Abnormal monitoring method and system for cockpit display

Abstract

This application discloses an anomaly monitoring method and system for cockpit displays, relating to the field of cockpit display technology. The anomaly monitoring method for cockpit displays includes: receiving communication data sent by a user terminal through a first communication channel, using the communication data sent by the user terminal as communication verification data; receiving current communication data sent by the cockpit display system through a second communication channel; performing pre-verification on the current communication data using the communication verification data to generate a pre-verification result; if normal, analyzing the communication data to obtain display verification data; performing anomaly analysis on the display data using the display verification data to obtain similarity values; judging the similarity values ​​using an anomaly verification threshold to generate an anomaly verification result; if normal, sending a display command to the cockpit display system. This application can improve the reliability of the communication fault tolerance management mechanism of the cockpit display system, as well as improve the integrity and accuracy of communication data and display data.

Description

Technical Field

[0001] The present application relates to the technical field of cockpit display, and in particular to an abnormality monitoring method and system for cockpit display. Background Art

[0002] Cockpit display refers to a series of devices and systems that provide information and entertainment to drivers and passengers. In the automotive field, the display system of the smart cockpit is an important part of the smart car. The display system of the smart cockpit can not only improve the driving experience, but also enhance driving safety.

[0003] The existing cockpit display system has the following problems:

[0004] (1) Regarding the management mechanism of errors during the communication process, the warning value of the existing communication fault-tolerant management mechanism is usually a fixed value, which cannot be adjusted in time according to the real-time situation of the cockpit display system. Therefore, there is a situation where the communication fault-tolerant management mechanism is unreliable due to changes in the real-time situation of the cockpit display system. For example, as the usage time of the cockpit display system changes, the fault-tolerant capability of the cockpit display system changes, and the fixed warning value cannot be adjusted in time according to the change. Therefore, the fault-tolerant accuracy cannot be guaranteed.

[0005] (2) The existing cockpit display system lacks a verification mechanism for communication data and display data, and therefore cannot guarantee the integrity and accuracy of communication data and display data. Summary of the invention

[0006] The purpose of the present application is to provide a method and system for abnormal monitoring of cockpit display, which can improve the reliability of the communication fault-tolerant management mechanism of the cockpit display system, and improve the integrity and accuracy of communication data and display data.

[0007] To achieve the above-mentioned purpose, the present application provides an abnormality monitoring method for cockpit display, comprising the following steps: S1: a monitoring center receives a communication request sent by a user terminal, performs abnormality pre-analysis on the user terminal and the cockpit display system according to the communication request, obtains a pre-analysis result, and if the pre-analysis result is abnormal, generates a pre-analysis abnormality alarm and sends it to the user terminal and the cockpit display system; if the pre-analysis result is normal, executes S2; wherein the communication request at least includes: user terminal information and cockpit display system information; the user terminal information includes: the user terminal identification code, request time and request location; the cockpit display system information includes: the model of the cockpit display system, the cockpit display system identification code and the cockpit display system location; S2: the monitoring center performs abnormality pre-analysis on the cockpit display system information The information is analyzed to obtain an abnormal warning value, and the abnormal warning value is set as the current abnormal warning value of the cockpit display system for this task, and the current running times of the cockpit display system are initialized to 0, and S3 is executed; S3: The monitoring center creates a first communication channel, a second communication channel, and a third communication channel. The monitoring center communicates with the user end through the first communication channel, the monitoring center communicates with the cockpit display system through the second communication channel, and the cockpit display system communicates with the user end through the third communication channel, and S4 is executed; S4: The monitoring center receives the communication data sent by the user end through the first communication channel, and uses the communication data sent by the user end as communication verification data. The monitoring center receives the current communication data sent by the cockpit display system through the second communication channel, and uses the communication verification data to verify the communication data. The communication verification data is used to pre-verify the current communication data and generate a pre-verification result. If the communication verification data is consistent with the current communication data, the generated pre-verification result is normal, and S5 is executed; if the communication verification data is inconsistent with the current communication data, the generated pre-verification result is abnormal, and a communication data abnormality alarm is generated and sent to the user end and the cockpit display system; wherein the communication data at least includes: real-time image data and / or visual image data; the current communication data is the communication data sent by the user end and received by the cockpit display system through the third communication channel; S5: the monitoring center analyzes the communication data to obtain display verification data; receives the display data obtained by the cockpit display system after analyzing the communication data through the second communication channel, and performs a pre-verification on the display system through the display verification data The display data is analyzed for abnormality, a similarity value is obtained, the similarity value is judged by the abnormality check threshold, and an abnormality check result is generated. If the similarity value is greater than the abnormality check threshold, the abnormality check result is normal, and a display instruction is sent to the cockpit display system, and the cockpit display system displays the display data; if the similarity value is less than or equal to the abnormality check threshold, the abnormality check result is abnormal, and a display data abnormality alarm is generated and sent to the user end and the cockpit display system, and S6 is executed; S6: The monitoring center judges the current number of operations by the current abnormality warning value. If the current number of operations is less than the abnormality warning value, the current number of operations is increased by one, and S4 is re-executed; if the current number of operations is greater than or equal to the abnormality warning value, the communication process is terminated and S1 is re-executed.

[0008] As above, the monitoring center receives the communication request sent by the user end, performs abnormal pre-analysis on the user end and the cockpit display system according to the communication request, and the sub-steps for obtaining the pre-analysis result are as follows: S11: Take the requested position as the current center and the preset communication radius as the current radius to draw a circle to obtain the current communication range, judge the position of the cockpit display system through the current communication range, and generate a position judgment result. If the cockpit display system is within the current communication range, the position judgment result is normal, and S12 is executed; if the cockpit display system is outside the current communication range, the position judgment result is abnormal; S12: Generate a data acquisition instruction according to the identification code of the cockpit display system, receive and execute The abnormal assessment data obtained by executing the data collection instruction is analyzed to obtain the system abnormal result, wherein the system abnormal result is normal or abnormal. If the system abnormal result is normal, execute S13; wherein, the abnormal assessment data includes: hardware risk data, software risk data and network risk data; S13: perform file access on the corresponding user terminal according to the identification code of the user terminal, and judge the correctness of the current definition file of the user terminal according to the model of the cockpit display system, and generate a file abnormal result. If the content and size of the current definition file are correct, the file abnormal result is normal, and execute S2; if the content and / or size of the current definition file are wrong, the file abnormal result is abnormal.

