Vehicle integrated safety parameter monitoring system and method and intelligent networked automobile terminal

Abstract

The application 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 comprising a brake wear monitoring unit, a brake temperature monitoring unit, a tire pressure monitoring unit, an axle temperature monitoring unit, a central processing unit and a display screen, the brake wear monitoring unit is used for monitoring the wear thickness of brake pads, 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 wheel hub. The central processing unit is used for acquiring all the monitoring data and uploading the data to a third-party big data platform. The application can realize real-time monitoring, early warning and diagnosis of various safety parameters of a vehicle, has the functions of intelligent reminding monitoring and real-time uploading to a third-party big data platform for management and monitoring, and can maximally reduce and eliminate safety hazards in vehicle driving and provide safety guarantee measures in multiple directions.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent safety monitoring, in particular to a vehicle integrated safety parameter monitoring system and method and an intelligent networked vehicle terminal. BACKGROUND

[0002] The safety monitoring of existing vehicles mainly installs a tire pressure sensor in the tire of the vehicle, and judges whether the pressure of each tire is within a normal range through the signal sent by the tire pressure sensor. Since the tire pressure monitoring condition is only provided during use, the driver needs to rely on experience to judge other conditions, which leads to the problem that the driver cannot timely monitor the temperature of the brake hub and the wheel hub. During the long-time use of the vehicle, it is impossible to provide safety guarantee measures in all directions.

[0003] Therefore, the present application provides a vehicle integrated safety parameter monitoring system and method and an intelligent networked vehicle terminal. SUMMARY

[0004] The present application provides a vehicle integrated safety parameter monitoring system and method and an intelligent networked vehicle terminal, which solves the problem that the safety monitoring of existing vehicles only provides tire pressure monitoring conditions, and the driver needs to rely on experience to judge other conditions, which leads to the problem that the driver cannot timely monitor the temperature of the brake hub and the wheel hub. During the long-time use of the vehicle, it is impossible to provide safety guarantee measures in all directions.

[0005] The present application provides a vehicle integrated safety parameter monitoring system, which comprises a brake wear monitoring unit, a brake temperature monitoring unit, a tire pressure monitoring unit, an axle temperature monitoring unit, a central processor and a display screen.

[0006] The brake wear monitoring unit is used to monitor the wear thickness of the brake pad.

[0007] The brake temperature monitoring unit is used to monitor the temperature of the brake hub.

[0008] The tire pressure monitoring unit is used to monitor the temperature and air pressure of the tire.

[0009] The axle temperature monitoring unit is used to monitor the temperature of the wheel hub installed at both ends of the axle.

[0010] The brake wear monitoring unit, the brake temperature monitoring unit, the tire pressure monitoring unit and the axle temperature monitoring unit, and the third-party big data platform are in communication connection with the central processor, and the output end of the central processor is in communication connection with the display screen.

[0011] The central processor is used to acquire the wear thickness of the brake pad, the temperature of the brake hub, the temperature and tire pressure of the tire, and the temperature of the wheel hub, and upload them to the third-party big data platform.

[0012] Preferably, the brake wear monitoring unit comprises a driving mileage counting module and a brake wear sensor;

[0013] The driving mileage counting module is arranged at one side of the axle and is configured to acquire driving mileage data and transmit the driving mileage data to the central control processor;

[0014] The brake wear sensor is arranged at the inner side of the brake hub and is configured to acquire the wear thickness of the brake pad and transmit the wear thickness to the central control processor.

