Early warning method and system for driving speed on ramp

Abstract

The invention discloses a driving speed early warning method and system on a ramp in the technical field of wheel excavator testing, and aims to solve the technical problems that an early warning function is lacked, and sufficient response time cannot be reserved for a driver. The method comprises the steps that the current vehicle driving acceleration and historical driving work log data are obtained, a first constraint condition is formed according to the current vehicle driving acceleration, the historical driving work log data and the warning speed on a ramp, and consideration of driver response time and the current vehicle driving acceleration is added; the early warning speed obtained based on the first constraint condition allows the driver to have redundancy of response time, so that the actual speed of the vehicle does not exceed the warning speed on the ramp when the driver begins to intervene in driving; and a second constraint condition is introduced to ensure that the speed of the driver after finishing the braking action is below the early warning speed, so that circulating alarm is avoided, and the dangerous condition that the actual speed exceeds the warning speed on the ramp when the driver performs intervention after the reaction time is also avoided.

Description

Technical Field

[0001] The invention relates to a method and system for early warning of driving speed on a slope, belonging to the technical field of wheeled excavator testing. Background Art

[0002] Research has found that compared with crawler excavators, wheeled excavators have a higher center of gravity and less tire grip, which poses a higher risk when the vehicle is driving. Currently, many wheeled excavator manufacturers install vehicle speed alarm devices. If the speed exceeds the standard, the alarm device will be activated to remind the driver to brake. However, the device is based on the current excessive speed alarm, lacks an early warning function, and fails to reserve sufficient reaction time for the driver, which often poses a safety risk. Summary of the invention

[0003] The purpose of the present application is to overcome the deficiencies in the prior art and to provide a method and system for warning the speed of a vehicle on a slope with an early warning function to reserve sufficient reaction time for the driver.

[0004] In order to achieve the above objectives, this application is implemented by adopting the following technical solutions:

[0005] In a first aspect, the present application provides a method for early warning of driving speed on a slope, comprising:

[0006] Acquiring a ramp inclination angle and a conventional warning speed, and obtaining a warning speed on the ramp according to the ramp inclination angle and the conventional warning speed;

[0007] Acquire the current vehicle driving acceleration and historical driving work log data, and obtain the first constraint condition according to the current vehicle driving acceleration, the historical driving work log data and the warning speed on the ramp;

[0008] Obtaining the driving speed when the driver starts to intervene according to the current vehicle driving acceleration, the historical driving work log data and the warning speed on the slope, and obtaining a second constraint condition according to the driving speed when the driver starts to intervene and the historical driving work log data;

[0009] A warning speed is obtained according to the first and second constraints, and a warning is issued at the warning speed.

[0010] In some embodiments of the first aspect, obtaining the warning speed on the ramp according to the ramp inclination and the conventional warning speed includes:

[0011] The corresponding correction coefficient is obtained according to the slope inclination, and the warning speed on the slope is calculated by the following formula:

[0012] ,

[0013] In the formula, is the warning speed on the ramp, is the correction factor, This is the normal alert speed.

[0014] In some embodiments of the first aspect, the driver intervention reaction time is obtained from the historical driving work log data, and the warning speed is obtained using the following conditional expression as the first constraint condition:

[0015] ,

[0016] In the formula, The driver's intervention reaction time, For the warning speed, is the current vehicle acceleration, is the speed at which the driver begins to intervene, The warning speed on the slope.

[0017] In some embodiments of the first aspect,

[0018] The speed change value of the vehicle during the period when the driver releases the accelerator and responds to the accelerator and the speed change value of the vehicle during the period when the driver brakes and responds to the brake are obtained according to the historical driving work log data, and the warning speed is obtained by combining the following conditional formula as the second constraint condition with the first constraint condition:

[0019] ,

[0020] In the formula, The vehicle speed after the driver steps on the brake and the brake response ends. It is the speed change of the vehicle during the period when the driver releases the accelerator and the accelerator responds. It is the change in vehicle speed during the period between the driver braking and the brake response.

[0021] In some embodiments of the first aspect, the speed change value of the vehicle during the period when the driver releases the accelerator and the accelerator responds is obtained by calculating the following formula:

[0022] ,

[0023] In the formula, The vehicle acceleration during the period when the driver releases the accelerator and the accelerator responds. is the time when the driver releases the accelerator and the accelerator response time, which is obtained from the historical driving work log data, The vehicle speed after the driver releases the accelerator and the accelerator response ends. The engine performance coefficient after the driver releases the accelerator and the throttle response ends. It is the throttle opening after the driver releases the throttle and the throttle response ends. The engine performance coefficient and the throttle opening after the driver releases the throttle and the throttle response ends are obtained according to historical driving work log data.

[0024] In some embodiments of the first aspect,

[0025] The first function model is established by fitting, with the slope angle as the first independent variable, the driving speed when the driver starts to intervene as the second independent variable, the driver's accelerator release and accelerator response time as the third independent variable, and the engine performance coefficient after the driver releases the accelerator and the accelerator response ends as the first dependent variable. At the same time, the throttle opening after the driver releases the throttle and the throttle response ends is taken as the second dependent variable, and the second function model is fitted to establish ;

[0026] According to the first functional model Obtain the engine performance coefficient after the driver releases the accelerator and the accelerator response ends. The first function model as follows,

[0027] ;

[0028] According to the second function model Obtain the throttle opening after the driver releases the throttle and the throttle response ends. The second function model as follows,

[0029] ;

[0030] In the formula, is the slope inclination angle.