[0009] As above, the monitoring center analyzes the cockpit display system information, and the sub-steps for obtaining the abnormal warning value are as follows: S21: traverse the fault-tolerant database according to the model of the cockpit display system, and determine that the fault-tolerant data corresponding to the standard model consistent with the model of the cockpit display system is the required fault-tolerant data; S22: analyze the required fault-tolerant data according to the current usage time of the cockpit display system, and obtain the current duration impact weight difference; S23: obtain the abnormal warning value used in the last communication process of the cockpit display system according to the identification code of the cockpit display system as the historical abnormal warning value, and obtain the initial abnormal warning value according to the current duration impact weight difference and the historical abnormal warning value; S24: use the abnormal warning threshold in the required fault-tolerant data as the current abnormal warning threshold, and judge the initial abnormal warning value by the current abnormal warning threshold. If the initial abnormal warning value is less than the current abnormal warning threshold, the initial abnormal warning value is used as the abnormal warning value; if the initial abnormal warning value is greater than or equal to the current abnormal warning threshold, the current abnormal warning threshold is used as the abnormal warning value.

[0010] As above, the expression of the initial abnormal warning value is: Among them, Cyj is the initial abnormal warning value; Lyj is the historical abnormal warning value; Sqz is the current duration impact weight difference; t dq is the current usage time; t lsT is the historical usage time corresponding to the historical abnormal warning value; dw The unit duration.

[0011] As above, wherein the pre-verification items of the pre-verification include at least: data size, data format and data content; if all the pre-verification items of the communication verification data are the same as all the pre-verification items of the current communication data, then the communication verification data is consistent with the current communication data; if one or more pre-verification items in the communication verification data are different from the pre-verification items of the current communication data, then the communication verification data is inconsistent with the current communication data.

[0012] As above, the monitoring center analyzes the communication data, and the sub-steps of obtaining display verification data are as follows: S51: splicing the left rear image, the rear center image and the right rear image in the real-time image data into a rear panoramic 3D image; splicing the left front image, the front center image and the right front image in the real-time image data into a front panoramic 3D image; S52: performing beauty processing on the rear panoramic 3D image to obtain a rear target image; performing beauty processing on the front panoramic 3D image to obtain a front target image; S53: performing synthesis processing on the visual image data to obtain a synthesized image, and performing obstacle feature extraction on the synthesized image to obtain obstacle features; S54: determining the obstacle category according to the obstacle features, and determining the obstacle marking symbol according to the obstacle category, wherein one type of obstacle corresponds to one marking symbol; S55: superimposing the obstacle marking symbol to the corresponding position of the rear target image and / or the front target image to obtain the rear marked image and the front marked image, and using the rear marked image and the front marked image as display verification data.

[0013] As above, the cockpit display system analyzes the communication data, and the sub-steps of obtaining display data are as follows: S51': stitching the left rear image, the rear center image and the right rear image in the real-time image data into a rear panoramic 3D image; stitching the left front image, the front center image and the right front image in the real-time image data into a front panoramic 3D image; S52': performing beauty processing on the rear panoramic 3D image to obtain a rear target image; performing beauty processing on the front panoramic 3D image to obtain a front target image; S53': performing synthesis processing on the visual image data to obtain a synthesized image, and performing obstacle feature extraction on the synthesized image to obtain target features; S54': determining the obstacle category according to the target features, and determining the obstacle marking symbol according to the obstacle category, wherein one type of obstacle corresponds to one marking symbol; S55': superimposing the obstacle marking symbol to the corresponding position of the rear target image and / or the front target image to obtain the rear display image and the front display image, and using the rear display image and the front display image as display data.

[0014] As above, the communication data abnormality alarm includes: abnormal object, abnormal cause and abnormal time; wherein the abnormal object is the identification code of the user terminal and the identification code of the cockpit display system, the abnormal cause is the communication data abnormality, and the abnormal time is the time when the communication data abnormality alarm is sent.

[0015] As above, the display data abnormality alarm includes: abnormal object, abnormal cause and abnormal time; wherein the abnormal object is the identification code of the cockpit display system, the abnormal cause is the display data abnormality, and the abnormal time is the time when the display data abnormality alarm is sent.

[0016] The present application also provides an abnormality monitoring system for cockpit display, comprising: at least one user terminal, at least one cockpit display system and a monitoring center; wherein the user terminal: is used to send communication requests and send communication data; the cockpit display system: is used to analyze the communication data and obtain display data; receives and executes display instructions and displays the display data; the monitoring center: is used to execute the above-mentioned abnormality monitoring method for cockpit display.

[0017] The beneficial effects achieved by this application are as follows:

[0018] (1) The abnormality monitoring method and system for cockpit display of the present application can timely adjust the abnormality warning value according to the real-time situation of the cockpit display system, thereby improving the reliability of the communication fault-tolerant management mechanism of the cockpit display system.

[0019] (2) The abnormality monitoring method and system for cockpit display of the present application can verify the communication data and display data, thereby further ensuring the integrity and accuracy of the communication data and display data. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present application. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0021] Figure 1 A schematic diagram of the structure of an embodiment of an abnormality monitoring system for cockpit display;

[0022] Figure 2 The present invention is a flow chart of an embodiment of a method for abnormality monitoring of cockpit display. DETAILED DESCRIPTION

[0023] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are 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 those skilled in the art without creative work are within the scope of protection of the present invention.

[0024] like Figure 1 As shown, the present application provides an abnormality monitoring system for cockpit display, including: at least one user terminal 110, at least one cockpit display system 120 and a monitoring center 130.

[0025] Wherein, the user end 110 is used to send communication requests and communication data.