[0015] Preferably, the brake wear sensor comprises, in sequence, a monitoring acquisition subunit, a profile extraction subunit, a centrifugal distance calculation subunit, a centrifugal trend analysis subunit, a profile difference comparison subunit, an angle range determination subunit, a profile matching and correction subunit, and a wear thickness calculation subunit;

[0016] The monitoring acquisition subunit is configured to acquire side monitoring videos of the brake pad;

[0017] The profile extraction subunit is configured to extract a side profile line of the brake pad in each video frame of the side monitoring videos;

[0018] The centrifugal distance calculation subunit is configured to determine, based on a curve formula of each side profile line, a local arc of each pixel point in the corresponding side profile line of each side profile line, determine a distance between each pixel point in each side profile line and a physical center of a region surrounded by the corresponding side profile line, and take a product of the local arc of each pixel point in each side profile line and the distance between the corresponding pixel point and the physical center of the region surrounded by the corresponding side profile line as a centrifugal distance of each pixel point in each side profile line;

[0019] The centrifugal trend analysis subunit is configured to fit a centrifugal change trend curve of each side profile line based on the centrifugal distances of all pixel points in each side profile line and a preset profile experiencing direction;

[0020] The profile difference comparison subunit is configured to determine a next-neighbor difference profile line of the side profile line in each video frame except for a last video frame in the side monitoring videos based on the centrifugal change trend curves of the side profile lines in each group of adjacent video frames in the side monitoring videos;

[0021] The angle range determination subunit is configured to determine a profile distortion direction and a centripetal angle range of the next-neighbor difference profile line of each side profile line based on the next-neighbor difference profile lines of all video frames in the side monitoring videos;

[0022] The profile matching and correction subunit is configured to match and correct all side profile lines based on the profile distortion direction and the centripetal angle range of all next-neighbor difference profile lines to obtain a standard side profile line of the brake pad;

[0023] The wear thickness calculation subunit is configured to calculate the current thickness of the brake pad based on the standard lateral profile line of the brake pad, and take the difference between the initial thickness and the current thickness of the brake pad as the wear thickness of the brake pad.

[0024] Preferably, the profile difference comparison subunit comprises a longitudinal difference change trend analysis end and a difference profile line identification end connected in sequence.

[0025] The longitudinal difference change trend analysis end is configured to determine the longitudinal coordinate difference values of all the curve point combinations with the same horizontal coordinate in each set of adjacent video frames in the lateral monitoring video, and perform curve fitting on the longitudinal coordinate difference values of all the curve point combinations with the same horizontal coordinate in each set of adjacent video frames to obtain the longitudinal difference change trend curve of each set of adjacent video frames.

[0026] The difference profile line identification end is configured to identify all the mutation horizontal coordinate ranges in each set of adjacent video frames based on the longitudinal difference change trend curve of each set of adjacent video frames, and determine the next-neighbor difference profile line of the lateral profile line in the first video frame in each set of adjacent video frames based on all the mutation horizontal coordinate ranges in each set of adjacent video frames.

[0027] Preferably, the brake wear sensor further comprises a limiting conductive block integrally formed with the brake pad and installed at 2 / 3 of the thickness of the brake pad, the brake hub and the limiting conductive block are both in communication connection with the central control processor, and the limiting conductive block is exposed to trigger an alarm.

[0028] Preferably, the brake temperature monitoring unit comprises a drum temperature sensor, an audible and light alarm module, and a water spraying module, the drum temperature sensor, the audible and light alarm module, and the water spraying module are all in communication connection with the central control processor, the drum temperature sensor is installed inside the brake hub, and when the drum temperature sensor detects that the temperature is higher than 200 degrees Celsius, the audible and light alarm module is triggered and the brake hub is cooled by the water spraying module.

[0029] Preferably, the tire pressure monitoring unit comprises an interface in screw connection with the air valve of the tire, a built-in micro battery, a tire temperature sensor, a tire pressure sensor, and a circuit board.

[0030] The tire temperature sensor is installed inside the tire, and 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 cooled by the water spraying module.

[0031] The tire pressure sensor is installed inside the tire, and when the tire pressure sensor detects that the tire pressure is lower than 75% of the rated air pressure, a low-pressure alarm is triggered, and when the tire pressure sensor detects that the tire pressure is higher than 130% of the rated air pressure, an overpressure alarm is triggered.

[0032] The circuit board is provided with a radio frequency chip, and the radio frequency chip is in wireless communication connection with the central control processor.