[0031] In some embodiments of the first aspect, a formula for obtaining a speed change value of the vehicle during the braking response is:

[0032] ;

[0033] In the formula, Predict the vehicle's acceleration during the period between the driver's braking and the brake response. The time when the driver steps on the brake and the brake response time are obtained from the historical driving work log data;

[0034] The formula for obtaining the predicted acceleration of the vehicle during the period when the driver steps on the brake and the brake responds is:

[0035] ;

[0036] In the formula, For the braking force, is the friction coefficient between the brake disc and the brake pad during the period when the driver steps on the brake and the brake response, is the coefficient of braking force and braking depth during the period when the driver steps on the brake and the brake response, The driver steps on the brake and the brake response is the brake depth. The vehicle speed after the driver steps on the brake and the brake response ends. The vehicle speed after the driver releases the accelerator and the accelerator response ends. The quality of the vehicle.

[0037] In some embodiments of the first aspect, the slope inclination is used as the first independent variable, the vehicle speed after the driver releases the accelerator and the accelerator response ends is used as the fourth independent variable, the vehicle acceleration during the period when the driver releases the accelerator and the accelerator response is used as the fifth independent variable, the driver steps on the brake and the brake response time is used as the sixth independent variable, and the coefficient of the braking force and the braking depth during the period when the driver steps on the brake and the brake response is used as the third dependent variable, and the third function model is established by fitting. At the same time, the friction coefficient between the brake disc and the brake pad during the driver's braking and brake response is taken as the fourth dependent variable, and the fourth function model is fitted and established At the same time, the driver's braking and braking response braking depth are taken as the fifth dependent variable, and the fifth function model is fitted and established ;

[0038] According to the third function model Obtain the coefficients of the braking force and braking depth during the driver's braking and braking response, the third function model as follows,

[0039] ;

[0040] In the formula, The vehicle acceleration during the period when the driver releases the accelerator and the accelerator responds. is the slope inclination;

[0041] According to the fourth function model Obtain the friction coefficient between the brake disc and the brake pad during the period when the driver steps on the brake and the brake response, the fourth function model as follows,

[0042] ;

[0043] According to the fifth function model Obtain the driver's braking response and braking depth, the fifth function model as follows,

[0044] .

[0045] In a second aspect, the present application also provides a driving speed warning system on a slope, characterized in that it includes:

[0046] Speed ​​acquisition module 1, used to acquire the driving speed in real time;

[0047] The acceleration acquisition module 2 is used to obtain the current vehicle driving acceleration in real time;

[0048] The inclination acquisition module 3 is used to acquire the inclination of the ramp in real time;

[0049] Log retrieval module 4, used to obtain historical driving work log data;

[0050] The warning module 5 obtains a warning speed according to the method for warning the driving speed on a slope described in any one of the embodiments of the first aspect, and issues a speeding alarm in response to the driving speed reaching the warning speed.

[0051] In a third aspect, the present application further provides a computer program product, comprising a computer program / instruction, characterized in that when the computer program / instruction is executed by a processor, the steps of the method for warning driving speed on a slope described in any one of the embodiments of the first aspect are implemented.

[0052] Compared with the prior art, the present invention has the following beneficial effects:

[0053] The method and system for warning the driving speed on a slope provided by the present application obtain the current vehicle driving acceleration and historical driving work log data. According to the current vehicle driving acceleration, historical driving work log data and the warning speed on the slope, an early warning can be given in advance before the driver reacts according to the driver's driving habits recorded in the historical driving work log data. Therefore, the first constraint condition adds the consideration of the driver's reaction time and the current vehicle driving acceleration, so that the warning speed obtained based on the first constraint condition allows the driver to have redundancy in reaction time, so that the actual speed of the vehicle will not exceed the warning speed on the slope when the driver starts to intervene in driving. This customized warning method greatly improves the pertinence and effectiveness of the warning, thereby making a more personalized warning setting; the introduction of the second constraint condition can ensure that the driver's speed after the braking action is below the warning speed, avoiding the generation of a cyclic alarm, and also avoiding the dangerous situation that the actual speed has exceeded the warning speed on the slope when the driver intervenes after the reaction time, so that the warning speed obtained according to the first and second constraints is truly available, and has an early warning function to reserve sufficient reaction time for the driver. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the present application or 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 of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0055] Figure 1 is a flow chart of a method for early warning of driving speed on a slope provided in this embodiment;

[0056] Figure 2 is a schematic diagram of the structure of the driving speed warning system on a slope provided by this embodiment;

[0057] Figure 3 is a schematic structural diagram of another driving speed warning system on a slope provided by this embodiment;

[0058] Figure 4 is a speed-time diagram when the driving speed warning method on a slope provided by this embodiment is executed;

[0059] In the figure: 1-speed acquisition module; 2-acceleration acquisition module; 3-tilt angle acquisition module; 4-log retrieval module; 5-early warning module; 6-speed monitoring module; 7-acceleration monitoring module; 8-tilt angle monitoring module; 9-controller. DETAILED DESCRIPTION

[0060] The technical solution of the present invention is described in detail below through the accompanying drawings and specific embodiments. It should be understood that the embodiments of the present application and the specific features in the embodiments are detailed descriptions of the technical solution of the present application, rather than limitations on the technical solution of the present application. In the absence of conflict, the embodiments of the present application and the technical features in the embodiments can be combined with each other.