[0026] The cockpit display system 120 is used to analyze the communication data and obtain the display data; receive and execute the display instructions and display the display data.

[0027] Monitoring center 130: used to execute the following abnormality monitoring method for cockpit display.

[0028] Furthermore, the monitoring center 130 at least includes: a pre-analysis module, a configuration module, a creation module, a first verification module, a second verification module and a storage module.

[0029] Among them, the pre-analysis module: receives the communication request sent by the user terminal, performs abnormal pre-analysis on the user terminal and the cockpit display system according to the communication request, and obtains the pre-analysis result. If the pre-analysis result is abnormal, a pre-analysis abnormality alarm is generated and sent to the user terminal and the cockpit display system.

[0030] Configuration module: If the pre-analysis result is normal, analyze the cockpit display system information to obtain the abnormal warning value, set the abnormal warning value as the current abnormal warning value of the cockpit display system for this task, and initialize the current running times of the cockpit display system to 0.

[0031] Creation module: creates a first communication channel, a second communication channel and a third communication channel.

[0032] The first verification module: uses the communication data sent by the user end as the communication verification data to pre-verify the current communication data and generate a pre-verification result; if the pre-verification result is abnormal, a communication data abnormality alarm is generated and sent to the user end and the cockpit display system.

[0033] The second verification module: If the pre-verification result is normal, the communication data is analyzed to obtain display verification data, and the display data is analyzed for abnormalities through the display verification data to obtain a similarity value, and the similarity value is judged through the abnormal verification threshold to generate an abnormal verification result. If the similarity value is greater than the abnormal verification threshold, the abnormal verification result is normal, and a display instruction is sent to the cockpit display system, and the cockpit display system displays the display data; if the similarity value is less than or equal to the abnormal verification threshold, the abnormal verification result is abnormal, and a display data abnormality alarm is generated and sent to the user end and the cockpit display system.

[0034] Storage unit: used to store the impact weight database, fault tolerance database and history database.

[0035] Specifically, the historical database is used to store historical data.

[0036] Among them, the impact weight database includes multiple impact weight tables, one impact weight table corresponds to an impact device model, and each impact weight table includes: multiple standard year ranges, each standard year range corresponds to a standard assessment data, and the standard assessment data at least includes the standard impact weight of hardware risk data, the standard impact weight of software risk data, and the standard impact weight of network risk data.

[0037] The fault-tolerant database includes a plurality of fault-tolerant data, one fault-tolerant data includes a standard model, an abnormal warning threshold and a plurality of standard usage durations, and one standard usage duration corresponds to an average duration impact weight difference.

[0038] Specifically, the standard model is the model of the cockpit display system, and the standard model of each fault-tolerant data is different.

[0039] The abnormal warning threshold indicates the maximum fault tolerance of the cockpit display system corresponding to the standard model.

[0040] As the usage time increases, the loss of the cockpit display system will also increase. Therefore, the real-time fault tolerance of the cockpit display system will also change. Therefore, the difference in the weight of the time impact is used to indicate the degree of influence of the usage time on the change of the fault tolerance.

[0041] The average duration impact weight difference is the average value of the actual duration impact weight differences of multiple cockpit display systems with the same standard models and the same standard usage duration.

[0042] The abnormal warning threshold indicates the total number of times the cockpit display system corresponding to the standard model is allowed to operate in abnormal situations during one communication process.

[0043] like Figure 2 As shown, the present application provides a method for abnormal monitoring of cockpit display, comprising the following steps:

[0044] S1: The monitoring center receives the communication request sent by the user terminal, performs abnormal pre-analysis on the user terminal and the cockpit display system according to the communication request, and obtains the pre-analysis result. If the pre-analysis result is abnormal, a pre-analysis abnormality alarm is generated and sent to the user terminal and the cockpit display system; if the pre-analysis result is normal, S2 is executed; wherein, the communication request at least includes: user terminal information and cockpit display system information; the user terminal information includes: the user terminal identification code, request time and request location; the cockpit display system information includes: the model of the cockpit display system, the cockpit display system identification code and the cockpit display system location.

[0045] Specifically, the identification code of the user terminal is the identity identification number of the user terminal, and one user terminal corresponds to one identity identification number of the user terminal.

[0046] The request time is the time when the client sends the communication request.

[0047] The requested location is the location coordinates where the client sends the communication request.

[0048] The identification code of the cockpit display system is the identity identification number of the cockpit display system, and one cockpit display system corresponds to one cockpit display system identification code.

[0049] The cockpit display system position is the coordinates of the current position of the cockpit display system.

[0050] Furthermore, the monitoring center receives the communication request sent by the user terminal, and performs abnormal pre-analysis on the user terminal and the cockpit display system according to the communication request. The sub-steps for obtaining the pre-analysis result are as follows:

[0051] S11: Draw a circle with the requested position as the current center and the preset communication radius as the current radius to obtain the current communication range, judge the position of the cockpit display system through the current communication range, and generate a position judgment result. If the cockpit display system position is within the current communication range, the position judgment result is normal, and execute S12; if the cockpit display system position is outside the current communication range, the position judgment result is abnormal.

[0052] Specifically, the specific value of the preset communication radius is set according to the actual request.

[0053] Further, as an embodiment, a communication radius common to a plurality of cockpit display systems is selected as the preset communication radius, that is, different models of cockpit display systems correspond to a preset communication radius.

[0054] Further, as another embodiment, a corresponding preset communication radius is selected according to the model of the cockpit display system, wherein one model of the cockpit display system corresponds to one preset communication radius.

[0055] Specifically, since different models of cockpit display systems have differences in communication ranges, selecting different preset communication radii according to different models of cockpit display systems can improve the accuracy of the constructed current communication range.

[0056] Furthermore, when the position judgment result is abnormal, a pre-analysis abnormality alarm is generated, and the generated pre-analysis abnormality alarm includes: abnormal object, abnormal cause and abnormal time; wherein, the abnormal object is the identification code of the cockpit display system, the abnormal cause is the communication position abnormality, and the abnormal time is the time when the pre-analysis abnormality alarm is sent.

