i≤Cz i 1 or Cz i≥Cz i 2, it means that the vehicle running vibration frequency is in a normal running state within the monitoring period, and a vehicle running state difference signal is obtained;

[0029] If Cz i 1<Cz i<Cz i 2, it means that the vehicle running vibration frequency is in good running state within the monitoring period, and a signal of good vehicle running state is obtained.

[0030] As a further solution of the present invention: the over-limit area time ratio is the ratio of the total duration of the over-limit frequency area to the total duration of the monitoring period;

[0031] The in-limit frequency range ratio is the ratio of the area value of the limit frequency region to the area value of the over-limit frequency region;

[0032] The process of obtaining the over-frequency limit square deviation ratio is as follows:

[0033] Obtain the maximum upper over-limit vibration frequency value in the upper over-limit vibration frequency region and the minimum lower over-limit vibration frequency value in the lower over-limit vibration frequency region, and obtain the over-limit frequency limit deviation value;

[0034] The over-limit frequency limit deviation value is calculated by ratio with the rated middle value of the vehicle running vibration frequency to obtain the over-limit frequency limit deviation ratio;

[0035] Divide the monitoring period into several time sub-units;

[0036] Integrate the vehicle running vibration frequency values ​​of all time sub-units to obtain a vehicle running vibration frequency value group, and obtain a vehicle running vibration frequency variance value;

[0037] The vehicle running vibration frequency variance value is multiplied by the excess frequency limit deviation ratio to obtain the excess frequency limit square deviation ratio.

[0038] As a further solution of the present invention: within the monitoring period, the road section traveled by the vehicle in each time sub-unit is obtained, recorded as a unit road section, and the road quality coefficient of the unit road section is obtained;

[0039] The pavement quality coefficients of the unit road section are established in a plane coordinate system in time sequence to obtain a pavement quality curve;

[0040] Obtain a pavement quality coefficient threshold, and use the pavement quality coefficient threshold to draw a pavement quality standard line parallel to the X-axis in the plane coordinate system;

[0041] The area where the pavement quality curve is below the pavement quality standard line is recorded as the pavement quality non-standard area.

[0042] As a further solution of the present invention: obtaining a time period corresponding to a non-standard area of ​​road quality, and recording it as a non-standard time period;

[0043] Overlapping the non-standard time period with the over-limit time period to obtain an overlapping time period and a non-overlapping time period, and obtaining the duration of the overlapping time period and the duration of the non-overlapping time period;

[0044] The duration of the overlap time period and the duration of the non-overlap time period are summed to obtain the total duration of the non-standard overrun;

[0045] The length of the overlapping time period is ratioed to the total length of non-standard overload time to obtain the road condition overlap factor.

[0046] As a further solution of the present invention: obtaining a time period corresponding to the limit frequency region, and recording it as the limit time period;

[0047] The road quality coefficients of the unit sections corresponding to the boundary time period are summed and averaged to obtain the road quality analysis value of the boundary frequency area;

[0048] The vehicle running vibration frequency values ​​of the time sub-units corresponding to the boundary time period are summed and averaged to obtain the vibration frequency analysis value of the boundary frequency area;

[0049] Calculate the ratio of the vibration frequency analysis value to the road quality analysis value to obtain the frequency condition value in the boundary frequency area;

[0050] The road quality coefficients of all unit sections within the over-limit period are summed and averaged to obtain the road quality analysis value of the over-limit frequency area;

[0051] The frequency condition value in the limit frequency area is multiplied by the road quality analysis value in the over-limit frequency area to obtain the theoretical frequency value of vehicle running vibration in the over-limit frequency area;

[0052] Obtain the vehicle running vibration frequency value corresponding to the middle moment of the time subunit within the overrun time period;

[0053] The vehicle running vibration frequency values ​​of all time sub-units are summed and averaged to obtain the vibration frequency analysis value of the over-limit frequency area;

[0054] The difference between the theoretical frequency value of vehicle running vibration in the over-limit frequency area and the vibration frequency analysis value in the over-limit frequency area is calculated to obtain the vibration frequency difference value in the over-limit frequency area.