[0061] The term "and / or" in this article is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0062] Embodiment 1

[0063] Figure 1 This is a flow chart of a method for early warning of driving speed on a slope in the first embodiment of the present invention. This flow chart only shows the logical sequence of the method described in this embodiment. In other possible embodiments of the present invention, different methods may be used without conflict. Figure 1 The steps shown or described are accomplished in the order shown.

[0064] The problem with existing solutions is that the warning system only considers the current speed when issuing speed warnings. Experimental studies have found that what technicians do not realize is that it takes time for the driver to react after receiving the warning, the traditional mechanical structure takes time, the accelerator takes time to loosen, and the brakes take time to execute. During these reaction times, the mechanical movement time inside the vehicle, and the feedback time of the control effect, the vehicle's speed still changes. It is very likely that the actual vehicle speed during this period will exceed the speed when the speed warning was issued, causing the warning to fail.

[0065] To address this problem, the driving speed warning method on a slope provided in this embodiment includes at least the following steps:

[0066] Obtain the slope inclination angle and the conventional warning speed, and obtain the warning speed on the slope according to the slope inclination angle and the conventional warning speed;

[0067] Obtaining the current vehicle driving acceleration and historical driving work log data, and obtaining the first constraint condition according to the current vehicle driving acceleration, historical driving work log data and the warning speed on the slope;

[0068] The driving speed when the driver starts to intervene is obtained according to the current vehicle driving acceleration, the historical driving work log data and the warning speed on the slope, and the second constraint condition is obtained according to the driving speed when the driver starts to intervene and the historical driving work log data;

[0069] The warning speed is obtained according to the first and second constraints, and a warning is issued at the warning speed.

[0070] Compared with the prior art, in the method for warning speed on a slope provided by the present embodiment, the current vehicle acceleration and historical driving work log data are obtained. According to the current vehicle acceleration, historical driving work log data and the warning speed on the slope, an early warning can be given in advance according to the driver's driving habits recorded in the historical driving work log data before the driver reacts. Therefore, the first constraint condition adds considerations of the driver's reaction time and the current vehicle acceleration, so that the warning speed obtained based on the first constraint condition allows the driver to have redundancy in reaction time, so that the actual speed of the vehicle will not exceed the warning speed on the slope when the driver starts to intervene in driving. This customized warning method greatly improves the pertinence and effectiveness of the warning, thereby making a more personalized warning setting.

[0071] After research, it was found that when a driver receives a speeding warning and begins to intervene, in most cases, the same driver maintains a stable depth, time, and degree of accelerator and brake release in different braking actions, which is highly habitual and low-conscious. The historical driving work log data records these highly habitual braking action data.

[0072] Therefore, the driving speed when the driver starts to intervene can be obtained based on the current vehicle acceleration, the historical driving work log data and the warning speed on the slope. Taking the driving speed when the driver starts to intervene as the speed starting point, combined with the habitual braking action data recorded in the historical driving work log data, the speed of the driver after completing the whole set of braking actions can be inferred. It is not difficult for technical personnel in this field to see that the speed should be below the warning speed or the difference with the warning speed should not exceed the threshold, otherwise the speed of the driver after completing the whole set of braking actions will still trigger the speed warning, and because the speed exceeds the warning speed to a certain extent, the driver does not have enough reaction time to perform the braking action, that is, the warning speed obtained in violation of the second constraint condition will cause the driver's speed after the braking action to be greater than the previously set warning speed, triggering a secondary warning, and then the driving speed when the driver starts to intervene for the second time exceeds the warning speed on the slope.

[0073] Therefore, the introduction of the second constraint condition can ensure that the driver's speed after completing the braking action is below the warning speed, avoiding the generation of cyclic alarms, and also avoiding the dangerous situation that the actual speed has exceeded the warning speed on the slope when the driver intervenes after the reaction time, so that the warning speed obtained according to the first and second constraints is truly usable.

[0074] Embodiment 2

[0075] This embodiment provides a method for warning driving speed on a slope, which is improved on the basis of the first embodiment. For details not provided, please refer to the first embodiment.

[0076] When the vehicle leaves the factory, the manufacturer will give a regular warning speed. , normal alert speed It is generally only suitable for flat roads and is not suitable for steep slopes.

[0077] As one embodiment, the corresponding correction coefficient is obtained according to the slope inclination, and the warning speed on the slope is calculated by the following formula:

[0078] ,

[0079] In the formula, is the warning speed on the ramp, is the correction factor, This is the normal alert speed.

[0080] In this embodiment, the correction factor is introduced Normal alert speed Corrected, the obtained warning speed on the slope Can accurately reflect the safe speed threshold on the slope.