[0057] S12: Generate a data collection instruction according to the identification code of the cockpit display system, receive and analyze the abnormal assessment data obtained by executing the data collection instruction, and obtain the system abnormality result, wherein the system abnormality result is normal or abnormal. If the system abnormality result is normal, execute S13; wherein, the abnormal assessment data includes: hardware risk data, software risk data and network risk data.

[0058] Specifically, the hardware risk data is the safety value of the equipment hardware of the cockpit display system collected in real time when executing the data collection instruction, which is used to indicate the current hardware safety of the cockpit display system. The value of the hardware safety data can be obtained through the existing collection method.

[0059] The software risk data is the safety value of the cockpit display system software collected when executing the data collection instruction, which is used to indicate the current software safety of the cockpit display system. The value of the software safety data can be obtained through the existing collection method.

[0060] The network risk data is the network security value of the cockpit display system collected in real time when executing the data collection instruction, which is used to indicate the current network security of the cockpit display system. The value of network security data can be obtained through the existing collection method.

[0061] Furthermore, when the system abnormality result is abnormal, a pre-analysis abnormality alarm is generated, and the generated pre-analysis abnormality alarm includes: abnormal object, abnormal cause and abnormal time; wherein, the abnormal object is the identification code of the cockpit display system, the abnormal cause is the cockpit display system abnormality, and the abnormal time is the time when the pre-analysis abnormality alarm is sent.

[0062] Further, the sub-steps of receiving and analyzing the abnormal evaluation data obtained by executing the data collection instruction and obtaining the system abnormality result are as follows:

[0063] S121: Traverse the influence weight database according to the model of the cockpit display system, and use the influence weight table whose influencing device model is the same as the model of the cockpit display system as the demand weight table.

[0064] Specifically, the impact weight table includes: multiple standard year ranges, each standard year range corresponds to a standard assessment data, and the standard assessment data includes the standard impact weight of hardware risk data, the standard impact weight of software risk data, and the standard impact weight of network risk data.

[0065] S122: Traverse the standard age range of the demand weight table according to the current usage time of the cockpit display system, determine that the standard age range to which the current usage time belongs is the demand age range, and use the standard evaluation data in the demand age range as the current impact weight.

[0066] S123: Calculate an anomaly analysis value based on the anomaly assessment data and the current impact weight.

[0067] Furthermore, the expression of the abnormal analysis value is:

[0068]

[0069] Among them, Fyc is the abnormal analysis value; Ysj i is the value of the i-th risk data in the abnormal assessment data; Nqz i is the current impact weight corresponding to the i-th type of risk data in the anomaly assessment data; i∈[1,I], I is the total number of types of risk data in the anomaly assessment data.

[0070] Specifically, hardware risk data, software risk data, and network risk data are each a type of risk data in the abnormal assessment data.

[0071] S124: The abnormal analysis value is judged according to the preset abnormal analysis threshold to generate a system abnormal result. If the abnormal analysis value is greater than or equal to the abnormal analysis threshold, the system abnormal result is normal; if the abnormal analysis value is less than the abnormal analysis threshold, the system abnormal result is abnormal.

[0072] Specifically, the specific value of the abnormal analysis threshold is set according to the actual situation.

[0073] S13: Perform file access on the corresponding user terminal according to the identification code of the user terminal, and judge the correctness of the current definition file (Definition File, DF) of the user terminal according to the model of the cockpit display system, and generate a file exception result. If the content and size of the current definition file are correct, the file exception result is normal and execute S2; if the content and / or size of the current definition file are incorrect, the file exception result is abnormal.

[0074] Specifically, the error of the content of the current definition file means that the entire definition file is not defined according to the requirements of the cockpit display system corresponding to the model of the current cockpit display system, for example: it does not comply with the ARINC661 specification or the member system specification. The error of the size of the current definition file means that the definition file is too large and exceeds the limit of the cockpit display system corresponding to the model of the current cockpit display system, and the cockpit display system corresponding to the model of the current cockpit display system cannot be loaded normally.

[0075] The existing technology is used to determine the correctness of the content and size of the current definition file of the user terminal. The correctness of the current definition file of the user terminal is determined during the abnormal pre-analysis process, which can avoid the subsequent operation abnormality of the communication process caused by the change of the definition file of the user terminal in a certain period before the communication, for example: the user terminal cannot communicate normally with the cockpit display system.

[0076] Furthermore, when the location judgment result is abnormal, a pre-analysis abnormality alarm is generated, and the generated pre-analysis abnormality alarm includes: abnormal object, abnormal cause and abnormal time; wherein, the abnormal object is the identification code of the user terminal, the abnormal cause is the definition file abnormality, and the abnormal time is the time when the pre-analysis abnormality alarm is sent.

[0077] Furthermore, the monitoring center receives a communication request sent by the user terminal, and performs abnormal pre-analysis on the user terminal and the cockpit display system according to the communication request. The sub-step of obtaining the pre-analysis result also includes: S14: correcting the definition file with abnormal file abnormality result, and after completing the correction, re-execute S13.

[0078] Specifically, the specific method for correcting the definition file with abnormal file abnormality result can be implemented by using the existing technology.

[0079] Furthermore, the monitoring center receives a communication request sent by the user terminal, and performs abnormal pre-analysis on the user terminal and the cockpit display system according to the communication request. The sub-step of obtaining the pre-analysis result also includes: S10: In response to the communication request, perform abnormal analysis on the user terminal, and generate a user terminal abnormal result. If the user terminal abnormal result is normal, execute S11; if the user terminal abnormal result is abnormal, generate a pre-analysis abnormal alarm, and the generated pre-analysis abnormal alarm includes: abnormal object, abnormal cause and abnormal time; wherein the abnormal object is the identification code of the user terminal, the abnormal cause is the definition file abnormality, and the abnormal time is the time of sending the pre-analysis abnormal alarm.

[0080] Specifically, the user terminal is analyzed for abnormality using the existing technology to generate abnormal results for the user terminal, wherein the abnormal analysis for the user terminal at least includes: legality analysis and current network security analysis.