[0033] Preferably, the axle temperature monitoring unit comprises an axle temperature sensor and an oil seal sensor, both of which are in wireless communication connection with the central processor, the axle temperature sensor is installed on the axle, and the oil seal sensor is installed between the axle and the hub, and 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.

[0034] The application provides an integrated safety parameter monitoring method, which is applied to any one of the vehicle integrated safety parameter monitoring systems and comprises the following steps:

[0035] 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, and 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.

[0036] 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 cooled by spraying water.

[0037] When the tire pressure monitoring unit detects that the tire pressure is lower than 75% of the rated air 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 air pressure, the system high-pressure alarm is triggered, and 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 cooled by spraying water.

[0038] When the axle temperature monitoring unit detects that the temperature of the hub exceeds 100 degrees Celsius, the system high-temperature alarm is triggered.

[0039] The application provides an intelligent networked vehicle terminal, which comprises a controller area network, a central processing controller, a memory and any one of the vehicle integrated safety parameter monitoring systems.

[0040] The application has the beneficial effects that the above-mentioned scheme can monitor, warn and diagnose various safety parameters such as the tire pressure and temperature, the braking system and the axle temperature of the vehicle in real time, further intelligently improves the driving safety of the vehicle, has the functions of intelligently reminding the driver and uploading to a third-party big data platform in real time for management and monitoring, maximally reduces and eliminates the safety hazards in the driving of the vehicle, and provides safety guarantee measures in multiple directions. The application plays a very good auxiliary role in the driving safety of the vehicle, solves the troubles of the driver, the owner of the vehicle and social safety, and is a deeper and further leap and improvement of the intelligent vehicle.

[0041] Additional features and advantages of the application will be set forth in the description that follows, and in part will be apparent from the description, or can be learned by practice of the application. The objectives and other advantages of the application will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.

[0042] The technical solutions of the present application are described in further detail below with the help of the accompanying drawings and examples. BRIEF DESCRIPTION OF DRAWINGS

[0043] The accompanying drawings are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application. In the drawings:

[0044] Figure 1 A schematic diagram of the functional units contained in the vehicle integrated safety parameter monitoring system in the embodiment of the present application;

[0045] Figure 2 A schematic diagram of more detailed functional units contained in the vehicle integrated safety parameter monitoring system in the embodiment of the present application;

[0046] Figure 3 A schematic diagram of the three-dimensional structure of the brake hub in the embodiment of the present application;

[0047] Figure 4 A schematic diagram of the cross-sectional structure of the brake hub and brake pad in the embodiment of the present application;

[0048] Figure 5 A schematic diagram of the functional sub-units contained in the brake wear sensor in the embodiment of the present application;

[0049] Figure 6 A schematic diagram of the functional ends contained in the profile difference comparison sub-unit in the embodiment of the present application;

[0050] Figure 7 A schematic diagram of the electrical connection structure of the limit guide block in the embodiment of the present application.

[0051] Reference signs

[0052] 1, brake wear monitoring unit; 2, brake temperature monitoring unit; 3, tire pressure monitoring unit; 4, axle temperature monitoring unit; 5, central processing unit; 6, display screen; 7, brake pad; 8, brake hub; 9, axle; 10, wheel hub; 11, third-party big data platform; 101, driving mileage counting module; 102, brake wear sensor; 103, limit conduction block; 1021, monitoring acquisition subunit; 1022, profile extraction subunit; 1023, centrifugal distance calculation subunit; 1024, centrifugal trend analysis subunit; 1025, profile difference comparison subunit; 1026, angle range determination subunit; 1027, profile matching and correction subunit; 1028, wear thickness calculation subunit; 10251, longitudinal difference change trend analysis end; 10252, difference profile line identification end; 201, drum temperature sensor; 202, audible and visual alarm module; 203, water spraying module; 301, micro battery; 302, tire temperature sensor; 303, tire pressure sensor; 304, circuit board; 401, axle temperature sensor; 402, oil seal sensor.