[0081] As one embodiment, the driver intervention reaction time is obtained from the historical driving work log data, and the warning speed is obtained using the following conditional expression as the first constraint condition:

[0082] ,

[0083] In the formula, The driver's intervention reaction time, For the warning speed, is the current vehicle acceleration, is the speed at which the driver begins to intervene, The warning speed on the slope.

[0084] like Figure 4 As shown, the warning speed obtained by the first constraint condition , when the vehicle speed reaches the warning speed The alarm is sounded when the driver has passed the driver intervention response time After that, the braking operation begins. At this time, the driving speed when the driver starts to intervene The peak speed of the entire journey, the speed at which the driver begins to intervene Less than the warning speed on the slope , to ensure vehicle safety.

[0085] Therefore, the first constraint condition provided in this embodiment is for the warning speed After the restraint is implemented, the speed safety of the driver can be effectively guaranteed when the driver starts to intervene.

[0086] As one embodiment, the speed change value of the vehicle during the period when the driver releases the accelerator and responds to the accelerator and the speed change value of the vehicle during the period when the driver brakes and responds to the brake are obtained according to the historical driving work log data, and the warning speed is obtained by combining the following conditional formula as the second constraint condition with the first constraint condition:

[0087] ,

[0088] In the formula, The vehicle speed after the driver steps on the brake and the brake response ends. It is the speed change of the vehicle during the period when the driver releases the accelerator and the accelerator responds. It is the change in vehicle speed during the period between the driver braking and the brake response.

[0089] refer to Figure 4 , the warning speed obtained by combining the first constraint and the second constraint , when the vehicle speed reaches the warning speed The alarm is sounded when the driver has passed the driver intervention response time Then the braking operation begins. At this time, the driver releases the accelerator. The time length is the time it takes for the driver to release the accelerator and the accelerator to respond. Then the driver steps on the brake, and the time length is the time it takes for the driver to step on the brake and the brake response time. , between the driver stepping on the brake and the brake response time At the end, it is equivalent to the driver completing the habitual braking operation. At this time, the speed is the vehicle speed after the driver steps on the brake and the brake response ends. Below warning speed .

[0090] Otherwise, the alarm will continue to sound even after the driver has completed the habitual braking operation, and the driving speed at which the driver intervenes after the driver reacts will be Will exceed the warning speed on the ramp .

[0091] The speed change value of the vehicle during the period when the driver releases the accelerator and the accelerator responds can also be obtained by combining the driver's accelerator release and accelerator response time in the historical driving work log data. Optionally, in a further but non-limiting embodiment of the present application, the formula for obtaining the speed change value of the vehicle during the period when the driver releases the accelerator and the accelerator responds is:

[0092] ;

[0093] In the formula, The vehicle acceleration during the period when the driver releases the accelerator and the accelerator responds. The time when the driver releases the accelerator and the accelerator response time are obtained from the historical driving work log data;

[0094] The formula for obtaining the vehicle's driving acceleration during the period when the driver releases the accelerator and the accelerator responds is:

[0095] ;

[0096] In the formula, The vehicle acceleration during the period when the driver releases the accelerator and the accelerator responds. The time when the driver releases the accelerator and the accelerator response time are obtained from the historical driving work log data. The vehicle speed after the driver releases the accelerator and the accelerator response ends. The engine performance coefficient after the driver releases the accelerator and the throttle response ends. It is the throttle opening after the driver releases the throttle and the throttle response ends. The engine performance coefficient and the throttle opening after the driver releases the throttle and the throttle response ends are obtained according to historical driving work log data.

[0097] It is not difficult for those skilled in the art to see that when calculating the acceleration of the vehicle during the period when the driver releases the accelerator and the accelerator response, the engine performance coefficient after the driver releases the accelerator and the accelerator response ends, and the throttle opening after the driver releases the accelerator and the accelerator response ends, can bring about the following effects: the engine performance coefficient reflects the performance of the engine under different conditions, and the throttle opening directly affects the output power of the engine. By introducing these two parameters, the dynamic characteristics of the vehicle during the period when the accelerator is released and the accelerator response is more accurately described, thereby more accurately calculating the acceleration of the vehicle. Different vehicles and engines have different performance coefficients, and different drivers also have different throttle operating habits during driving. By introducing the engine performance coefficient and the throttle opening, these individual differences can be fully considered, so that the calculation of acceleration is more in line with the actual situation.

[0098] The engine performance coefficient after the driver releases the accelerator and the throttle response ends and the throttle opening after the driver releases the accelerator and the throttle response ends can be obtained by reading the instrument panel, the sensor system or the on-board diagnostic system. Optionally, in a further but non-limiting embodiment of the present application, it can also be calculated and obtained by combining historical driving work log data.

[0099] The first function model is established by fitting, with the slope angle as the first independent variable, the driving speed when the driver starts to intervene as the second independent variable, the driver's accelerator release and accelerator response time as the third independent variable, and the engine performance coefficient after the driver releases the accelerator and the accelerator response ends as the first dependent variable. At the same time, the throttle opening after the driver releases the throttle and the throttle response ends is taken as the second dependent variable, and the second function model is fitted to establish ;

[0100] According to the first function model Get the engine performance coefficient after the driver releases the accelerator and the throttle response ends, the first function model as follows,

[0101] ;

[0102] According to the second function model Get the throttle opening after the driver releases the throttle and the throttle response ends, the second function model as follows,

[0103] ;

[0104] In the formula, is the slope inclination angle.