[0055] As a further solution of the present invention: if the vibration frequency outlier value in the over-limit frequency area is within the preset required range, it means that the vehicle driving vibration frequency is caused by the road condition, and a signal not interfered by other factors is obtained;

[0056] If the vibration frequency outlier value in the over-limit frequency area is outside the preset required range, it means that the vehicle driving vibration frequency is not caused by the road conditions, and interference signals from other factors are obtained.

[0057] As a further solution of the present invention: based on interference signals of other factors, the maximum speed values ​​of all unit sections within the boundary time period are obtained, and the sum and average are taken to obtain the vehicle speed analysis value of the boundary frequency area;

[0058] The vehicle speed analysis value is calculated by ratio with the road quality analysis value to obtain the vehicle analysis value in the boundary frequency area;

[0059] Obtaining a road quality analysis value for each over-limit frequency region, multiplying the road quality analysis value for the over-limit frequency region by the vehicle quality analysis value for the limit frequency region, and obtaining a vehicle speed preset value for the over-limit frequency region;

[0060] The actual vehicle speed in the over-limit frequency area is obtained, and the vehicle speed is controlled to be adjusted toward a preset vehicle speed value in the over-limit frequency area.

[0061] Beneficial effects of the present invention:

[0062] (1) In the present invention, during the monitoring period, the vehicle driving vibration frequency value of the vehicle during driving is obtained, and a vehicle driving vibration frequency curve is constructed. Then, by processing the vehicle driving vibration frequency curve, an over-limit frequency region (indicating that the vehicle driving vibration frequency is abnormal) and a limit frequency region (the vehicle driving vibration frequency is normal) are obtained. Then, the time, trend area and variance, limit deviation and other factors corresponding to the over-limit frequency region and the limit frequency region are processed in multiple dimensions to obtain the vehicle driving state value of the vehicle during the monitoring period, and the vehicle running state is dynamically identified through the vehicle driving state value;

[0063] (2) Under the premise of knowing that the vehicle's running vibration frequency is in the over-limit frequency area, the present invention identifies the road quality in the over-limit frequency area, obtains the time period in which the vehicle is running under different road qualities, and overlaps the time period in the over-limit frequency area with the time period on the road surface of different qualities, thereby realizing the correlation identification between the road quality and the vehicle's running vibration frequency, and improving the accuracy of the vehicle's recognition of the vehicle's driving status;

[0064] (3) The present invention is used to link the road surface quality and vehicle running vibration frequency in the limit frequency region and the excess frequency region, perform difference calculation on the vehicle running vibration theoretical frequency value in the excess frequency region and the vibration frequency analysis value in the excess frequency region, obtain the vibration frequency difference value in the excess frequency region, complete the analysis of the interference factors of the vehicle running vibration frequency, and complete the correction processing of the speed in the excess frequency region based on the speed interference factor and the vehicle speed in the limit frequency region and the excess frequency region. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] The present invention will be further described below in conjunction with the accompanying drawings.

[0066] Figure 1 It is a flowchart of a real-time vehicle monitoring and abnormal behavior automatic identification system of the present invention;

[0067] Figure 2 It is a flow chart of a real-time vehicle monitoring and abnormal behavior automatic identification system in the present invention;

[0068] Figure 3 The present invention discloses a vehicle driving state recognition flow chart of a real-time vehicle monitoring and abnormal behavior automatic recognition system. DETAILED DESCRIPTION

[0069] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0070] Example 1, please refer to Figure 1-Figure 2 As shown, the present invention is a real-time vehicle monitoring and abnormal behavior automatic identification system, including a data processing module, a frequency analysis module, a same-frequency tracking module and a boundary feedback module;

[0071] The data processing module is used to obtain the vehicle running vibration frequency of the vehicle within the monitoring period, and to construct a vehicle running vibration frequency curve based on the vehicle running vibration frequency;