[0053] As shown in the figure, in order to clearly realize the structure of the embodiment of the present application, specific structures and devices are marked in the figure, but this is only for the need of illustration, and is not intended to limit the present application in this specific structure, device and environment, and those skilled in the art can adjust or modify these devices and environment according to specific needs, and the adjustment or modification still includes in the scope of the appended claims. DETAILED DESCRIPTION

[0054] The preferred embodiments of the present application are described below in conjunction with the accompanying drawings, it should be understood that the preferred embodiments described herein are only for illustration and explanation of the present application, and are not intended to limit the present application.

[0055] As Figure 1 shown, the embodiment of the present application provides a vehicle integrated safety parameter monitoring system, which 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 processing unit 5 and a display screen 6.

[0056] The brake wear monitoring unit 1 is used to monitor the wear thickness of the brake pad 7.

[0057] The brake temperature monitoring unit 2 is used to monitor the temperature of the brake hub 8.

[0058] The tire pressure monitoring unit 3 is used to monitor the tire temperature and air pressure of the tire.

[0059] 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.

[0060] 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 in communication connection with the central control processor 5, and the output end of the central control processor 5 is in communication connection with the display screen 6;

[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 all have extension controllers inside, so that the entire data of the vehicle axle 9 and the tire are dynamically monitored, the first-time data are acquired in real time and timely and effective early warning is prompted to the data, the driving safety of vehicle travel is greatly improved, and the frequency of traffic accidents is effectively reduced.

[0062] The central control processor 5 is used for acquiring 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 uploading to the third-party big data platform 11.

[0063] In this way, the central control processor 5 uploads the real-time thickness 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 to the third-party big data platform 11, so as to facilitate data monitoring and management.

[0064] As shown in Figure 2 The brake wear monitoring unit 1 includes a driving mileage counting module 101 and a brake wear sensor 102.

[0065] The driving mileage counting module 101 is arranged on one side of the vehicle axle 9 and is used for acquiring driving mileage data and transmitting the driving mileage data to the central control processor 5.

[0066] The brake wear sensor 102 is arranged on the inner side of the brake hub 8 and is used for acquiring the wear thickness of the brake pad 7 and transmitting the wear thickness to the central control processor 5.

[0067] The driving mileage counting module is arranged on one side of the vehicle axle and can accurately acquire driving mileage data, providing an important reference basis for evaluating brake wear. The brake wear sensor is arranged on the inner side of the brake hub and can directly acquire the wear thickness of the brake pad, so that the data acquisition is more accurate. The driving mileage data and the wear thickness of the brake pad are acquired respectively, providing comprehensive information for the central control processor to perform comprehensive analysis. It is helpful to timely discover excessive wear of the brake pad, to perform maintenance and replacement in advance, and to ensure driving safety. The monitoring accuracy and reliability of the brake system are improved, and the potential risks caused by brake failure are reduced.

[0068] As shown in Figure 5As shown, the brake wear sensor 102 comprises, in sequence, a monitoring acquisition subunit 1021, a profile extraction subunit 1022, a centrifugal distance calculation subunit 1023, a centrifugal trend analysis subunit 1024, a profile difference comparison subunit 1025, an angle range determination subunit 1026, a profile matching and correction subunit 1027, and a wear thickness calculation subunit 1028.

[0069] The monitoring acquisition subunit 1021 is configured to acquire side monitoring videos of the brake pad 7.

[0070] The profile extraction subunit 1022 is configured to extract a side profile line of the brake pad 7 in each video frame of the side monitoring videos.

[0071] The centrifugal distance calculation subunit 1023 is configured to determine, based on a curve formula of each side profile line, a local arc of each pixel point in the corresponding side profile line of each side profile line, and determine a distance between each pixel point in the corresponding side profile line and a physical center of a region surrounded by the corresponding side profile line, and take a product of the local arc of each pixel point in each side profile line and the distance between the corresponding pixel point and the physical center of the region surrounded by the corresponding side profile line as a centrifugal distance of each pixel point in each side profile line.