[0105] It is not difficult for those skilled in the art to see that by introducing multiple independent variables (ramp angle, driving speed, throttle response time) to fit the engine performance coefficient, the performance changes of the engine under different conditions can be described more accurately. This multivariate analysis method can comprehensively consider the impact of multiple factors on engine performance, thereby obtaining more accurate results. Different vehicles and engines will have different performance when driving on a slope. By fitting to establish a function model, personalized analysis can be performed for specific vehicles and engines, considering their unique performance characteristics. In addition, the model can be adjusted and optimized based on real-time data to adapt to different ramp conditions and driving habits. The function model established by fitting can predict the engine performance coefficient after the driver releases the accelerator and the throttle response ends. This prediction capability enables the early warning system to judge the performance of the vehicle in different situations in advance, so as to take corresponding early warning measures in time and improve driving safety.

[0106] Similarly, the speed change value of the vehicle during the braking response can also be obtained by combining the driver's accelerator release and accelerator response time in the historical driving work log data. Optionally, in a further but non-limiting embodiment of the present application,

[0107] The formula for obtaining the speed change value of the vehicle during the braking response is:

[0108] ;

[0109] In the formula, Predict the vehicle's acceleration during the period between the driver's braking and the brake response. The time when the driver steps on the brake and the brake response time are obtained from the historical driving work log data;

[0110] The formula for obtaining the predicted acceleration of the vehicle during the period when the driver steps on the brake and the brake response is:

[0111] ;

[0112] In the formula, For the braking force, is the friction coefficient between the brake disc and the brake pad during the period when the driver steps on the brake and the brake response, is the coefficient of braking force and braking depth during the period when the driver steps on the brake and the brake response, The driver steps on the brake and the brake response is the brake depth. The vehicle speed after the driver steps on the brake and the brake response ends. The vehicle speed after the driver releases the accelerator and the accelerator response ends. The quality of the vehicle.

[0113] It is not difficult for those skilled in the art to see that by adjusting the parameters in the calculation model, taking into account the driving habits and vehicle conditions of different drivers, personalized braking performance prediction can be achieved, making the system more adaptable to different scenarios and needs.

[0114] Among them, the braking force, the friction coefficient between the brake disc and the brake pad during the period when the driver steps on the brake and the brake response, the coefficient of the braking force and the braking depth during the period when the driver steps on the brake and the brake response, and the braking depth of the driver stepping on the brake and the brake response can be obtained by sensor measurement, system calibration or reading the dashboard. It can also be obtained through theoretical calculation. Optionally, in a further but non-limiting embodiment of the present application, the slope inclination is used as the first independent variable, the vehicle speed after the driver releases the accelerator and the accelerator response ends is used as the fourth independent variable, the vehicle acceleration during the period when the driver releases the accelerator and the accelerator response is used as the fifth independent variable, the driver steps on the brake and the brake response time is used as the sixth independent variable, and the coefficient of the braking force and the braking depth during the period when the driver steps on the brake and the brake response is used as the third dependent variable, and the third function model is established by fitting. At the same time, the friction coefficient between the brake disc and the brake pad during the driver's braking and brake response is taken as the fourth dependent variable, and the fourth function model is fitted and established At the same time, the driver's braking and braking response braking depth are taken as the fifth dependent variable, and the fifth function model is fitted and established ;

[0115] According to the third function model Obtain the coefficients of the braking force and braking depth during the driver's braking and braking response, the third function model as follows,

[0116] ;

[0117] In the formula, The vehicle acceleration during the period when the driver releases the accelerator and the accelerator response;

[0118] According to the fourth function model Obtain the friction coefficient between the brake disc and the brake pad during the driver's braking and brake response, the fourth function model as follows,

[0119] ;

[0120] According to the fifth function model Get the driver's brake pedal and brake response brake depth, the fifth function model as follows,

[0121] .

[0122] It is not difficult for those skilled in the art to see that, with the slope inclination, the vehicle speed after the driver releases the accelerator and the accelerator response ends, the vehicle acceleration during the period when the driver releases the accelerator and the accelerator response ends, and the driver's braking and braking response time as independent variables, a function model is fitted to obtain the coefficient of braking force and braking depth during the period when the driver steps on the brake and the brake response, the friction coefficient between the brake disc and the brake pad, and the braking depth. By comprehensively considering multiple independent variables, the key parameters of the braking process can be predicted more accurately.

[0123] Therefore, compared with the first embodiment, the method for early warning of driving speed on a slope provided by this embodiment makes fuller use of the driver intervention reaction time recorded by the driver stepping on the brake and the brake response time, the driver releasing the accelerator and the accelerator response time, and the driver stepping on the brake and the brake response time as independent variables to calculate the speed change value of the vehicle during the driver releasing the accelerator and the accelerator response and the speed change value of the vehicle during the driver stepping on the brake and the brake response, and introduces the slope inclination as an important independent variable in the calculation process, integrates the above variables by fitting and constructing a function model, and can more accurately describe the relationship between the independent variable and the dependent variable through function model fitting. At the same time, compared with the first embodiment, there is no increase in hardware requirements, but the early warning accuracy is improved.

