Vehicle integrated safety parameter monitoring system and method and intelligent network connection automobile terminal

Abstract

The invention relates to the technical field of intelligent safety monitoring, and particularly discloses a vehicle integrated safety parameter monitoring system and method and an intelligent networked automobile terminal.The system comprises a brake wear monitoring unit, a brake temperature monitoring unit, a tire pressure monitoring unit, an axle temperature monitoring unit, a central control processor and a display screen; the brake wear monitoring unit is used for monitoring the wear thickness of a brake pad, the brake temperature monitoring unit is used for monitoring the temperature of a brake hub, the tire pressure monitoring unit is used for monitoring the tire temperature and air pressure of a tire, and the axle temperature monitoring unit is used for monitoring the temperature of a hub. And the central control processor is used for acquiring all the monitoring data and uploading the monitoring data to a third-party big data platform. According to the system, various safety parameters of the vehicle can be monitored, early warned and diagnosed in real time, the system has the functions of intelligent reminding monitoring and real-time uploading to a third-party big data platform for management and monitoring, potential safety hazards in the vehicle driving process are reduced and eliminated to the maximum extent, and safety guarantee measures are provided in multiple directions.

Description

Technical Field

[0001] The present invention relates to the field of intelligent safety monitoring technology, and in particular to a vehicle integrated safety parameter monitoring system, method and an intelligent networked vehicle terminal. Background Art

[0003] The safety monitoring of existing vehicles mainly involves installing tire pressure sensors in car tires, and judging whether the pressure of each tire is within the normal range through the signals sent by the tire pressure sensors. Since it only provides tire pressure monitoring status during use, the driver needs to rely on experience to judge other situations. This leads to the problem that the driver cannot monitor the temperature of the brake hub and wheel hub in time. During the long-term use of the vehicle, it is impossible to provide comprehensive safety measures.

[0004] Therefore, the present invention proposes a vehicle integrated safety parameter monitoring system, method and intelligent connected vehicle terminal. Summary of the invention

[0005] The present invention provides a vehicle integrated safety parameter monitoring system, method and intelligent networked vehicle terminal to solve the problem that the safety monitoring of existing vehicles only provides tire pressure monitoring, and the driver needs to rely on experience to judge other situations, which leads to the problem that the driver cannot monitor the brake hub and wheel hub temperature in time, and cannot provide comprehensive safety measures during long-term use of the vehicle.

[0006] The present invention provides a vehicle integrated safety parameter monitoring system, including a brake wear monitoring unit, a brake temperature monitoring unit, a tire pressure monitoring unit, an axle temperature monitoring unit, a central control processor and a display screen;

[0007] The brake wear monitoring unit is used to monitor the wear thickness of the brake pads;

[0008] The brake temperature monitoring unit is used to monitor the temperature of the brake hub;

[0009] The tire pressure monitoring unit is used to monitor the tire temperature and air pressure;

[0010] The axle temperature monitoring unit is used to monitor the temperature of the wheel hubs installed at both ends of the axle;

[0011] The brake wear monitoring unit, brake temperature monitoring unit, tire pressure monitoring unit, axle temperature monitoring unit, and third-party big data platform are all connected to the central control processor, and the output end of the central control processor is connected to the display screen;

[0012] The central control processor is used to obtain the wear thickness of the brake pad, the temperature of the brake hub, the temperature and pressure of the tire, and the temperature of the wheel hub and upload them to a third-party big data platform.

[0013] Preferably, the brake wear monitoring unit comprises a mileage counting module and a brake wear sensor;

[0014] The mileage counting module is arranged on one side of the axle and is used to obtain the mileage data and transmit it to the central control processor;

[0015] The brake wear sensor is arranged on the inner side of the brake hub and is used to obtain the wear thickness of the brake pad and transmit it to the central control processor.

[0016] Preferably, the brake wear sensor comprises a monitoring acquisition subunit, a contour extraction subunit, a centrifugal distance calculation subunit, a centrifugal trend analysis subunit, a contour difference comparison subunit, an angle range determination subunit, a contour matching and correction subunit, and a wear thickness calculation subunit, which are connected in sequence;

[0017] The monitoring acquisition subunit is used to acquire the side monitoring video of the brake pad;

[0018] The contour extraction subunit is used to extract the side contour line of the brake pad in each video frame of the side monitoring video;

[0019] The eccentric distance calculation subunit is used to determine the local curvature of each pixel point of each lateral contour line in the corresponding lateral contour line based on the curve formula of each lateral contour line, and determine the distance between each pixel point in each lateral contour line and the physical center of the area enclosed by the corresponding lateral contour line, and take the product of the local curvature of each pixel point of each lateral contour line in the corresponding lateral contour line and the distance between the corresponding pixel point and the physical center of the area enclosed by the corresponding lateral contour line as the eccentric distance of each pixel point in each lateral contour line;

[0020] The centrifugal trend analysis subunit is used to fit the centrifugal change trend curve of each lateral contour line based on the centrifugal distance of all pixel points in each lateral contour line and the preset contour experience direction;

[0021] The contour difference comparison subunit is used to determine the next adjacent difference contour line of the side contour line in each video frame except the last video frame in the side monitoring video based on the centrifugal change trend curve of the side contour line in each group of adjacent video frames in the side monitoring video;

[0022] The angle range determination subunit is used to determine the contour distortion direction and the centripetal angle range of the next adjacent difference contour line of each side contour line based on the next adjacent difference contour lines of all video frames in the side monitoring video;

[0023] The contour matching and correction subunit is used to match and correct the distortion of all side contours based on the contour distortion direction and the centripetal angle range of all next-neighbor difference contours to obtain the standard side contour of the brake pad;

[0024] The wear thickness calculation subunit is used to calculate the current thickness of the brake pad based on the standard side contour line of the brake pad, and the difference between the initial thickness and the current thickness of the brake pad is used as the wear thickness of the brake pad.