[0081] S2: The monitoring center analyzes the cockpit display system information, obtains the abnormal warning value, sets the abnormal warning value as the current abnormal warning value of the cockpit display system for this task, and initializes the current running times of the cockpit display system to 0, and executes S3.

[0082] Furthermore, the monitoring center analyzes the cockpit display system information and obtains the abnormal warning value in the following sub-steps:

[0083] S21: Traversing the fault-tolerant database according to the model of the cockpit display system, and determining that the fault-tolerant data corresponding to the standard model consistent with the model of the cockpit display system is the required fault-tolerant data.

[0084] S22: Analyze the required fault tolerance data according to the current usage time of the cockpit display system to obtain the weight difference of the current usage time.

[0085] Further, as an embodiment, the required fault tolerance data is analyzed according to the current usage time of the cockpit display system, and the sub-steps of obtaining the weight difference of the current usage time are as follows:

[0086] S221: Sort multiple standard usage times and the current usage time in order from short to long, take the standard usage time with a duration less than the current usage time as the first time, and generate a first serial number for each first time; take the standard usage time with a duration greater than the current usage time as the second time, and generate a second serial number for each second time; wherein the first serial number corresponding to the first time with a short duration is smaller than the first serial number corresponding to the first time with a long duration, and the second serial number corresponding to the second time with a short duration is smaller than the second serial number corresponding to the second time with a long duration.

[0087] Specifically, the interval between two adjacent standard usage time periods may be the same or different. In the present application, it is preferred that the interval between two adjacent standard usage time periods is the same.

[0088] The specific value of the interval between two adjacent standard usage durations depends on the actual situation. For example, if the current usage duration is 3.5 years, the first duration of the first sequence number 1 is 1 year, the first duration of the first sequence number 2 is 2 years, and the first duration of the first sequence number 3 is 3 years. The second duration of the second sequence number 1 is 4 years, the second duration of the second sequence number 2 is 5 years, the second duration of the second sequence number 3 is 6 years, and so on, the second duration of the second sequence number N is M years.

[0089] S222: Analyze all first durations and all second durations to obtain a current duration impact weight difference.

[0090] Furthermore, the expression of the current duration affecting the weight difference is as follows:

[0091]

[0092] Among them, Sqz is the difference in the current duration impact weight; is the average duration impact weight difference corresponding to the first duration with the first serial number K1+1; is the average duration impact weight difference corresponding to the first duration with the first serial number k1+1; is the average duration impact weight difference corresponding to the first duration with the first serial number k1; The standard usage duration corresponding to the first duration with the first serial number k1+1; is the standard usage duration corresponding to the first duration with the first serial number k1; k1∈[1,K1], K1+1 is the total number of first serial numbers; Rc rc1 is the average duration impact weight difference corresponding to the second duration with the second sequence number k2=1; is the average duration impact weight difference corresponding to the second duration with the second serial number k2+1; is the average duration impact weight difference corresponding to the second duration with the second serial number k2; The standard usage time corresponding to the second time duration with the second serial number being k2+1; is the standard usage time corresponding to the second time duration with the second serial number k2; k2∈[1,K2], K2+1 is the total number of second serial numbers; The current usage time; is the standard usage time corresponding to the first time duration with the first serial number k1+1; t rc1 It is the standard usage time corresponding to the second time with the second sequence number k2=1.

[0093] Specifically, Indicates the change value of the average duration impact weight difference between the first duration with the first sequence number k1+1 and the first duration with the first sequence number k1. Indicates the interval duration of the standard usage duration between the first duration with the first sequence number k1+1 and the first duration with the first sequence number k1. Indicates the change value of the average duration impact weight difference between the second duration with the second sequence number k2+1 and the second duration with the second sequence number k2. Indicates the interval between the standard usage duration with the second serial number k2+1 and the second duration with the second serial number k2. Both the standard usage duration and the current usage duration are time nodes.

[0094] Further, as another embodiment, the demand fault tolerance data is analyzed to obtain the current duration impact weight difference, wherein the expression of the current duration impact weight difference is:

[0095]

[0096] Among them, Sqz′ is the difference of the current duration impact weight; Pc n is the nth average duration impact weight difference in the demand fault tolerance data, n∈[1,N], and N is the total number of average duration impact weight differences in the demand fault tolerance data.

[0097] S23: Obtain the abnormality warning value used in the last communication process of the cockpit display system as the historical abnormality warning value according to the identification code of the cockpit display system, and obtain the initial abnormality warning value according to the current duration impact weight difference and the historical abnormality warning value.

[0098] Further, as an embodiment, the expression of the initial abnormal warning value is:

[0099]

[0100] Among them, Cyj is the initial abnormal warning value; Lyj is the historical abnormal warning value; Sqz is the current duration impact weight difference; t dq is the current usage time; t ls T is the historical usage time corresponding to the historical abnormal warning value; dw The unit duration.

[0101] Specifically, dq -t ls Indicates the interval between the current usage time and the historical usage time, in units of time T dw It is used to standardize the interval duration to ensure the accuracy and uniformity of the time interval unit.

[0102] Further, as another embodiment, the expression of the initial abnormal warning value is:

[0103]

[0104] Among them, Cyj is the initial abnormal warning value; Lyj is the historical abnormal warning value; Sqz′ is the current duration impact weight difference; t dq is the current usage time; t ls T is the historical usage time corresponding to the historical abnormal warning value; dw The unit duration.

[0105] S24: The abnormality warning threshold in the demand fault tolerance data is used as the current abnormality warning threshold, and the initial abnormality warning value is judged by the current abnormality warning threshold. If the initial abnormality warning value is less than the current abnormality warning threshold, the initial abnormality warning value is used as the abnormality warning value; if the initial abnormality warning value is greater than or equal to the current abnormality warning threshold, the current abnormality warning threshold is used as the abnormality warning value.

[0106] S3: The monitoring center creates a first communication channel, a second communication channel and a third communication channel. The monitoring center communicates with the user end through the first communication channel, the monitoring center communicates with the cockpit display system through the second communication channel, and the cockpit display system communicates with the user end through the third communication channel, and executes S4.