[0124] Embodiment 3

[0125] This embodiment provides a driving speed warning system on a slope.

[0126] refer to Figure 2 The driving speed warning system on a slope provided in this embodiment includes:

[0127] Speed ​​acquisition module 1, used to collect the driving speed when the driver starts to intervene in real time;

[0128] The acceleration acquisition module 2 is used to obtain the current vehicle driving acceleration in real time;

[0129] The inclination acquisition module 3 is used to acquire the inclination of the ramp in real time;

[0130] Log retrieval module 4, used to obtain historical driving work log data;

[0131] The warning module 5 is used to execute the driving speed warning method on the slope provided in the first or second embodiment, and issue a speeding alarm in response to the driving speed reaching the warning speed. The driving speed warning method on the slope specifically includes:

[0132] Obtain the slope inclination angle and the conventional warning speed, and obtain the warning speed on the slope according to the slope inclination angle and the conventional warning speed;

[0133] Obtaining the current vehicle driving acceleration and historical driving work log data, and obtaining the first constraint condition according to the current vehicle driving acceleration, historical driving work log data and the warning speed on the slope;

[0134] The driving speed when the driver starts to intervene is obtained according to the current vehicle driving acceleration, the historical driving work log data and the warning speed on the slope, and the second constraint condition is obtained according to the driving speed when the driver starts to intervene and the historical driving work log data;

[0135] The warning speed is obtained according to the first and second constraints, and a warning is issued at the warning speed.

[0136] Obtain the warning speed on the ramp based on the ramp angle and the normal warning speed, including:

[0137] The corresponding correction coefficient is obtained according to the slope inclination, and the warning speed on the slope is calculated by the following formula:

[0138] ,

[0139] In the formula, is the warning speed on the ramp, is the correction factor, This is the normal alert speed.

[0140] The driver intervention reaction time is obtained from the historical driving work log data, and the warning speed is obtained using the following conditional expression as the first constraint:

[0141] ,

[0142] In the formula, The driver's intervention reaction time, For the warning speed, is the current vehicle acceleration, is the speed at which the driver begins to intervene, The warning speed on the slope.

[0143] According to the historical driving work log data, the vehicle speed change value during the period when the driver releases the accelerator and the accelerator responds, and the vehicle speed change value during the period when the driver brakes and the brake responds are obtained, and the following conditional expression is used as the second constraint condition and combined with the first constraint condition to obtain the warning speed:

[0144] ,

[0145] In the formula, The vehicle speed after the driver steps on the brake and the brake response ends. It is the speed change of the vehicle during the period when the driver releases the accelerator and the accelerator responds. It is the change in vehicle speed during the period between the driver braking and the brake response.

[0146] The change in vehicle speed during the period when the driver releases the accelerator and the accelerator responds is calculated using the following formula:

[0147] ,

[0148] In the formula, The vehicle acceleration during the period when the driver releases the accelerator and the accelerator responds. The time when the driver releases the accelerator and the accelerator response time are obtained from the historical driving work log data. The vehicle speed after the driver releases the accelerator and the accelerator response ends. The engine performance coefficient after the driver releases the accelerator and the throttle response ends. It is the throttle opening after the driver releases the throttle and the throttle response ends. The engine performance coefficient and the throttle opening after the driver releases the throttle and the throttle response ends are obtained according to historical driving work log data.

[0149] The first function model is established by fitting, with the slope angle as the first independent variable, the driving speed when the driver starts to intervene as the second independent variable, the driver's accelerator release and accelerator response time as the third independent variable, and the engine performance coefficient after the driver releases the accelerator and the accelerator response ends as the first dependent variable. At the same time, the throttle opening after the driver releases the throttle and the throttle response ends is taken as the second dependent variable, and the second function model is fitted to establish ;

[0150] According to the first function model Get the engine performance coefficient after the driver releases the accelerator and the throttle response ends, the first function model as follows,

[0151] ;

[0152] According to the second function model Get the throttle opening after the driver releases the throttle and the throttle response ends, the second function model as follows,

[0153] ;

[0154] In the formula, is the slope inclination angle.

[0155] The formula for obtaining the speed change value of the vehicle during the braking response is:

[0156] ;

[0157] In the formula, Predict the vehicle's acceleration during the period between the driver's braking and the brake response. The time when the driver steps on the brake and the brake response time are obtained from the historical driving work log data;

[0158] The formula for obtaining the predicted acceleration of the vehicle during the period when the driver steps on the brake and the brake response is:

[0159] ;

[0160] In the formula, For the braking force, is the friction coefficient between the brake disc and the brake pad during the period when the driver steps on the brake and the brake response, is the coefficient of braking force and braking depth during the period when the driver steps on the brake and the brake response, The driver steps on the brake and the brake response is the brake depth. The vehicle speed after the driver steps on the brake and the brake response ends. The vehicle speed after the driver releases the accelerator and the accelerator response ends. The quality of the vehicle.