[0072] The frequency analysis module analyzes the vehicle driving vibration frequency curve to obtain the over-limit frequency area and the limit frequency area, obtains the driving state data based on the over-limit frequency area and the limit frequency area, and obtains the vehicle driving state value according to the driving state data;

[0073] Complete the identification of the vehicle's driving status within the monitoring period;

[0074] The same-frequency tracking module tracks the road sections that the vehicle travels on during the monitoring period, obtains the road condition overlap factor, and completes the correlation identification between the road quality and the vehicle driving vibration frequency;

[0075] The boundary feedback module is used to link the road quality and vehicle driving vibration frequency in the limit frequency area and the over-limit frequency area, and to complete the correction of the speed in the over-limit frequency area by combining the vehicle speed in the limit frequency area and the over-limit frequency area.

[0076] In Example 2, the process of constructing the vehicle running vibration frequency curve is as follows:

[0077] A plane coordinate system is constructed with time as the X-axis and the vehicle driving vibration frequency as the Y-axis;

[0078] The vehicle running vibration frequency collected in real time during the monitoring period is used to construct a vehicle running vibration frequency curve in a plane coordinate system;

[0079] Obtaining a rated range value of the vehicle running vibration frequency, and recording an upper limit value of the rated range value of the vehicle running vibration frequency as an upper limit vibration frequency value;

[0080] The lower limit of the rated range of the vehicle's running vibration frequency is recorded as the lower limit vibration frequency value;

[0081] Draw a horizontal line parallel to the X-axis in the plane coordinate system at the upper limit vibration frequency value, and record it as the upper limit vibration frequency line;

[0082] Draw a horizontal line parallel to the X-axis in the plane coordinate system for the lower limit vibration frequency value, which is recorded as the lower limit vibration frequency line.

[0083] Perform regional analysis on the upper limit vibration frequency line, lower limit vibration frequency line and vehicle driving vibration frequency curve within the monitoring period, specifically:

[0084] The area enclosed by the curve of the vehicle running vibration frequency curve above the upper limit vibration frequency line is recorded as the upper over-limit vibration frequency area;

[0085] The area enclosed by the curve of the vehicle running vibration frequency curve below the lower limit vibration frequency line is recorded as the lower over-limit vibration frequency area;

[0086] The upper over-limit vibration frequency region and the lower over-limit vibration frequency region are collectively recorded as an over-limit frequency region;

[0087] The area where the vehicle running vibration frequency region is located between the upper limit vibration frequency line and the lower limit vibration frequency line is recorded as a limit frequency area.

[0088] In embodiment 3, the process of acquiring driving status data is as follows:

[0089] Obtain the total duration of the over-limit frequency area in the monitoring period, calculate the ratio of the total duration of the over-limit frequency area to the total duration of the monitoring period, and obtain the over-limit area time ratio;

[0090] Obtaining the area value of the limit frequency region and the area value of the over-limit frequency region, calculating the ratio of the area value of the limit frequency region to the area value of the over-limit frequency region, and obtaining the in-boundary amplitude-to-domain ratio;

[0091] Acquire the vehicle running vibration frequency in each upper-limit vibration frequency region to obtain the maximum upper-limit vibration frequency value;

[0092] Acquiring the vehicle running vibration frequency in each lower-exceeding vibration frequency region to obtain the minimum lower-exceeding vibration frequency value;

[0093] The upper over-limit vibration frequency value and the lower over-limit vibration frequency value are calculated to obtain the over-limit frequency limit deviation value;

[0094] The over-limit frequency limit deviation value is calculated by ratio with the rated middle value of the vehicle running vibration frequency to obtain the over-limit frequency limit deviation ratio;

[0095] Among them, the rated middle value of the vehicle running vibration frequency is the average of the upper limit vibration frequency value and the lower limit vibration frequency value;

[0096] Divide the monitoring period into a number of time sub-units, obtain the middle time point of each time sub-unit and mark it on the X-axis in the plane coordinate system, and obtain the vehicle running vibration frequency value corresponding to the mark on the vehicle running vibration frequency curve to obtain the vehicle running vibration frequency value of the time sub-unit;

[0097] Integrate the vehicle running vibration frequency values ​​of all time sub-units to obtain a vehicle running vibration frequency value group;

[0098] The vehicle running vibration frequency value group is processed according to the variance calculation formula to obtain the vehicle running vibration frequency variance value;

[0099] The vehicle running vibration frequency variance value is multiplied by the excess frequency limit deviation ratio to obtain the excess frequency limit square deviation ratio.