[0107] Specifically, the specific creation method of the first communication channel, the second communication channel and the third communication channel can be implemented by using the existing technology.

[0108] S4: The monitoring center receives the communication data sent by the user terminal through the first communication channel, and uses the communication data sent by the user terminal as the communication verification data. The monitoring center receives the current communication data sent by the cockpit display system through the second communication channel, and pre-verifies the current communication data through the communication verification data to generate a pre-verification result. If the communication verification data is consistent with the current communication data, the generated pre-verification result is normal, and S5 is executed; if the communication verification data is inconsistent with the current communication data, the generated pre-verification result is abnormal, and a communication data abnormality alarm is generated and sent to the user terminal and the cockpit display system; wherein the communication data at least includes: real-time image data and / or visual image data; the current communication data is the communication data sent by the user terminal received by the cockpit display system through the third communication channel.

[0109] Specifically, the real-time image data includes: a plurality of environmental images, and the plurality of environmental images include at least a left rear image, a rear center image, a right rear image, a left front image, a front center image and a right front image.

[0110] Specifically, the cockpit display system is applied to an application object, wherein the application object is a car, but is not limited to a car, and the present application is preferably a car. The environmental image is an image of the left rear direction, the rear center direction, and the right rear direction of the application object collected in real time.

[0111] The visual image data includes: radar detection data, infrared detection data and / or visible light detection data.

[0112] Specifically, the radar detection data is obstacle data obtained by detecting the exterior scene of the application object through a radar detector.

[0113] The infrared detection data is obstacle data obtained by detecting the exterior scene of the application object through an infrared detector.

[0114] The visible light detection data is obstacle data obtained by detecting the exterior scene of the application object through a visible light detector.

[0115] Furthermore, the communication verification data and the current communication data are pre-verified by using a pre-trained pre-verification model or neural network to generate a pre-verification result.

[0116] Furthermore, the pre-verification items of the pre-verification include at least: data size, data format and data content; if all the pre-verification items of the communication verification data are the same as all the pre-verification items of the current communication data, then the communication verification data is consistent with the current communication data; if one or more pre-verification items in the communication verification data are different from the pre-verification items of the current communication data, then the communication verification data is inconsistent with the current communication data.

[0117] Furthermore, the communication data abnormality alarm includes: abnormal object, abnormal cause and abnormal time; wherein the abnormal object is the identification code of the user terminal and the identification code of the cockpit display system, the abnormal cause is the communication data abnormality, and the abnormal time is the time when the communication data abnormality alarm is sent.

[0118] S5: The monitoring center analyzes the communication data to obtain display verification data; receives the display data obtained after the cockpit display system analyzes the communication data through the second communication channel, and performs abnormal analysis on the display data through the display verification data to obtain a similarity value, and judges the similarity value through the abnormal verification threshold to generate an abnormal verification result. If the similarity value is greater than the abnormal verification threshold, the abnormal verification result is normal, and a display instruction is sent to the cockpit display system, and the cockpit display system displays the display data; if the similarity value is less than or equal to the abnormal verification threshold, the abnormal verification result is abnormal, and a display data abnormality alarm is generated and sent to the user end and the cockpit display system, and S6 is executed.

[0119] Specifically, the specific value of the abnormality check threshold is set according to the actual situation. If the similarity value is greater than the abnormality check threshold, it means that the difference between the display check data and the display data is within the allowable error range, and the abnormality check result is normal; if the similarity value is less than or equal to the abnormality check threshold, it means that the difference between the display check data and the display data is outside the allowable error range, and the abnormality check result is abnormal. Use existing technology or a pre-trained similarity analysis model to perform abnormality analysis on the display check data and the display data to obtain a similarity value.

[0120] Furthermore, when the abnormality check result is normal, historical data is generated and stored, wherein the historical data at least includes: display data, abnormality warning value, usage time and communication time of the cockpit display system.

[0121] The usage time of the cockpit display system this time is the historical usage time.

[0122] Furthermore, the monitoring center analyzes the communication data and obtains the display verification data in the following sub-steps:

[0123] S51: stitching the left rear image, the rear center image and the right rear image in the real-time image data into a rear panoramic 3D image; stitching the left front image, the front center image and the right front image in the real-time image data into a front panoramic 3D image.

[0124] S52: performing beauty processing on the rear panoramic 3D image to obtain a rear target image; performing beauty processing on the front panoramic 3D image to obtain a front target image.

[0125] Furthermore, a beautification algorithm is used to beautify the rear panoramic 3D image to obtain a rear target image; and a beautification algorithm is used to beautify the front panoramic 3D image to obtain a front target image; but it is not limited to the beautification algorithm. The present application preferably uses a beautification algorithm, which can improve the naturalness of the stitching, increase the field of view of the front and rear environments of the application object, reduce the number of blind spots, and thus improve driving safety.

[0126] S53: Perform synthesis processing on the visual image data to obtain a synthesized image, and perform obstacle feature extraction on the synthesized image to obtain obstacle features.

[0127] Specifically, the visual image data is synthesized using existing technologies to obtain a synthesized image, and obstacle features are extracted from the synthesized image using a pre-trained feature extraction model to obtain obstacle features.

[0128] S54: Determine the obstacle category according to the obstacle characteristics, and determine the obstacle marking symbol according to the obstacle category, wherein one category of obstacle corresponds to one marking symbol.

[0129] Specifically, the obstacle category is determined according to the obstacle features through a pre-trained classification model, and the obstacle marking symbol is determined according to the obstacle category.

[0130] S55: superimposing the obstacle marking symbol to the corresponding position of the rear target image and / or the front target image, obtaining the rear marking image and the front marking image, and using the rear marking image and the front marking image as display verification data.

[0131] Specifically, the obstacle marking symbol is superimposed on the corresponding position of the rear target image and / or the front target image by using the existing drawing software to obtain the rear marking image and the front marking image.