[0161] The third function model is established by fitting, with the slope angle as the first independent variable, the vehicle speed after the driver releases the accelerator and the accelerator response ends as the fourth independent variable, the vehicle acceleration during the period when the driver releases the accelerator and the accelerator response ends as the fifth independent variable, the driver's braking and the braking response time as the sixth independent variable, and the coefficient of the braking force and braking depth during the period when the driver steps on the brake and the braking response ends as the third dependent variable. At the same time, the friction coefficient between the brake disc and the brake pad during the driver's braking and brake response is taken as the fourth dependent variable, and the fourth function model is fitted and established At the same time, the driver's braking and braking response braking depth are taken as the fifth dependent variable, and the fifth function model is fitted and established ;

[0162] According to the third function model Obtain the coefficients of the braking force and braking depth during the driver's braking and braking response, the third function model as follows,

[0163] ;

[0164] In the formula, The vehicle acceleration during the period when the driver releases the accelerator and the accelerator responds. is the slope inclination;

[0165] According to the fourth function model Obtain the friction coefficient between the brake disc and the brake pad during the driver's braking and brake response, the fourth function model as follows,

[0166] ;

[0167] According to the fifth function model Get the driver's brake pedal and brake response brake depth, the fifth function model as follows,

[0168] .

[0169] During the specific implementation process, the speed detection module 1 can be connected to the vehicle dashboard, and the vehicle dashboard collects the speed and sends it to the speed detection module 1. The acceleration detection module 2 can be connected to the acceleration sensor arranged on the vehicle body, and the acceleration sensor collects the current vehicle driving acceleration and sends it to the acceleration detection module 2. The inclination detection module 3 can be connected to the inclination sensor arranged on the vehicle body, and the inclination sensor collects the inclination of the ramp and sends it to the inclination detection module 3. The log retrieval module 4 can obtain historical driving work log data from the vehicle-mounted driving recorder or other similar functional components.

[0170] The driving speed warning system on a slope provided in this embodiment can be used to execute the driving speed warning method on a slope provided in Embodiment 1 or 2, and thus has the same technical effects as Embodiment 1 or 2, which will not be described in detail here.

[0171] Embodiment 4

[0172] This embodiment provides a driving speed warning system on a slope. Figure 3 The driving speed warning system on a slope provided in this embodiment includes:

[0173] Speed ​​monitoring module 6, used to collect the driving speed when the driver starts to intervene in real time;

[0174] The acceleration monitoring module 7 is used to collect the current vehicle driving acceleration in real time;

[0175] Inclination monitoring module 8, used for collecting ramp inclination in real time;

[0176] The controller 9 is connected to the speed monitoring module 6, the acceleration monitoring module 7 and the inclination monitoring module 8 by signals respectively, and the controller 9 is configured to execute the driving speed warning method on the slope described in any one of the first or second embodiments. In response to the driving speed reaching the warning speed, an overspeed alarm is issued.

[0177] The driving speed warning system on a slope provided in this embodiment has the same technical effects as those in Embodiment 1 or 2, and will not be described in detail here.

[0178] Optionally, the speed monitoring module 6 can be a vehicle dashboard, the acceleration monitoring module 7 can be an acceleration sensor arranged on the vehicle body, the inclination monitoring module 8 can be an inclination sensor arranged on the vehicle body, and the controller 9 can be a vehicle computer; optionally, the controller 9 includes a computer storage medium for recording historical driving work log data.

[0179] The driving speed warning system on a slope provided in this embodiment can be used to execute the driving speed warning method on a slope provided in Embodiment 1 or 2, and thus has the same technical effects as Embodiment 1 or 2, which will not be described in detail here.

[0180] Embodiment 5

[0181] A wheeled excavator is provided in an embodiment of the present invention, including the driving speed warning system on a slope provided in the third embodiment or the fourth embodiment.

[0182] The wheeled excavator provided in this embodiment can be used to execute the driving speed warning method on a slope provided in Embodiment 1 or 2, and thus has the same technical effect as Embodiment 1 or 2, which will not be described in detail here.

[0183] Embodiment 6

[0184] This embodiment provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the method for early warning of driving speed on a slope in any one of Embodiments 1 or 2.

[0185] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0186] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1A device that provides the functions specified in a block or multiple blocks.

[0187] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0188] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0189] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

[0190] In addition, the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0191] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances.

[0192] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for early warning of driving speed on a slope, characterized in that: include, Acquiring a ramp inclination angle and a conventional warning speed, and obtaining a warning speed on the ramp according to the ramp inclination angle and the conventional warning speed; Acquire the current vehicle driving acceleration and historical driving work log data, and obtain the first constraint condition according to the current vehicle driving acceleration, the historical driving work log data and the warning speed on the ramp; Obtaining the driving speed when the driver starts to intervene according to the current vehicle driving acceleration, the historical driving work log data and the warning speed on the slope, and obtaining a second constraint condition according to the driving speed when the driver starts to intervene and the historical driving work log data; A warning speed is obtained according to the first and second constraints, and a warning is issued at the warning speed.

2. The method for early warning of driving speed on a slope according to claim 1, characterized in that: The step of obtaining the warning speed on the ramp according to the ramp inclination and the conventional warning speed includes: The corresponding correction coefficient is obtained according to the slope inclination, and the warning speed on the slope is calculated by the following formula: ， In the formula, is the warning speed on the ramp, is the correction factor, This is the normal alert speed.