[0100] The process of obtaining the vehicle driving state value based on the driving state data is as follows:

[0101] The time ratio of the over-limit zone is recorded as Cs:

[0102] The in-bounds amplitude ratio is denoted as Ny;

[0103] The over-frequency limit square deviation ratio is recorded as Fp;

[0104] By formula The vehicle driving state value Cz i is calculated, where L i is the road condition coincidence factor, a1, a2, and a3 are all preset proportional coefficients, and a1, a2, and a3 are all greater than zero;

[0105] It can be seen from the above formula for obtaining the vehicle driving state value that, within the monitoring period, the smaller the time ratio of the over-limit zone is, the larger the vehicle driving state value is, which means that within the monitoring period, the smaller the time that the vehicle driving vibration frequency value exceeds the rated interval of the vehicle driving vibration frequency is, the more stable the vehicle driving vibration frequency is within the monitoring period, and the better the vehicle driving state is.

[0106] During the monitoring period, the larger the in-boundary amplitude ratio is, the larger the vehicle driving state value is obtained, which means that during the monitoring period, the vehicle driving vibration frequency value is in the overall trend, and the larger the area obtained within the rated range of the vehicle driving vibration frequency is, the more stable the vehicle running frequency is within the rated range of the vehicle driving vibration frequency, the higher the proportion of the stable trend is, and the better the vehicle driving state is obtained;

[0107] During the monitoring period, the smaller the over-frequency limit square deviation ratio is, the larger the vehicle driving state value is, which means that during the monitoring period, the variance of the vehicle driving vibration frequency value in different time sub-units is small, and the range of variation of the vehicle driving vibration frequency value is small, then the vehicle driving vibration frequency fluctuation during the monitoring period is small, and the obtained vehicle driving state is better.

[0108] It should be noted that this solution incorporates a road condition overlap factor used to characterize the road condition in the process of obtaining the vehicle driving state value, thereby making the obtained vehicle driving state value more accurate.

[0109] The first limit value of the vehicle driving state value is preset to be Cz i 1, and the second limit value is preset to be Cz i 2, wherein Cz i 1<Cz i 2;

[0110] The first limit value Cz i 1 and the second limit value Cz i 2 of the vehicle driving state value are empirical values, which are obtained based on experience:

[0111] In the actual obtaining process, there are many groups of over-limit area time ratios, in-boundary amplitude ratios and over-limit frequency limit square deviation ratios. Many groups of over-limit area time ratios, in-boundary amplitude ratios and over-limit frequency limit square deviation ratios are processed to obtain the vehicle driving state values ​​of the corresponding groups. The staff identifies the vehicle running state according to so many groups of vehicle driving state values, thereby obtaining a corresponding relationship between a vehicle driving state value and a vehicle running state level, and then derives and divides the vehicle driving state value according to the vehicle running state level of the vehicle driving state value, thereby obtaining a first limit value Cz i 1 and a second limit value Cz i 2 of the vehicle driving state value. By comparing the limit values ​​of the vehicle driving state value, the identification of the vehicle running state level corresponding to the vehicle driving state value is completed;

[0112] like Figure 3 As shown, if Cz i≤Cz i 1 or Cz i≥Cz i 2, it means that the vehicle driving vibration frequency is in a general operating state within the monitoring period, indicating that the vehicle driving state is poor, and a vehicle driving state difference signal is obtained;

[0113] If Cz i 1<Cz i<Cz i 2, it means that the vehicle running vibration frequency is in good running state within the monitoring period, indicating that the vehicle running state is good, and a vehicle running state good signal is obtained.