[0132] Furthermore, the cockpit display system analyzes the communication data, and the sub-steps of obtaining display data are as follows:

[0133] S51': stitching the left rear image, rear center image and right rear image in the real-time image data into a rear panoramic 3D image; stitching the left front image, front center image and right front image in the real-time image data into a front panoramic 3D image.

[0134] S52': performing beauty processing on the rear panoramic 3D image to obtain a tail target image; performing beauty processing on the front panoramic 3D image to obtain a front target image.

[0135] Furthermore, the rear panoramic 3D image is beautified using a beautification algorithm to obtain a tail target image; the front panoramic 3D image is beautified using a beautification algorithm to obtain a front target image; but it is not limited to the beautification algorithm. The present application preferably uses a beautification algorithm, which can improve the naturalness of the stitching, increase the field of view of the front and rear environments of the application object, reduce the number of blind spots, and thus improve driving safety.

[0136] S53': Perform synthesis processing on the visual image data to obtain a synthesized image, and perform obstacle feature extraction on the synthesized image to obtain target features.

[0137] Specifically, the visual image data is synthesized using existing technologies to obtain a synthesized image, and obstacle features are extracted from the synthesized image using a pre-trained feature extraction model to obtain target features.

[0138] S54': Determine the obstacle category according to the target feature, and determine the obstacle marking symbol according to the obstacle category, wherein one type of obstacle corresponds to one marking symbol.

[0139] Specifically, the obstacle category is determined according to the obstacle features through a pre-trained classification model, and the obstacle marking symbol is determined according to the obstacle category.

[0140] S55': superimposing the obstacle mark symbol to the corresponding position of the rear target image and / or the front target image, obtaining the rear display image and the front display image, and using the rear display image and the front display image as display data.

[0141] Specifically, the obstacle marking symbol is superimposed on the corresponding position of the rear target image and / or the front target image by using the existing drawing software to obtain the rear display image and the front display image.

[0142] Furthermore, the display data abnormality alarm includes: abnormal object, abnormal cause and abnormal time; wherein the abnormal object is the identification code of the cockpit display system, the abnormal cause is the display data abnormality, and the abnormal time is the time when the display data abnormality alarm is sent.

[0143] S6: The monitoring center judges the current number of operations based on the current abnormal warning value. If the current number of operations is less than the abnormal warning value, the current number of operations is increased by one and S4 is re-executed. If the current number of operations is greater than or equal to the abnormal warning value, the communication process is terminated and S1 is re-executed.

[0144] Specifically, the reliability and efficiency of the communication process are guaranteed through abnormal warning values.

[0145] The beneficial effects achieved by this application are as follows:

[0146] (1) The abnormality monitoring method and system for cockpit display of the present application can timely adjust the abnormality warning value according to the real-time situation of the cockpit display system, thereby improving the reliability of the communication fault-tolerant management mechanism of the cockpit display system.

[0147] (2) The abnormality monitoring method and system for cockpit display of the present application can verify the communication data and display data, thereby further ensuring the integrity and accuracy of the communication data and display data.

[0148] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they are aware of the basic creative concepts. Therefore, the scope of protection of the present application is intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application. Obviously, those skilled in the art may make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the protection scope of the present application and its equivalent technology, the present application is also intended to include these modifications and variations.

Claims

1. A method for abnormal monitoring of cockpit display, characterized in that: The steps include: S1: The monitoring center receives a communication request sent by the user end, performs abnormal pre-analysis on the user end and the cockpit display system according to the communication request, obtains the pre-analysis result, and generates a pre-analysis abnormality alarm and sends it to the user end and the cockpit display system if the pre-analysis result is abnormal. If the pre-analysis result is normal, S2 is executed; wherein the communication request at least includes: user terminal information and cockpit display system information; the user terminal information includes: user terminal identification code, request time and request location; the cockpit display system information includes: cockpit display system model, cockpit display system identification code and cockpit display system location; S2: The monitoring center analyzes the cockpit display system information, obtains an abnormal warning value, sets the abnormal warning value as the current abnormal warning value of the cockpit display system for this task, and initializes the current running times of the cockpit display system to 0, and executes S3; S3: The monitoring center creates a first communication channel, a second communication channel, and a third communication channel. The monitoring center communicates with the user terminal through the first communication channel, the monitoring center communicates with the cockpit display system through the second communication channel, and the cockpit display system communicates with the user terminal through the third communication channel, and then executes S4; S4: The monitoring center receives the communication data sent by the user terminal through the first communication channel, and uses the communication data sent by the user terminal as the communication verification data. The monitoring center receives the current communication data sent by the cockpit display system through the second communication channel, and pre-checks the current communication data through the communication verification data to generate a pre-check result. If the communication verification data is consistent with the current communication data, the generated pre-check result is normal, and S5 is executed; if the communication verification data is inconsistent with the current communication data, the generated pre-check result is abnormal, and a communication data abnormality alarm is generated and sent to the user terminal and the cockpit display system; wherein the communication data at least includes: real-time image data and / or visual image data; the current communication data is the communication data sent by the user terminal received by the cockpit display system through the third communication channel; wherein the pre-check items of the pre-check at least include: data size, data format and data content; if all the pre-check items of the communication verification data are the same as all the pre-check items of the current communication data, the communication verification data is consistent with the current communication data; if one or more pre-check items in the communication verification data are different from the pre-check items of the current communication data, the communication verification data is inconsistent with the current communication data; S5: The monitoring center analyzes the communication data to obtain display verification data; receives display data obtained by the cockpit display system after analyzing the communication data through the second communication channel, and performs abnormal analysis on the display data through the display verification data to obtain a similarity value, and judges the similarity value through the abnormal verification threshold to generate an abnormal verification result. If the similarity value is greater than the abnormal verification threshold, the abnormal verification result is normal, and a display instruction is sent to the cockpit display system, and the cockpit display system displays the display data; if the similarity value is less than or equal to the abnormal verification threshold, the abnormal verification result is abnormal, and a display data abnormality alarm is generated and sent to the user end and the cockpit display system, and S6 is executed; S6: The monitoring center judges the current number of operations based on the current abnormal warning value. If the current number of operations is less than the abnormal warning value, the current number of operations is increased by one and S4 is re-executed. If the current number of operations is greater than or equal to the abnormal warning value, the communication process is terminated and S1 is re-executed.