[0025] Preferably, the contour difference comparison subunit comprises a longitudinal difference change trend analysis terminal and a difference contour line recognition terminal connected in sequence;

[0026] The longitudinal difference change trend analysis terminal is used to determine the longitudinal coordinate difference of all groups of curve point combinations with the same horizontal coordinate in the centrifugal change trend curve of the side contour line in each group of adjacent video frames in the side monitoring video, and perform curve fitting on the longitudinal coordinate difference of all groups of curve point combinations with the same horizontal coordinate in each group of adjacent video frames to obtain the longitudinal difference change trend curve of each group of adjacent video frames;

[0027] The difference contour line identification end is used to identify all sudden change horizontal coordinate ranges of each group of adjacent video frames based on the longitudinal difference change trend curve of each group of adjacent video frames, and based on all sudden change horizontal coordinate ranges of each group of adjacent video frames, determine the next adjacent difference contour line of the lateral contour line in the frontmost video frame in each group of adjacent video frames.

[0028] Preferably, the brake wear sensor also includes a limit conduction block which is integrally formed with the brake pad and installed at 2 / 3 of the thickness of the brake pad. The brake hub and the limit conduction block are both communicatively connected to the central control processor. When the limit conduction block is exposed, an alarm is triggered.

[0029] Preferably, the brake temperature monitoring unit includes a drum temperature sensor, an sound and light alarm module and a water spraying module. The drum temperature sensor, the sound and light alarm module and the water spraying module are all communicatively connected to the central control processor. The drum temperature sensor is installed inside the brake hub. When the drum temperature sensor detects that the temperature is higher than 200 degrees Celsius, the sound and light alarm module is triggered and the brake hub is cooled by spraying water through the water spraying module.

[0030] Preferably, the tire pressure monitoring unit comprises an interface spirally connected to the air valve of the tire, a built-in micro battery, a tire temperature sensor, a tire pressure sensor and a circuit board;

[0031] The tire temperature sensor is installed inside the tire. When the tire temperature sensor detects that the temperature is higher than 90 degrees Celsius, a high temperature alarm is triggered and the tire is sprayed with water to cool it down through the water spray module;

[0032] The tire pressure sensor is installed inside the tire. When the tire pressure sensor detects that the tire pressure is lower than 75% of the rated pressure, a low pressure alarm is triggered. When the tire pressure sensor detects that the tire pressure is higher than 130% of the rated pressure, an overpressure alarm is triggered.

[0033] A radio frequency chip is arranged on the circuit board, and the radio frequency chip is connected to the central control processor by wireless communication.

[0034] Preferably, the axle temperature monitoring unit includes an axle temperature sensor and an oil seal sensor, both of which are wirelessly connected to the central control processor. The axle temperature sensor is installed on the axle, and the oil seal sensor is installed between the axle and the wheel hub. When the axle temperature sensor or the oil seal sensor detects that the temperature exceeds 100 degrees Celsius, the system high temperature alarm is triggered.

[0035] The present invention provides an integrated safety parameter monitoring method, which is applied to any of the above vehicle integrated safety parameter monitoring systems, comprising:

[0036] When the brake wear monitoring unit detects that the wear thickness of the brake pad is greater than 70%, the system yellow warning is triggered; when the brake wear monitoring unit detects that the wear thickness of the brake pad is greater than 95%, the system red warning is triggered;

[0037] When the brake temperature monitoring unit detects that the temperature of the brake hub is higher than 200 degrees Celsius, the system high temperature warning is triggered and the brake hub is sprayed with water to cool it down;

[0038] When the tire pressure monitoring unit detects that the tire pressure is lower than 75% of the rated pressure, the system low pressure alarm is triggered. When the tire pressure monitoring unit detects that the tire pressure is higher than 130% of the rated pressure, the system high pressure alarm is triggered. When the tire pressure monitoring unit detects that the temperature of the tire is higher than 90 degrees Celsius, the system high temperature alarm is triggered and the tire is sprayed with water to cool down.

[0039] When the axle temperature monitoring unit detects that the temperature of the wheel hub exceeds 100 degrees Celsius, the system high temperature alarm is triggered.

[0040] The present invention provides an intelligent network-connected automobile terminal, comprising a controller area network, a central processing controller, a memory and any one of the above vehicle integrated safety parameter monitoring systems.

[0041] The beneficial effects of the present invention compared with the prior art are as follows: the above scheme can monitor, warn and diagnose various safety parameters such as tire pressure temperature, brake system, axle temperature status, etc. in real time, making vehicle driving safety more intelligent, with the functions of intelligent reminder monitoring for drivers and real-time uploading to a third-party big data platform for management and monitoring, minimizing and eliminating safety hazards in vehicle driving, and providing safety protection measures in all aspects. This plays a very good auxiliary role in vehicle driving safety, can solve the problems of drivers, vehicle owners, social security, etc., and is also a deeper leap and improvement of smart vehicles.

[0042] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures specifically pointed out in this application document.

[0043] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0045] Figure 1 Schematic diagram of functional units included in the vehicle integrated safety parameter monitoring system in an embodiment of the present invention;

[0046] Figure 2 is a more detailed schematic diagram of functional units included in the vehicle integrated safety parameter monitoring system in an embodiment of the present invention;

[0047] Figure 3 is a schematic diagram of the three-dimensional structure of the brake hub in an embodiment of the present invention;

[0048] Figure 4 is a schematic cross-sectional structure diagram of a brake hub and a brake pad in an embodiment of the present invention;

[0049] Figure 5 Schematic diagram of the functional subunits included in the brake wear sensor in the embodiment of the present invention;

[0050] Figure 6 Schematic diagram of the functional end included in the contour difference comparison subunit in the embodiment of the present invention;

[0051] Figure 7 Schematic diagram of the electrical connection structure of the limit conduction block in an embodiment of the present invention.