[0114] Therefore, the vehicle's driving status can be identified based on the changes in the vehicle's driving vibration frequency during the monitoring period, and the vehicle's operating status can be visually identified during the monitoring period.

[0115] The technical solution of the present invention is: within a monitoring period, the vehicle driving vibration frequency value of the vehicle during driving is obtained, a vehicle driving vibration frequency curve is constructed, and then the vehicle driving vibration frequency curve is processed to obtain an over-limit frequency area (indicating that the vehicle driving vibration frequency is abnormal) and a limit frequency area (the vehicle driving vibration frequency is normal), and then the time, trend area and variance, limit deviation and other factors corresponding to the over-limit frequency area and the limit frequency area are multi-dimensionally processed to obtain the vehicle driving state value of the vehicle within the monitoring period, and dynamic identification of the vehicle operation state is realized through the vehicle driving state value.

[0116] In Example 4, the process of obtaining the road condition coincidence factor is as follows:

[0117] During the monitoring period, the road section traveled by the vehicle in each time sub-unit is obtained and recorded as a unit road section;

[0118] Obtain the pavement quality coefficient of the unit road section, specifically:

[0119] Obtain the road surface flatness, damage condition, load-bearing capacity and anti-skid capacity indicators of the unit road section;

[0120] The road surface roughness of the unit road section is marked as P1;

[0121] The damage condition of the unit road section is marked as P2;

[0122] The carrying capacity of the unit section is marked as P3;

[0123] The anti-skid capacity index of the unit road section is marked as P4; the road surface flatness, damage condition, load-bearing capacity and anti-skid capacity index of the unit road section are weighted;

[0124] That is, the pavement quality coefficient Pi is obtained by the formula Pi=P1Xd1+P2Xd2+P3Xd3+P4Xd4, where d1, d2, d3, and d4 represent the weight values ​​of the pavement flatness, damage condition, bearing capacity, and anti-skid ability indicators, respectively, and d1+d2+d3+d4=1;

[0125] The pavement quality coefficient of the unit road section is established in a plane coordinate system in time sequence, with the time sub-unit corresponding to the unit road section as the X-axis and the pavement quality coefficient Pi as the Y-axis;

[0126] The time subunit corresponding to the unit road section refers to the time length of the unit road section, and the time length (1-3 minutes) is used as the X-axis, the middle time point of the time length of the unit road section is used as the horizontal coordinate, and the road surface quality coefficient corresponding to the unit road section is used as the vertical coordinate. Points are drawn in the coordinate system, and all points are connected in sequence from left to right in the plane coordinate system with a smooth curve to obtain a road surface quality curve;

[0127] Obtain a pavement quality coefficient threshold, and use the pavement quality coefficient threshold to draw a pavement quality standard line parallel to the X-axis in the plane coordinate system;

[0128] Among them, the pavement quality coefficient threshold is an empirical value, which is set by the staff based on experience;

[0129] The area below the road quality standard line of the road quality curve is recorded as the non-standard road quality area;

[0130] Obtain the time period corresponding to the non-standard area of ​​road quality, and record it as the non-standard time period;

[0131] Overlapping the non-standard time period with the over-limit time period to obtain an overlapping time period and a non-overlapping time period, and obtaining the duration of the overlapping time period and the duration of the non-overlapping time period;

[0132] The duration of the overlap time period and the duration of the non-overlap time period are summed to obtain the total duration of the non-standard overrun;

[0133] The length of the overlap time period is processed by ratio with the total length of non-standard overload time to obtain the road condition overlap factor, which is recorded as Li;

[0134] The over-limit time period is a time period corresponding to the over-limit frequency area.

[0135] The technical solution of the present invention is: since the vehicle driving vibration frequency is related to the quality of the driving section, the present invention identifies the road quality in the over-limit frequency area on the premise of knowing that the vehicle driving vibration frequency is in the over-limit frequency area time period, obtains the time period in which the vehicle is driving under different road qualities, and overlaps the time period driving on different quality roads with the over-limit frequency area time period, thereby realizing the correlation identification between the road quality and the vehicle driving vibration frequency, and improving the accuracy of the vehicle's recognition of the vehicle's driving status.