[0072] The centrifugal trend analysis subunit 1024 is configured to fit a centrifugal change trend curve of each side profile line based on the centrifugal distances of all pixel points in each side profile line and a preset profile experiencing direction.

[0073] The profile difference comparison subunit 1025 is configured to determine a next-neighbor difference profile line of the side profile line in each video frame except the last video frame in the side monitoring videos based on the centrifugal change trend curves of the side profile lines in each group of adjacent video frames in the side monitoring videos.

[0074] The angle range determination subunit 1026 is configured to determine a profile distortion direction and a centripetal angle range of the next-neighbor difference profile line of each side profile line based on the next-neighbor difference profile lines of all video frames in the side monitoring videos.

[0075] The profile matching and correction subunit 1027 is configured to match and correct distortion of all side profile lines based on the profile distortion direction and the centripetal angle range of all next-neighbor difference profile lines, to obtain a standard side profile line of the brake pad 7.

[0076] The wear thickness calculation subunit 1028 is configured to calculate a current thickness of the brake pad 7 based on the standard side profile line of the brake pad 7, and take a difference between an initial thickness and the current thickness of the brake pad 7 as a wear thickness of the brake pad 7.

[0077] The side monitoring video is a video recording specially capturing the side condition of the brake pad. For example, it is a continuous picture reflecting the real-time state of the side of the brake pad obtained by a camera installed at a specific position.

[0078] The side profile line is a line depicting the shape of the side of the brake pad in each frame of the side monitoring video. For example, the curve outlining the shape of the side of the brake pad in a frame is the side profile line.

[0079] The curve formula of the side profile line is a mathematical expression describing the shape of the side profile line. For example, if the side profile line is approximately a parabola, its curve formula may be similar to y = ax^2 + bx + c.

[0080] The local curvature of each pixel point in the corresponding side profile line refers to the degree of bending of the curve near the pixel point at the position of the pixel point on the side profile line. For example, if the curve is very curved at a certain pixel point, the local curvature at this point is large.

[0081] Based on the curve formula of each side profile line, the local curvature of each pixel point in the corresponding side profile line is determined by calculating the degree of bending of the pixel point at its position on the profile line using the curve formula describing the side profile line. For example, given the curve formula, the bending degree value at a specific pixel point can be calculated.

[0082] The preset profile change direction is a direction in which the profile is set to change. For example, it is preset to change from left to right or from top to bottom, etc.

[0083] Based on the eccentric distance of all pixel points in each side profile line and the preset profile change direction, the eccentric change trend curve of each side profile line is fitted by constructing a curve reflecting the eccentric change law of the side profile line through mathematical methods according to the calculated eccentric distance of each pixel point and the preset profile change direction. For example, a curve showing whether the eccentric change is gradually increasing or decreasing is drawn based on these data.

[0084] The eccentric change trend curve is a curve showing the change trend of the eccentric change of the side profile line with respect to some factors (such as time, position, etc.). For example, it can show that the eccentric change first increases and then decreases over a period of time.

[0085] The next-neighbor difference profile line of the lateral profile line is a profile line that, in each group of adjacent video frames except the last video frame in the lateral monitoring video, has a difference between the lateral profile line in the adjacent next video frame and the current video frame, which is identified based on the longitudinal difference change trend curve. For example, in the adjacent two frames, the part that is obviously different between the profile line of the previous frame and the profile line of the current frame is the next-neighbor difference profile line of the current frame.

[0086] Based on the next-neighbor difference profile lines of all video frames in the lateral monitoring video, the profile line distortion direction and the centripetal angle range of each next-neighbor difference profile line of the lateral profile line are determined. The profile line distortion direction is found by analyzing all next-neighbor difference profile lines, and the centripetal angle range is the angle formed between the two endpoints of each next-neighbor difference profile line and the connecting line formed by the physical center of the lateral profile line. For example, if the deformation region of the profile line moves clockwise, the distortion direction is clockwise, and the centripetal angle range can be 60 degrees.