[0052] Reference numerals

[0053] 1. Brake wear monitoring unit; 2. Brake temperature monitoring unit; 3. Tire pressure monitoring unit; 4. Axle temperature monitoring unit; 5. Central control processor; 6. Display screen; 7. Brake pad; 8. Brake hub; 9. Axle; 10. Wheel hub; 11. Third-party big data platform; 101. Mileage counting module; 102. Brake wear sensor; 103. Limit conduction block; 1021. Monitoring acquisition subunit; 1022. Contour extraction subunit; 1023. Centrifugal distance calculation subunit; 1024. Centrifugal trend analysis subunit; 1025. Contour difference comparison subunit; 1026. Angle range determination subunit; 1027. Contour matching and correction subunit; 1028. Wear thickness calculation subunit; 10251. Longitudinal difference change trend analysis end; 10252. Difference contour line recognition end; 201. Drum temperature sensor; 202. Sound and light alarm module; 203. Water spray module; 301. Micro battery; 302. Tire temperature sensor; 303. Tire pressure sensor; 304. Circuit board; 401. Axle temperature sensor; 402. Oil seal sensor.

[0054] As shown in the figure, in order to clearly implement the structure of the embodiment of the present invention, specific structures and devices are marked in the figure, but this is only for illustrative purposes and is not intended to limit the present invention to the specific structure, device and environment. According to specific needs, ordinary technicians in this field can adjust or modify these devices and environments, and the adjustments or modifications made are still included in the scope of the attached claims. DETAILED DESCRIPTION

[0055] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0056] like Figure 1 As shown, an embodiment of the present invention provides a vehicle integrated safety parameter monitoring system, including a brake wear monitoring unit 1, a brake temperature monitoring unit 2, a tire pressure monitoring unit 3, an axle temperature monitoring unit 4, a central control processor 5 and a display screen 6;

[0057] The brake wear monitoring unit 1 is used to monitor the wear thickness of the brake pad 7;

[0058] The brake temperature monitoring unit 2 is used to monitor the temperature of the brake hub 8;

[0059] The tire pressure monitoring unit 3 is used to monitor the tire temperature and air pressure of the tire;

[0060] The axle temperature monitoring unit 4 is used to monitor the temperature of the wheel hub 10 installed at both ends of the axle 9;

[0061] The brake wear monitoring unit 1, the brake temperature monitoring unit 2, the tire pressure monitoring unit 3, the axle temperature monitoring unit 4, and the third-party big data platform 11 are all connected to the central control processor 5 in communication, and the output end of the central control processor 5 is connected to the display screen 6 in communication;

[0062] The brake wear monitoring unit 1, the brake temperature monitoring unit 2, the tire pressure monitoring unit 3, and the axle temperature monitoring unit 4 are all equipped with extension controllers, so that the entire data of the vehicle axle 9 and tires are dynamically monitored, the first-time data is obtained in real time, and the data is promptly and effectively warned, which greatly improves the driving safety of the vehicle and effectively reduces the frequency of traffic accidents;

[0063] The central control processor 5 is used to obtain the wear thickness of the brake pad 7, the temperature of the brake hub 8, the temperature and tire pressure of the tire, and the temperature of the wheel hub 10 and upload them to the third-party big data platform 11;

[0064] In this way, the central control processor 5 uploads the real-time thickness and wear degree of the brake pad 7, the real-time temperature of the brake hub 8, the real-time temperature and real-time tire pressure of the tire, and the real-time temperature of the wheel hub 10 obtained through real-time monitoring to the third-party big data platform 11, which is convenient for data monitoring and management.

[0065] like Figure 2 As shown, the brake wear monitoring unit 1 includes a mileage counting module 101 and a brake wear sensor 102;

[0066] The mileage counting module 101 is arranged on one side of the axle 9 and is used to obtain mileage data and transmit it to the central control processor 5;

[0067] The brake wear sensor 102 is arranged on the inner side of the brake hub 8 and is used to obtain the wear thickness of the brake pad 7 and transmit it to the central control processor 5;

[0068] The mileage counting module is set on one side of the axle, which can accurately obtain mileage data and provide an important reference for evaluating brake wear. The brake wear sensor is set on the inner side of the brake hub, which can directly obtain the wear thickness of the brake pad, and the data acquisition is more accurate. The two obtain mileage data and brake pad wear thickness respectively, providing comprehensive information for the central control processor to conduct comprehensive analysis. It helps to detect excessive wear of the brake pad in time, perform maintenance and replacement in advance, and ensure driving safety. It improves the monitoring accuracy and reliability of the brake system and reduces the potential risks caused by brake failure.

[0069] like Figure 5As shown, the brake wear sensor 102 includes a monitoring acquisition subunit 1021, a contour extraction subunit 1022, a centrifugal distance calculation subunit 1023, a centrifugal trend analysis subunit 1024, a contour difference comparison subunit 1025, an angle range determination subunit 1026, a contour matching and correction subunit 1027 and a wear thickness calculation subunit 1028 connected in sequence;

[0070] The monitoring acquisition subunit 1021 is used to acquire the side monitoring video of the brake pad 7;

[0071] The contour extraction subunit 1022 is used to extract the side contour line of the brake pad 7 in each video frame of the side monitoring video;

[0072] The eccentric distance calculation subunit 1023 is used to determine the local curvature of each pixel point of each lateral contour line in the corresponding lateral contour line based on the curve formula of each lateral contour line, and determine the distance between each pixel point in each lateral contour line and the physical center of the area enclosed by the corresponding lateral contour line, and use the product of the local curvature of each pixel point of each lateral contour line in the corresponding lateral contour line and the distance between the corresponding pixel point and the physical center of the area enclosed by the corresponding lateral contour line as the eccentric distance of each pixel point in each lateral contour line;

[0073] The centrifugal trend analysis subunit 1024 is used to fit the centrifugal change trend curve of each lateral contour line based on the centrifugal distance of all pixel points in each lateral contour line and the preset contour experience direction;

[0074] The contour difference comparison subunit 1025 is used to determine the next adjacent difference contour line of the side contour line in each video frame except the last video frame in the side monitoring video based on the centrifugal change trend curve of the side contour line in each group of adjacent video frames in the side monitoring video;

[0075] The angle range determination subunit 1026 is used to determine the contour distortion direction and the centripetal angle range of the next adjacent difference contour line of each side contour line based on the next adjacent difference contour lines of all video frames in the side monitoring video;

[0076] The contour matching and correction subunit 1027 is used to match and correct the distortion of all side contours based on the contour distortion direction and the centripetal angle range of all next-neighbor difference contours to obtain the standard side contour of the brake pad 7;

[0077] The wear thickness calculation subunit 1028 is used to calculate the current thickness of the brake pad 7 based on the standard side contour line of the brake pad 7, and take the difference between the initial thickness and the current thickness of the brake pad 7 as the wear thickness of the brake pad 7.