[0136] Embodiment 5, obtaining a time period corresponding to a limit frequency region, and recording it as a limit time period;

[0137] Obtain the unit road section corresponding to the boundary time period, and obtain the road quality coefficient Pi of each unit road section;

[0138] The road quality coefficients of all unit sections are summed and averaged to obtain the road quality analysis value of the boundary frequency area;

[0139] Obtain the time subunits corresponding to the boundary time period, and obtain the vehicle driving vibration frequency value corresponding to the middle moment of each time subunit;

[0140] The vehicle running vibration frequency values ​​of all time sub-units are summed and averaged to obtain the vibration frequency analysis value of the boundary frequency area;

[0141] The vibration frequency analysis value is calculated by ratio with the road quality analysis value to obtain the frequency condition value in the boundary frequency area.

[0142] Obtain the unit road section corresponding to the over-limit time period, and obtain the road quality coefficient Pi of each unit road section;

[0143] The road quality coefficients of all unit sections are summed and averaged to obtain the road quality analysis value of the over-limit frequency area;

[0144] The frequency condition value in the limit frequency area is multiplied by the road quality analysis value in the over-limit frequency area to obtain the theoretical frequency value of vehicle running vibration in the over-limit frequency area;

[0145] Obtain the time subunits corresponding to the over-limit time period, and obtain the vehicle driving vibration frequency value corresponding to the middle moment of each time subunit;

[0146] The vehicle running vibration frequency values ​​of all time sub-units are summed and averaged to obtain the vibration frequency analysis value of the over-limit frequency area;

[0147] The difference between the theoretical frequency value of vehicle running vibration in the over-limit frequency region and the vibration frequency analysis value in the over-limit frequency region is calculated to obtain the vibration frequency difference value in the over-limit frequency region;

[0148] If the vibration frequency abnormal value in the over-limit frequency area is within the preset requirement range, it means that the vehicle driving vibration frequency is caused by the road condition and the signal is not interfered by other factors;

[0149] If the vibration frequency outlier value in the over-limit frequency area is outside the preset required range, it means that the vehicle driving vibration frequency is not caused by the road conditions, and interference signals from other factors are obtained.

[0150] Example 6: Based on other factors interfering with the signal, since the vehicle speed is one of the vibration frequencies that cause the vehicle to travel, the vehicle speed is identified. Specifically:

[0151] Obtain the unit road section corresponding to the boundary time period, and obtain the maximum speed value within each unit road section;

[0152] The maximum speed values ​​of all unit sections are summed and averaged to obtain the vehicle speed analysis value of the boundary frequency area;

[0153] The vehicle speed analysis value is calculated by ratio with the road quality analysis value to obtain the vehicle analysis value in the boundary frequency area;

[0154] Obtaining a road quality analysis value for each over-limit frequency region, multiplying the road quality analysis value for the over-limit frequency region by the vehicle quality analysis value for the limit frequency region, and obtaining a vehicle speed preset value for the over-limit frequency region;

[0155] The actual vehicle speed in the over-limit frequency area is obtained, and the vehicle speed is controlled to be close to the preset speed value in the over-limit frequency area to reduce the abnormal probability of the vehicle's driving vibration frequency and improve the vehicle's driving stability.

[0156] The above is a detailed description of an embodiment of the present invention, but the content is only a preferred embodiment of the present invention and cannot be considered to limit the scope of implementation of the present invention. All equivalent changes and improvements made within the scope of the present invention should still fall within the scope of the patent coverage of the present invention.