2. The abnormality monitoring method for cockpit display according to claim 1, characterized in that: The monitoring center receives the communication request sent by the user end, and performs abnormal pre-analysis on the user end and the cockpit display system according to the communication request. The sub-steps for obtaining the pre-analysis results are as follows: S11: Draw a circle with the requested position as the current center and the preset communication radius as the current radius to obtain the current communication range, judge the position of the cockpit display system according to the current communication range, and generate a position judgment result. If the cockpit display system is within the current communication range, the position judgment result is normal, and S12 is executed; if the cockpit display system is outside the current communication range, the position judgment result is abnormal; S12: Generate a data collection instruction according to the identification code of the cockpit display system, receive and analyze the abnormal assessment data obtained by executing the data collection instruction, and obtain a system abnormality result, wherein the system abnormality result is normal or abnormal. If the system abnormality result is normal, execute S13; wherein the abnormal assessment data includes: hardware risk data, software risk data and network risk data; S13: Perform file access on the corresponding user terminal according to the identification code of the user terminal, and judge the correctness of the current definition file of the user terminal according to the model of the cockpit display system, and generate a file exception result. If the content and size of the current definition file are correct, the file exception result is normal, and execute S2; if the content and / or size of the current definition file are incorrect, the file exception result is abnormal.

3. The abnormality monitoring method for cockpit display according to claim 1, characterized in that: The monitoring center analyzes the cockpit display system information and obtains the abnormal warning value in the following sub-steps: S21: traversing the fault-tolerant database according to the model of the cockpit display system, and determining that the fault-tolerant data corresponding to the standard model consistent with the model of the cockpit display system is the required fault-tolerant data; S22: analyzing the required fault tolerance data according to the current usage time of the cockpit display system to obtain the weight difference of the current usage time; S23: obtaining the abnormality warning value used in the last communication process of the cockpit display system according to the identification code of the cockpit display system as the historical abnormality warning value, and obtaining the initial abnormality warning value according to the current duration impact weight difference and the historical abnormality warning value; S24: using the abnormality warning threshold in the demand fault tolerance data as the current abnormality warning threshold, judging the initial abnormality warning value by the current abnormality warning threshold, and if the initial abnormality warning value is less than the current abnormality warning threshold, using the initial abnormality warning value as the abnormality warning value; If the initial abnormal warning value is greater than or equal to the current abnormal warning threshold, the current abnormal warning threshold is used as the abnormal warning value.

4. The abnormality monitoring method for cockpit display according to claim 3, characterized in that: The expression of the initial abnormal warning value is: Among them, Cyj is the initial abnormal warning value; Lyj is the historical abnormal warning value; Sqz is the current duration impact weight difference; t dq is the current usage time; t ls T is the historical usage time corresponding to the historical abnormal warning value; dw The unit duration.

5. The abnormality monitoring method for cockpit display according to claim 1, characterized in that: The monitoring center analyzes the communication data and obtains the display verification data in the following sub-steps: S51: stitching the left rear image, the rear center image and the right rear image in the real-time image data into a rear panoramic 3D image; stitching the left front image, the front center image and the right front image in the real-time image data into a front panoramic 3D image; S52: performing beauty processing on the rear panoramic 3D image to obtain a rear target image; performing beauty processing on the front panoramic 3D image to obtain a front target image; S53: synthesizing the visual image data to obtain a synthesized image, and extracting obstacle features from the synthesized image to obtain obstacle features; S54: determining an obstacle category according to the obstacle characteristics, and determining an obstacle marking symbol according to the obstacle category, wherein one category of obstacle corresponds to one marking symbol; S55: superimposing the obstacle marking symbol to the corresponding position of the rear target image and / or the front target image, obtaining the rear marking image and the front marking image, and using the rear marking image and the front marking image as display verification data.

6. The abnormality monitoring method for cockpit display according to claim 1, characterized in that: The cockpit display system analyzes the communication data and obtains the display data in the following sub-steps: S51': stitching the left rear image, the rear center image and the right rear image in the real-time image data into a rear panoramic 3D image; stitching the left front image, the front center image and the right front image in the real-time image data into a front panoramic 3D image; S52': performing beauty processing on the rear panoramic 3D image to obtain a tail target image; performing beauty processing on the front panoramic 3D image to obtain a front target image; S53': synthesizing the visual image data to obtain a synthesized image, and extracting obstacle features from the synthesized image to obtain target features; S54': determining the obstacle category according to the target feature, and determining the obstacle marking symbol according to the obstacle category, wherein one category of obstacle corresponds to one marking symbol; S55': superimposing the obstacle mark symbol to the corresponding position of the rear target image and / or the front target image, obtaining the rear display image and the front display image, and using the rear display image and the front display image as display data.

7. The abnormality monitoring method for cockpit display according to claim 1, characterized in that: The communication data abnormality alarm includes: abnormal object, abnormal cause and abnormal time; among which, the abnormal object is the identification code of the user terminal and the identification code of the cockpit display system, the abnormal cause is the communication data abnormality, and the abnormal time is the time when the communication data abnormality alarm is sent.

8. The abnormality monitoring method for cockpit display according to claim 1, characterized in that: The display data abnormality alarm includes: abnormal object, abnormal reason and abnormal time; wherein the abnormal object is the identification code of the cockpit display system, the abnormal reason is the display data abnormality, and the abnormal time is the time when the display data abnormality alarm is sent.

9. An abnormality monitoring system for cockpit display, characterized in that: include: At least one user terminal, at least one cockpit display system and a monitoring center; Among them, the user end is used to send communication requests and communication data; Cockpit display system: used to analyze communication data and obtain display data; receive and execute display instructions and display display data; Monitoring center: used to execute the abnormality monitoring method for cockpit display described in any one of claims 1-8.

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