[0078] The side monitoring video is a video record specifically used to capture the side conditions of the brake pads. For example, a camera installed at a specific location obtains continuous images reflecting the real-time side conditions of the brake pads.

[0079] The side contour line is a line that depicts the side shape of the brake pad in each frame of the side monitoring video. For example, in a certain frame, the curve that outlines the side shape of the brake pad is the side contour line.

[0080] The curve formula of the side profile is a mathematical expression used to describe the shape of the side profile. For example, if the side profile is approximately a parabola, then its curve formula may be similar to y=ax^2+bx+c.

[0081] The local curvature of the side contour line at each pixel point in the corresponding side contour line refers to the measurement of the curvature of the curve near each pixel point position on the side contour line. For example, at a certain pixel point, the curve is very curved, and the local curvature here is large.

[0082] Based on the curve formula of each side contour line, the local curvature of each pixel point of each side contour line in the corresponding side contour line is determined by using the curve formula describing the side contour line to calculate the curvature of each pixel point on the contour line. For example, if the curve formula is known, the curvature metric value at a specific pixel point can be calculated.

[0083] The preset contour change direction is a preset contour change direction, for example, from left to right or from top to bottom.

[0084] Based on the eccentric distance of all pixels in each side contour line and the preset contour experience direction, the eccentric change trend curve of each side contour line is fitted. The curve reflecting the eccentric change law of the side contour line is constructed by mathematical methods based on the calculated eccentric distance of each pixel point and the preset contour experience direction. For example, a curve showing whether the eccentric change is gradually increasing or decreasing is drawn based on these data.

[0085] The centrifugal change trend curve is a curve that shows the change trend of the centrifugal change of the side contour line with certain factors (such as time, position, etc.). For example, it can show that the centrifugal change first increases and then decreases over a period of time.

[0086] The next adjacent difference contour line of the side contour line is a contour line that is different from the side contour line in the next adjacent video frame and the current video frame, in each group of adjacent video frames, except for the last video frame in the side monitoring video, and is identified based on the longitudinal difference change trend curve. For example, in two adjacent frames, the part where the contour line of the previous frame is significantly different from the contour line of the current frame is the next adjacent difference contour line of the current frame.

[0087] Based on the next-neighbor difference contour lines of all video frames in the side surveillance video, the contour distortion direction and the centripetal angle range of the next-neighbor difference contour lines of each side contour line are determined by analyzing all the next-neighbor difference contour lines to find out the moving direction of the contour line distortion and the angle formed by the lines formed by the two end points of each next-neighbor difference contour line and the physical center of the side contour line. For example, if the deformation area of ​​the contour line moves clockwise, the distortion direction is clockwise and the centripetal angle range may be 60 degrees.

[0088] Based on the contour distortion direction and the centripetal angle range of all adjacent difference contours, all side contours are matched and distorted. The standard side contour of the brake pad 7 is obtained by adjusting and correcting the original side contour according to the determined contour distortion direction and centripetal angle range to make it conform to the standard form. The standard side contour is obtained. For example, the original excessively curved part is smoothed by correction, so as to obtain a standard contour. It can be realized by combining the neural network model:

[0089] Prepare a large amount of side contour line sample data with different distortion degrees and centripetal angle ranges, and mark the corresponding standard side contour lines for these samples as training data for the neural network. Construct a suitable neural network model, and input features including the contour line distortion direction, the centripetal angle range of the next adjacent difference contour line, and the original side contour line data. During the training process, the neural network learns how to adjust and correct the side contour line based on this input information to approximate the marked standard side contour line. When the model training is completed, the new side contour line data to be corrected, together with its distortion direction and centripetal angle range, is input into the model, and the model will automatically output the matching and distortion-corrected result, that is, the standard side contour line of the brake pad 7.

[0090] The standard side profile is the side profile of the brake pad that meets certain specifications and standards after matching and distortion correction, and can be used to accurately calculate parameters such as the wear thickness of the brake pad. For example, after processing, the profile that can accurately reflect the true shape and size of the brake pad is the standard side profile.

[0091] Calculating the current thickness of the brake pad 7 based on the standard side contour line of the brake pad 7 means that the thickness value of the brake pad 7 in the current state is obtained by performing relevant measurements and calculations on the standard side contour line that can accurately reflect the true shape of the brake pad 7 after processing and correction. For example, the thickness of the brake pad may be inferred based on certain characteristic parameters of the area enclosed by the standard side contour line, combined with known geometric relationships and calculation formulas. For example, the current thickness of the brake pad 7 is finally determined by measuring the vertical distance between the highest point and the lowest point of the contour line, or calculating the specific size of the three-dimensional shape represented by the contour line.

[0092] The monitoring acquisition subunit can obtain the side monitoring video of the brake pad and provide raw data for subsequent analysis. The contour extraction subunit extracts the side contour line in the video frame, laying the foundation for subsequent precise calculation. The centrifugal distance calculation subunit determines the centrifugal distance of the pixel point through complex calculations to more comprehensively describe the contour characteristics. The centrifugal trend analysis subunit fits the centrifugal change trend curve, which helps to deeply understand the changing law of the contour. The contour difference comparison subunit determines the next neighbor difference contour line, which is convenient for analyzing the subtle changes of the contour. The angle range determination subunit obtains the contour line distortion direction and centripetal angle range, providing key parameters for correction. The contour matching and correction subunit performs matching and distortion correction to obtain the standard side contour line, which improves the accuracy of the data. The wear thickness calculation subunit calculates the wear thickness based on the standard side contour line, making the result more accurate and reliable. Overall, this multi-step precise analysis and calculation method can accurately measure the wear thickness of the brake pad and provide strong support for the safe maintenance of the vehicle.