3. The method for early warning of driving speed on a slope according to claim 1, characterized in that: The driver intervention reaction time is obtained from the historical driving work log data, and the warning speed is obtained using the following conditional expression as the first constraint condition: ， In the formula, The driver's intervention reaction time, For the warning speed, is the current vehicle acceleration, is the speed at which the driver begins to intervene, The warning speed on the slope.

4. The method for early warning of driving speed on a slope according to claim 3, characterized in that: The speed change value of the vehicle during the period when the driver releases the accelerator and responds to the accelerator and the speed change value of the vehicle during the period when the driver brakes and responds to the brake are obtained according to the historical driving work log data, and the warning speed is obtained by combining the following conditional formula as the second constraint condition with the first constraint condition: ， In the formula, The vehicle speed after the driver steps on the brake and the brake response ends. It is the speed change of the vehicle during the period when the driver releases the accelerator and the accelerator responds. It is the change in vehicle speed during the period between the driver braking and the brake response.

5. The method for early warning of driving speed on a slope according to claim 4, characterized in that: The speed change value of the vehicle during the period when the driver releases the accelerator and the accelerator responds is obtained by calculating the following formula: ， In the formula, The vehicle acceleration during the period when the driver releases the accelerator and the accelerator responds. is the time when the driver releases the accelerator and the accelerator response time, which is obtained from the historical driving work log data, The vehicle speed after the driver releases the accelerator and the accelerator response ends. The engine performance coefficient after the driver releases the accelerator and the throttle response ends. It is the throttle opening after the driver releases the throttle and the throttle response ends. The engine performance coefficient and the throttle opening after the driver releases the throttle and the throttle response ends are obtained according to historical driving work log data.

6. The method for early warning of driving speed on a slope according to claim 5, characterized in that: The first function model is established by fitting, with the slope angle as the first independent variable, the driving speed when the driver starts to intervene as the second independent variable, the driver's accelerator release and accelerator response time as the third independent variable, and the engine performance coefficient after the driver releases the accelerator and the accelerator response ends as the first dependent variable. At the same time, the throttle opening after the driver releases the throttle and the throttle response ends is taken as the second dependent variable, and the second function model is fitted to establish ; According to the first functional model Obtain the engine performance coefficient after the driver releases the accelerator and the accelerator response ends. The first function model as follows, ； According to the second function model Obtain the throttle opening after the driver releases the throttle and the throttle response ends. The second function model as follows, ； In the formula, is the slope inclination angle.

7. The method for early warning of driving speed on a slope according to claim 4, characterized in that: The formula for obtaining the speed change value of the vehicle during the braking response is: ； In the formula, Predict the vehicle's acceleration during the period between the driver's braking and the brake response. The time when the driver steps on the brake and the brake response time are obtained from the historical driving work log data; The formula for obtaining the predicted acceleration of the vehicle during the period when the driver steps on the brake and the brake responds is: ； In the formula, For the braking force, is the friction coefficient between the brake disc and the brake pad during the period when the driver steps on the brake and the brake response, is the coefficient of braking force and braking depth during the period when the driver steps on the brake and the brake response, The driver steps on the brake and the brake response is the brake depth. The vehicle speed after the driver steps on the brake and the brake response ends. The vehicle speed after the driver releases the accelerator and the accelerator response ends. The quality of the vehicle.

8. The method for early warning of driving speed on a slope according to claim 7, characterized in that: The third function model is established by fitting, with the slope angle as the first independent variable, the vehicle speed after the driver releases the accelerator and the accelerator response ends as the fourth independent variable, the vehicle acceleration during the period when the driver releases the accelerator and the accelerator response ends as the fifth independent variable, the driver's braking and the braking response time as the sixth independent variable, and the coefficient of the braking force and braking depth during the period when the driver steps on the brake and the braking response ends as the third dependent variable. At the same time, the friction coefficient between the brake disc and the brake pad during the driver's braking and brake response is taken as the fourth dependent variable, and the fourth function model is fitted and established At the same time, the driver's braking and braking response braking depth are taken as the fifth dependent variable, and the fifth function model is fitted and established ; According to the third function model Obtain the coefficients of the braking force and braking depth during the driver's braking and braking response, the third function model as follows, ； In the formula, The vehicle acceleration during the period when the driver releases the accelerator and the accelerator responds. is the slope inclination; According to the fourth function model Obtain the friction coefficient between the brake disc and the brake pad during the period when the driver steps on the brake and the brake response, the fourth function model as follows, ； According to the fifth function model Obtain the driver's braking response and braking depth, the fifth function model as follows, 。 9. A driving speed warning system on a slope, characterized in that: include, A speed acquisition module (1) is used to acquire the driving speed in real time; The acceleration acquisition module (2) is used to acquire the current vehicle driving acceleration in real time; An inclination acquisition module (3) is used to acquire the inclination of the ramp in real time; A log retrieval module (4) is used to obtain historical driving work log data; The warning module (5) is configured to obtain a warning speed according to the method for warning driving speed on a slope according to any one of claims 1 to 8, and to issue a speeding alarm in response to the driving speed reaching the warning speed.

10. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instruction is executed by a processor, the steps of the method for early warning of driving speed on a slope as claimed in any one of claims 1 to 8 are implemented.

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