Claims

1. A real-time vehicle monitoring and abnormal behavior automatic identification system, characterized in that: include: A data processing module, the data processing module is used to obtain the vehicle running vibration frequency of the vehicle within the monitoring period, and construct a vehicle running vibration frequency curve based on the vehicle running vibration frequency; A frequency analysis module, wherein the frequency analysis module analyzes the vehicle driving vibration frequency curve to obtain an over-limit frequency region and a limit frequency region, obtains driving state data based on the over-limit frequency region and the limit frequency region, and obtains a vehicle driving state value according to the driving state data; Complete the identification of the vehicle's driving status within the monitoring period; A same-frequency tracking module, which tracks the road section traveled by the vehicle during the monitoring period, obtains the road condition overlap factor, and completes the correlation identification between the road quality and the vehicle driving vibration frequency; The boundary feedback module is used to link the road quality and vehicle running vibration frequency in the limit frequency area and the over-limit frequency area, and to correct the speed in the over-limit frequency area in combination with the vehicle speed in the limit frequency area and the over-limit frequency area.

2. A real-time vehicle monitoring and abnormal behavior automatic identification system according to claim 1, characterized in that: The construction process of the vehicle driving vibration frequency curve is: The vehicle running vibration frequency is collected in real time during the monitoring period, and the vehicle running vibration frequency curve is constructed in the plane coordinate system; Get the rated range value of the vehicle's running vibration frequency; Draw a horizontal line parallel to the X-axis in the plane coordinate system at the upper limit vibration frequency value, and record it as the upper limit vibration frequency line; Draw a horizontal line parallel to the X-axis at the lower limit vibration frequency value in the plane coordinate system, which is recorded as the lower limit vibration frequency line; The area enclosed by the curve of the vehicle running vibration frequency curve above the upper limit vibration frequency line is recorded as the upper over-limit vibration frequency area; The area enclosed by the curve of the vehicle running vibration frequency curve below the lower limit vibration frequency line is recorded as the lower over-limit vibration frequency area; The upper over-limit vibration frequency region and the lower over-limit vibration frequency region are collectively recorded as an over-limit frequency region; The area where the vehicle running vibration frequency region is located between the upper limit vibration frequency line and the lower limit vibration frequency line is recorded as a limit frequency area.

3. A real-time vehicle monitoring and abnormal behavior automatic identification system according to claim 2, characterized in that: Driving status data include over-limit area time ratio, within-limit area ratio and over-limit frequency limit square deviation ratio; The time ratio of the over-limit zone is recorded as Cs: The in-bounds amplitude ratio is denoted as Ny; The over-frequency limit square deviation ratio is recorded as Fp; By formula The vehicle driving state value Cz i is calculated, where Li is the road condition overlap factor, and a1, a2, and a3 are all preset proportional coefficients.

4. A real-time vehicle monitoring and abnormal behavior automatic identification system according to claim 3, characterized in that: The first limit value of the vehicle driving state value is preset to be Cz i 1, and the second limit value is preset to be Cz i 2, wherein Cz i 1<Cz i 2; If Cz i≤Cz i 1 or Cz i≥Cz i 2, it means that the vehicle running vibration frequency is in a normal running state within the monitoring period, and a vehicle running state difference signal is obtained; If Cz i 1<Cz i<Cz i 2, it means that the vehicle running vibration frequency is in good running state within the monitoring period, and a signal of good vehicle running state is obtained.

5. The real-time vehicle monitoring and abnormal behavior automatic identification system according to claim 3 is characterized in that: The over-limit area time ratio is the ratio of the total duration of the over-limit frequency area to the total duration of the monitoring period; The in-limit frequency range ratio is the ratio of the area value of the limit frequency region to the area value of the over-limit frequency region; The process of obtaining the over-frequency limit square deviation ratio is as follows: Obtain the maximum upper over-limit vibration frequency value in the upper over-limit vibration frequency region and the minimum lower over-limit vibration frequency value in the lower over-limit vibration frequency region, and obtain the over-limit frequency limit deviation value; The over-limit frequency limit deviation value is calculated by ratio with the rated middle value of the vehicle running vibration frequency to obtain the over-limit frequency limit deviation ratio; Divide the monitoring period into several time sub-units; Integrate the vehicle running vibration frequency values ​​of all time sub-units to obtain a vehicle running vibration frequency value group, and obtain a vehicle running vibration frequency variance value; The vehicle running vibration frequency variance value is multiplied by the excess frequency limit deviation ratio to obtain the excess frequency limit square deviation ratio.