[0093] like Figure 6 As shown, the contour difference comparison subunit 1025 includes a longitudinal difference change trend analysis terminal 10251 and a difference contour line recognition terminal 10252 connected in sequence;

[0094] The longitudinal difference change trend analysis terminal 10251 is used to determine the longitudinal coordinate difference of all groups of curve point combinations with the same horizontal coordinate (which can be expressed by time sequence or frame sequence number) in the centrifugal change trend curve of the side contour line in each group of adjacent video frames in the side monitoring video, and perform curve fitting on the longitudinal coordinate difference of all groups of curve point combinations with the same horizontal coordinate in each group of adjacent video frames to obtain the longitudinal difference change trend curve of each group of adjacent video frames;

[0095] The difference contour line identification terminal 10252 is used to identify all mutation abscissa ranges of each group of adjacent video frames based on the longitudinal difference change trend curve of each group of adjacent video frames, and determine the next adjacent difference contour line of the side contour line in the front video frame in each group of adjacent video frames based on all mutation abscissa ranges of each group of adjacent video frames, including:

[0096] All mutation horizontal coordinate ranges of each group of adjacent video frames are randomly combined in pairs to obtain all mutation horizontal coordinate range combinations of each group of adjacent video frames;

[0097] Performing cluster analysis on all mutation abscissa range combinations of all groups of adjacent video frames to obtain multiple mutation abscissa range combination clusters, wherein each mutation abscissa range combination cluster contains any mutation abscissa range combination of all groups of adjacent video frames, that is, the total number of mutation abscissa range combinations contained in each mutation abscissa range combination cluster is equal to the number of groups of adjacent video frames;

[0098] Calculate the difference between each mutation abscissa range combination cluster:

[0099]

[0100] In the formula, Sim ccomar Indicates the difference between the currently calculated mutation abscissa range combination cluster, n is the total number of mutation abscissa range combinations contained in the currently calculated mutation abscissa range combination cluster, Δ FNO1i is the abscissa span of the first mutation abscissa range in the i-th mutation abscissa range combination in the currently calculated mutation abscissa range combination cluster, Δ FNO2i is the abscissa span of the last mutation abscissa range in the ith mutation abscissa range combination in the currently calculated mutation abscissa range combination cluster, FNOLi is the first abscissa value in the ith mutation abscissa range combination in the currently calculated mutation abscissa range combination cluster, and FNOEi is the last abscissa value in the ith mutation abscissa range combination in the currently calculated mutation abscissa range combination cluster;

[0101] The contour line range corresponding to the minimum horizontal coordinate to the maximum horizontal coordinate of all mutation horizontal coordinate range combinations contained in the mutation horizontal coordinate range combination cluster with the minimum phase difference in all mutation horizontal coordinate range combination clusters, in the side contour line in the frontmost video frame in the corresponding group of adjacent video frames, is regarded as the next-neighbor difference contour line of the side contour line in the frontmost video frame in the corresponding group of adjacent video frames.

[0102] A curve point combination is a combination of curve points with the same horizontal coordinate in the centrifugal change trend curves of the side contour lines in adjacent video frames. For example, there are two centrifugal change trend curves A and B. Select point (1,2) on A and point (1,3) on B respectively. These two points constitute a curve point combination.

[0103] The vertical coordinate difference of the curve point combination is the difference in the vertical coordinate values ​​of the points constituting the combination. For example, in the above combination, the vertical coordinates are 2 and 3 respectively, and the vertical coordinate difference is 3-2=1.

[0104] The vertical difference change trend curve is a curve used to show the change trend of the vertical coordinate difference of the curve point combination in each group of adjacent video frames with a certain factor (such as the order of frames, time, etc.). Assuming that in a group of adjacent video frames, the vertical coordinate difference of the corresponding curve point combination of the first frame and the second frame is 1, the difference between the second frame and the third frame is 2, and the difference between the third frame and the fourth frame is 3, these differences are plotted in the order of the frames, and the vertical difference change trend curve is obtained.

[0105] Based on the vertical difference change trend curve of each group of adjacent video frames, all the sudden change horizontal coordinate ranges of each group of adjacent video frames are identified. The vertical difference change trend curve is used to find the range of the horizontal coordinates where sudden changes occur in each group of adjacent video frames. For example, if the curve changes sharply between horizontal coordinates 5 and 8, then 5 to 8 is the sudden change horizontal coordinate range.

[0106] The mutation abscissa range is the interval where the abscissa mutates. For example, in a curve, the direction and properties of the curve between abscissa 10 and 15 are obviously different from other parts, and 10 to 15 is the mutation abscissa range.

[0107] Among them, the abscissa span of the first (last) mutation abscissa range in the i-th mutation abscissa range combination in the currently calculated mutation abscissa range combination cluster is the difference between the ending abscissa and the starting abscissa of the mutation abscissa range at the front end or the back end (i.e., the earliest starting position or the latest ending position) in the i-th mutation abscissa range combination. For example, if the first (last) mutation abscissa range in the third mutation abscissa range combination is from 5 to 10, then the abscissa span is 10-5=5.

[0108] The first (last) horizontal coordinate value in the ith mutation horizontal coordinate range combination refers to the specific value of the horizontal coordinate at the starting position (first) or the ending position (last) in the nth combination in a series of mutation horizontal coordinate range combinations arranged in a specific order. For example, there are 5 mutation horizontal coordinate range combinations, and the second combination is from 8 to 9 and 13 to 15, then the first horizontal coordinate value in this combination is 8, and the last horizontal coordinate value is 15.

[0109] The longitudinal difference change trend analysis end can obtain the longitudinal difference change trend curve by analyzing the centrifugal change trend curve, which helps to more deeply understand the change law of the contour lines of adjacent video frames. The difference contour line recognition end accurately determines the mutation horizontal coordinate range through complex combination, clustering and calculation operations, and finally determines the next neighbor difference contour line. The mutation horizontal coordinate range is combined to fully consider various possible association situations. Cluster analysis can group similar combinations into a cluster, which is convenient for discovering rules and patterns. The calculation formula of phase difference scientifically quantifies the degree of difference between combination clusters. Selecting the combination cluster with the minimum phase difference to determine the next neighbor difference contour line improves the accuracy and reliability of the determination. Overall, this precise and systematic analysis method can more accurately identify the next neighbor difference contour line, providing key support for accurately calculating the wear thickness of the brake pad, helping to improve the accuracy and reliability of brake wear monitoring and ensure the driving safety of the vehicle.

[0110] like Figure 3 , 4 As shown in , 7, the brake wear sensor 102 also includes a limit conduction block 103 which is integrally formed with the brake pad 7 and installed at 2 / 3 of the thickness of the brake pad 7. The thickness of the limit conduction block 103 is 25% of the thickness of the brake pad 7. The brake hub 8 and the limit conduction block 103 are both connected to the central control processor 5 for communication. When the limit conduction block 103 is exposed, the limit conduction block 103 forms a ground connection with the inner wall of the brake hub 8, triggering an alarm.

[0111] When the brakes are used in this arrangement, the brake pad 7 is stretched open and pressed against the inner wall of the brake hub 8 for braking. A limit conduction block 103 is integrally formed in the cross section of the brake pad 7. The limit conduction block 103 is connected to the central control processing system through a wiring with a position sensor, and can collect and obtain the wear amount of the brake pad 7 thickness. In this way, when the brake pad 7 is worn to the point where the limit conduction block 103 leaks out, the limit conduction block 103 forms a ground connection with the inner wall of the brake hub 8. At this time, the wear amount reaches the warning level and is transmitted to the central control processor 5 through the position sensor. The thickness data of the brake pad 7 is obtained and displayed in real time. In this way, the wear state and service life of the brake pad 7 can be monitored in time, and the driver can be reminded to replace and repair it in time to ensure safety.

[0112] like Figure 2 As shown, the brake temperature monitoring unit 2 includes a drum temperature sensor 201, an audible and visual alarm module 202 and a water spraying module 203. The drum temperature sensor 201, the audible and visual alarm module 202 and the water spraying module 203 are all connected to the central control processor 5 for communication. The drum temperature sensor 201 is installed inside the brake hub 8. When the drum temperature sensor 201 detects that the temperature is higher than 200 degrees Celsius, the audible and visual alarm module 202 is triggered and the brake hub 8 is sprayed with water to cool it down through the water spraying module 203.

[0113] In this way, a point block is set in the brake hub 8, and the point block is connected to the drum temperature sensor 201 through the early warning device, and is connected to the central control processor 5 to form data monitoring, and a water spray module 203 is set on the frame to spray water to cool the brake hub 8 to prevent the risk of high-temperature fire of the tire.

[0114] like Figure 2 As shown, the tire pressure monitoring unit 3 includes an interface screwed to the air valve of the tire, a built-in micro battery 301, a tire temperature sensor 302, a tire pressure sensor 303 and a circuit board 304;

[0115] The tire temperature sensor 302 is installed inside the tire. When the tire temperature sensor 302 detects that the temperature is higher than 90 degrees Celsius, a high temperature alarm is triggered and the tire is sprayed with water to cool it down through the water spray module 203;

[0116] The tire pressure sensor 303 is installed inside the tire. When the tire pressure sensor 303 detects that the tire pressure is lower than 75% of the rated pressure, a low pressure alarm is triggered. When the tire pressure sensor 303 detects that the tire pressure is higher than 130% of the rated pressure, an overpressure alarm is triggered. The vehicle operation safety is ensured, and the tire temperature and tire pressure data can be monitored in real time through the central control processor 5 and the display screen 6. This arrangement makes it easy to cause the wheel hub 10 to heat up if the axle 9 is not properly lubricated during vehicle driving. At this time, a wireless thermometer is used. When the axle temperature exceeds 100 degrees Celsius, the system high temperature alarm is triggered. The wireless thermometer feeds back the information to the central control processor 5 in the cab to remind the driver to repair in time to avoid the tire catching fire due to the high temperature of the wheel hub 10.

[0117] A radio frequency chip is disposed on the circuit board 304 , and the radio frequency chip is wirelessly connected to the central control processor 5 .

[0118] like Figure 2 As shown, the axle temperature monitoring unit 4 includes an axle temperature sensor 401 and an oil seal sensor 402. Both the axle temperature sensor 401 and the oil seal sensor 402 are wirelessly connected to the central control processor 5. The axle temperature sensor 401 is installed on the axle 9, and the oil seal sensor 402 is installed between the axle 9 and the wheel hub 10. When the axle temperature sensor 401 or the oil seal sensor 402 detects that the temperature exceeds 100 degrees Celsius, the system high temperature alarm is triggered.

[0119] The technical solution provided by the present invention is that during installation, the tire pressure sensor 303, tire temperature sensor 302, brake wear sensor 102, drum temperature sensor 201, axle temperature sensor 401, oil seal sensor 402, etc. are first written into the module according to the predetermined design parameters, and are installed at each designated position according to the position set in the design drawings according to different vehicle structures. After installation, the extension samples and processes the signals and sends them to the central control processor 5 via wireless (RF) or serial port. The central control processor 5 receives the signals of each extension and performs identification processing, and then sends the signals to the receiving host display screen 6 in the cab via wired mode, and presents them to the driver or maintenance personnel and the third-party big data platform 11. When the data is collected, the data monitored by the sensors installed on the monitored parts of the vehicle are first transmitted to the central control processor 5. The central control processor 5 receives the data from the extension and processes it, including data cleaning, data conversion and data analysis, so as to extract useful information. Then the data signal of the central control processor 5 is transmitted to the display screen 6 by wireless means. When an abnormal signal is displayed on the display end and an alarm is sounded, the system will prompt the driver or maintenance personnel so as to carry out timely maintenance and eliminate hidden dangers. This not only makes the monitoring mode more direct, faster, and the signal is stable and more accurately presented to the driver, but also allows the driver to quickly locate, orient and predict, and obtain all-round protection of vehicle driving safety.