6. A real-time vehicle monitoring and abnormal behavior automatic identification system according to claim 5, characterized in that: In the monitoring period, the road section traveled by the vehicle in each time sub-unit is obtained, recorded as a unit road section, and the road quality coefficient of the unit road section is obtained; The pavement quality coefficients of the unit road section are established in a plane coordinate system in time sequence to obtain a pavement quality curve; Obtain a pavement quality coefficient threshold, and use the pavement quality coefficient threshold to draw a pavement quality standard line parallel to the X-axis in the plane coordinate system; The area where the pavement quality curve is below the pavement quality standard line is recorded as the pavement quality non-standard area.

7. A real-time vehicle monitoring and abnormal behavior automatic identification system according to claim 6, characterized in that: Obtain the time period corresponding to the non-standard area of ​​road quality, and record it as the non-standard time period; Overlapping the non-standard time period with the over-limit time period to obtain an overlapping time period and a non-overlapping time period, and obtaining the duration of the overlapping time period and the duration of the non-overlapping time period; The duration of the overlap time period and the duration of the non-overlap time period are summed to obtain the total duration of the non-standard overrun; The length of the overlapping time period is ratioed to the total length of non-standard overload time to obtain the road condition overlap factor.

8. The real-time vehicle monitoring and abnormal behavior automatic identification system according to claim 6 is characterized in that: Obtain the time period corresponding to the boundary frequency region, and record it as the boundary time period; The road quality coefficients of the unit sections corresponding to the boundary time period are summed and averaged to obtain the road quality analysis value of the boundary frequency area; The vehicle running vibration frequency values ​​of the time sub-units corresponding to the boundary time period are summed and averaged to obtain the vibration frequency analysis value of the boundary frequency area; Calculate the ratio of the vibration frequency analysis value to the road quality analysis value to obtain the frequency condition value in the boundary frequency area; The road quality coefficients of all unit sections within the over-limit period are summed and averaged to obtain the road quality analysis value of the over-limit frequency area; The frequency condition value in the limit frequency area is multiplied by the road quality analysis value in the over-limit frequency area to obtain the theoretical frequency value of vehicle running vibration in the over-limit frequency area; Obtain the vehicle running vibration frequency value corresponding to the middle moment of the time subunit within the overrun time period; The vehicle running vibration frequency values ​​of all time sub-units are summed and averaged to obtain the vibration frequency analysis value of the over-limit frequency area; The difference between the theoretical frequency value of vehicle running vibration in the over-limit frequency area and the vibration frequency analysis value in the over-limit frequency area is calculated to obtain the vibration frequency difference value in the over-limit frequency area.

9. A real-time vehicle monitoring and abnormal behavior automatic identification system according to claim 8, characterized in that: If the vibration frequency abnormal value in the over-limit frequency area is within the preset requirement range, it means that the vehicle driving vibration frequency is caused by the road condition and the signal is not interfered by other factors; If the vibration frequency outlier value in the over-limit frequency area is outside the preset required range, it means that the vehicle driving vibration frequency is not caused by the road conditions, and interference signals from other factors are obtained.

10. A real-time vehicle monitoring and abnormal behavior automatic identification system according to claim 9, characterized in that: Based on the interference signals of other factors, the maximum speed values ​​of all unit sections within the boundary time period are obtained and averaged to obtain the vehicle speed analysis value of the boundary frequency area; The vehicle speed analysis value is calculated by ratio with the road quality analysis value to obtain the vehicle analysis value in the boundary frequency area; Obtaining a road quality analysis value for each over-limit frequency region, multiplying the road quality analysis value for the over-limit frequency region by the vehicle quality analysis value for the limit frequency region, and obtaining a vehicle speed preset value for the over-limit frequency region; The actual vehicle speed in the over-limit frequency area is obtained, and the vehicle speed is controlled to be adjusted toward a preset vehicle speed value in the over-limit frequency area.

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