[0120] An embodiment of the present invention further provides an integrated safety parameter monitoring method, which is applied to any of the above vehicle integrated safety parameter monitoring systems, comprising:

[0121] When the brake wear monitoring unit 1 detects that the wear thickness of the brake pad 7 is greater than 70%, a yellow warning of the system is triggered; when the brake wear monitoring unit 1 detects that the wear thickness of the brake pad 7 is greater than 95%, a red warning of the system is triggered;

[0122] When the brake temperature monitoring unit 2 detects that the temperature of the brake hub 8 is higher than 200 degrees Celsius, the system high temperature warning is triggered and the brake hub 8 is sprayed with water to cool down;

[0123] When the tire pressure monitoring unit 3 detects that the tire pressure is lower than 75% of the rated pressure, the system low pressure alarm is triggered. When the tire pressure monitoring unit 3 detects that the tire pressure is higher than 130% of the rated pressure, the system high pressure alarm is triggered. When the tire pressure monitoring unit 3 detects that the temperature of the tire is higher than 90 degrees Celsius, the system high temperature alarm is triggered and the tire is sprayed with water to cool down.

[0124] When the axle temperature monitoring unit 4 detects that the temperature of the wheel hub 10 exceeds 100 degrees Celsius, a high temperature alarm of the system is triggered;

[0125] For brake wear monitoring, setting warning levels for different wear thicknesses can promptly remind the driver to perform maintenance to avoid brake failure due to excessive wear of the brake pads. In brake temperature monitoring, a high temperature warning is triggered when the temperature is higher than 200 degrees Celsius and water spraying and cooling measures are taken to effectively prevent brake overheating and cause failures and ensure braking performance. Tire pressure monitoring can promptly alarm when the tire pressure is lower than or higher than a certain percentage of the rated air pressure, and trigger an alarm and water spraying to cool down when the tire temperature is too high, ensuring that the tire is in normal working condition and reducing the occurrence of dangerous situations such as tire blowouts. Axle temperature monitoring triggers a high temperature alarm when the wheel hub temperature exceeds 100 degrees Celsius, which helps to detect axle temperature abnormalities in advance and prevent failures. This set of monitoring methods realizes comprehensive and accurate monitoring and timely warning of key safety parameters of the vehicle, improving the safety and stability of vehicle driving.

[0126] An embodiment of the present invention further provides an intelligent networked vehicle terminal, comprising a controller area network, a central processing controller, a memory, and any one of the above vehicle integrated safety parameter monitoring systems.

[0127] Equipped with a controller area network, it can achieve efficient communication and data transmission between various systems within the vehicle, ensuring timely sharing and interaction of information. The central processing controller can quickly process and analyze a large amount of data from the vehicle's integrated safety parameter monitoring system, etc., and make accurate decisions and control instructions. The memory can store a large amount of data generated by the monitoring system, which is convenient for subsequent query, analysis and diagnosis. The addition of the vehicle's integrated safety parameter monitoring system can monitor the vehicle's key safety parameters in real time and accurately, detect potential safety hazards in a timely manner, and provide early warnings and processing. Overall, it improves the safety, reliability and intelligence level of smart connected vehicles, providing drivers with a safer and more comfortable driving experience.

[0128] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. Vehicle integrated safety parameter monitoring system, characterized in that: It comprises a brake wear monitoring unit (1), a brake temperature monitoring unit (2), a tire pressure monitoring unit (3), an axle temperature monitoring unit (4), a central control processor (5) and a display screen (6); The brake wear monitoring unit (1) is used to monitor the wear thickness of the brake pad (7); The brake temperature monitoring unit (2) is used to monitor the temperature of the brake hub (8); The tire pressure monitoring unit (3) is used to monitor the tire temperature and air pressure of the tire; The axle temperature monitoring unit (4) is used to monitor the temperature of the wheel hubs (10) installed at both ends of the axle (9); The brake wear monitoring unit (1), the brake temperature monitoring unit (2), the tire pressure monitoring unit (3), the axle temperature monitoring unit (4), and the third-party big data platform (11) are all connected in communication with the central control processor (5), and the output end of the central control processor (5) is connected in communication with the display screen (6); The central control processor (5) is used to obtain the wear thickness of the brake pad (7), the temperature of the brake hub (8), the temperature and tire pressure of the tire, and the temperature of the wheel hub (10) and upload them to a third-party big data platform (11).

2. The vehicle integrated safety parameter monitoring system according to claim 1, characterized in that: The brake wear monitoring unit (1) comprises a mileage counting module (101) and a brake wear sensor (102); The mileage counting module (101) is arranged on one side of the axle (9) and is used to obtain mileage data and transmit it to the central control processor (5); The brake wear sensor (102) is arranged on the inner side of the brake hub (8) and is used to obtain the wear thickness of the brake pad (7) and transmit it to the central control processor (5).

3. The vehicle integrated safety parameter monitoring system according to claim 1, characterized in that: The brake wear sensor (102) comprises a monitoring acquisition subunit (1021), a contour extraction subunit (1022), a centrifugal distance calculation subunit (1023), a centrifugal trend analysis subunit (1024), a contour difference comparison subunit (1025), an angle range determination subunit (1026), a contour matching and correction subunit (1027), and a wear thickness calculation subunit (1028) which are connected in sequence; The monitoring acquisition subunit (1021) is used to acquire the side monitoring video of the brake pad (7); The contour extraction subunit (1022) is used to extract the side contour line of the brake pad (7) in each video frame of the side monitoring video; The eccentric distance calculation subunit (1023) is used to determine the local curvature of each pixel point of each lateral contour line in the corresponding lateral contour line based on the curve formula of each lateral contour line, and determine the distance between each pixel point in each lateral contour line and the physical center of the area enclosed by the corresponding lateral contour line, and use the product of the local curvature of each pixel point of each lateral contour line in the corresponding lateral contour line and the distance between the corresponding pixel point and the physical center of the area enclosed by the corresponding lateral contour line as the eccentric distance of each pixel point in each lateral contour line; The centrifugal trend analysis subunit (1024) is used to fit the centrifugal change trend curve of each lateral contour line based on the centrifugal distance of all pixel points in each lateral contour line and the preset contour experience direction; The contour difference comparison subunit (1025) is used to determine the next adjacent difference contour line of the side contour line in each video frame except the last video frame in the side monitoring video based on the centrifugal change trend curve of the side contour line in each group of adjacent video frames in the side monitoring video; The angle range determination subunit (1026) is used to determine the contour distortion direction and the centripetal angle range of the next adjacent difference contour line of each side contour line based on the next adjacent difference contour lines of all video frames in the side monitoring video; The contour matching and correction subunit (1027) is used to match and correct the distortion of all side contours based on the contour distortion direction and the centripetal angle range of all next-neighbor difference contours, so as to obtain a standard side contour of the brake pad (7); The wear thickness calculation subunit (1028) is used to calculate the current thickness of the brake pad (7) based on the standard side contour line of the brake pad (7), and to take the difference between the initial thickness and the current thickness of the brake pad (7) as the wear thickness of the brake pad (7).

4. The vehicle integrated safety parameter monitoring system according to claim 3, characterized in that: The contour difference comparison subunit (1025) includes a longitudinal difference change trend analysis terminal (10251) and a difference contour line recognition terminal (10252) connected in sequence; The longitudinal difference change trend analysis terminal (10251) is used to determine the longitudinal coordinate difference of all groups of curve point combinations with the same horizontal coordinate in the centrifugal change trend curve of the side contour line in each group of adjacent video frames in the side monitoring video, and perform curve fitting on the longitudinal coordinate difference of all groups of curve point combinations with the same horizontal coordinate in each group of adjacent video frames to obtain the longitudinal difference change trend curve of each group of adjacent video frames; The difference contour line identification terminal (10252) is used to identify all sudden horizontal coordinate ranges of each group of adjacent video frames based on the longitudinal difference change trend curve of each group of adjacent video frames, and based on all sudden horizontal coordinate ranges of each group of adjacent video frames, determine the next adjacent difference contour line of the lateral contour line in the frontmost video frame in each group of adjacent video frames.

5. The vehicle integrated safety parameter monitoring system according to claim 2, characterized in that: The brake wear sensor (102) further comprises a limit conduction block (103) which is integrally formed with the brake pad (7) and installed at 2 / 3 of the thickness of the brake pad (7). The brake hub (8) and the limit conduction block (103) are both communicatively connected to the central control processor (5). When the limit conduction block (103) is exposed, an alarm is triggered.

6. The vehicle integrated safety parameter monitoring system according to claim 1, characterized in that: The brake temperature monitoring unit (2) comprises a drum temperature sensor (201), an audible and visual alarm module (202) and a water spraying module (203). The drum temperature sensor (201), the audible and visual alarm module (202) and the water spraying module (203) are all connected to the central control processor (5) for communication. The drum temperature sensor (201) is installed inside the brake hub (8). When the drum temperature sensor (201) detects that the temperature is higher than 200 degrees Celsius, the audible and visual alarm module (202) is triggered and the brake hub (8) is sprayed with water to cool it down through the water spraying module (203).

7. The vehicle integrated safety parameter monitoring system according to claim 1, characterized in that: The tire pressure monitoring unit (3) comprises an interface spirally connected to the air nozzle of the tire, a built-in micro battery (301), a tire temperature sensor (302), a tire pressure sensor (303) and a circuit board (304); The tire temperature sensor (302) is installed inside the tire. When the tire temperature sensor (302) detects that the temperature is higher than 90 degrees Celsius, a high temperature alarm is triggered and the tire is sprayed with water to cool it down through the water spray module (203); The tire pressure sensor (303) is installed inside the tire. When the tire pressure sensor (303) detects that the tire pressure is lower than 75% of the rated pressure, a low pressure alarm is triggered. When the tire pressure sensor (303) detects that the tire pressure is higher than 130% of the rated pressure, an overpressure alarm is triggered. A radio frequency chip is provided on the circuit board (304), and the radio frequency chip is connected to the central control processor (5) by wireless communication.

8. The vehicle integrated safety parameter monitoring system according to claim 1, characterized in that: The axle temperature monitoring unit (4) comprises an axle temperature sensor (401) and an oil seal sensor (402). The axle temperature sensor (401) and the oil seal sensor (402) are both wirelessly connected to the central control processor (5). The axle temperature sensor (401) is installed on the axle (9), and the oil seal sensor (402) is installed between the axle (9) and the wheel hub (10). When the axle temperature sensor (401) or the oil seal sensor (402) detects a temperature exceeding 100 degrees Celsius, a system high temperature alarm is triggered.

9. An integrated safety parameter monitoring method, characterized in that: The vehicle integrated safety parameter monitoring system as claimed in any one of claims 1 to 8 comprises: When the brake wear monitoring unit (1) detects that the wear thickness of the brake pad (7) is greater than 70%, a yellow warning of the system is triggered; when the brake wear monitoring unit (1) detects that the wear thickness of the brake pad (7) is greater than 95%, a red warning of the system is triggered; When the brake temperature monitoring unit (2) detects that the temperature of the brake hub (8) is higher than 200 degrees Celsius, a system high temperature warning is triggered and water is sprayed on the brake hub (8) to cool it down; When the tire pressure monitoring unit (3) detects that the tire pressure is lower than 75% of the rated pressure, a system low pressure alarm is triggered; when the tire pressure monitoring unit (3) detects that the tire pressure is higher than 130% of the rated pressure, a system high pressure alarm is triggered; when the tire pressure monitoring unit (3) detects that the temperature of the tire is higher than 90 degrees Celsius, a system high temperature alarm is triggered and the tire is sprayed with water to cool down; When the axle temperature monitoring unit (4) detects that the temperature of the wheel hub (10) exceeds 100 degrees Celsius, a system high temperature alarm is triggered.

10. Intelligent networked vehicle terminal, characterized in that: The vehicle integrated safety parameter monitoring system comprises a controller area network, a central processing controller, a memory and any one of claims 1 to 8.

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