[0087] Based on the profile line distortion direction and the centripetal angle range of all next-neighbor difference profile lines, the matching and distortion correction of all lateral profile lines are performed to obtain the standard lateral profile line of the brake pad 7. The standard lateral profile line is obtained by adjusting and correcting the original lateral profile line according to the determined profile line distortion direction and centripetal angle range, so that it conforms to the standard shape. For example, by correction, the excessively curved part becomes smooth, thereby obtaining the standard profile line. This can be realized by combining a neural network model:

[0088] A large number of lateral profile line sample data containing different distortion degrees and centripetal angle ranges are prepared, and the corresponding standard lateral profile lines are labeled as training data for the neural network. A suitable neural network model is constructed, and the input features include the profile line distortion direction, the centripetal angle range of the next-neighbor difference profile line, and the original lateral profile line data. During the training process, the neural network learns how to adjust and correct the lateral profile line according to the input information to approximate the labeled standard lateral profile line. When the model training is completed, the new lateral profile line data to be corrected, together with its distortion direction and centripetal angle range, are input into the model, and the model automatically outputs the matching and distortion corrected result, i.e. the standard lateral profile line of the brake pad 7.

[0089] The standard lateral profile line is a brake pad lateral profile line that conforms to certain specifications and standards after matching and distortion correction, and can be used to accurately calculate the wear thickness and other parameters of the brake pad. For example, the profile line that can accurately reflect the true shape and size of the brake pad after processing is the standard lateral profile line.

[0090] Calculating the current thickness of brake pad 7 based on its standard side profile means measuring and calculating the thickness of brake pad 7 in its current state by taking into account the processed and corrected standard side profile that accurately reflects the true shape of brake pad 7. For example, the thickness of the brake pad might be calculated based on certain characteristic parameters of the area enclosed by the standard side profile, combined with known geometric relationships and calculation formulas. This could be achieved by measuring the vertical distance between the highest and lowest points of the profile, or by calculating the specific dimensions of the three-dimensional shape represented by the profile.

[0091] The monitoring acquisition subunit acquires side-view monitoring video of the brake pads, providing raw data for subsequent analysis. The contour extraction subunit extracts the side contour lines from the video frames, laying the foundation for subsequent accurate calculations. The centrifugal distance calculation subunit determines the centrifugal distance of pixels through complex calculations, providing a more comprehensive description of contour features. The centrifugal trend analysis subunit fits the centrifugal change trend curve, helping to gain a deeper understanding of the contour's variation patterns. The contour difference comparison subunit determines the next-nearest difference contour lines, facilitating the analysis of subtle contour changes. The angle range determination subunit derives 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 a standard side contour line, improving data accuracy. The wear thickness calculation subunit calculates the wear thickness based on the standard side contour line, making the results more accurate and reliable. Overall, this multi-step accurate analysis and calculation method can accurately measure the wear thickness of brake pads, providing strong support for vehicle safety maintenance.

[0092] like Figure 6 As shown, the contour difference comparison subunit 1025 includes a longitudinal difference change trend analysis end 10251 and a difference contour line recognition end 10252 connected in sequence.

[0093] The longitudinal difference trend analysis terminal 10251 is used to determine the longitudinal difference of all groups of curve points with the same horizontal coordinate (which can be represented by time sequence or frame sequence number) in the centrifugal change trend curve of the lateral contour line in each group of adjacent video frames in the lateral monitoring video, and to perform curve fitting on the longitudinal difference of all groups of curve points with the same horizontal coordinate in each group of adjacent video frames to obtain the longitudinal difference trend curve of each group of adjacent video frames.

[0094] The difference contour line recognition end 10252 is used to identify all abrupt changes in the horizontal coordinate range 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 abrupt changes in the horizontal coordinate range of each group of adjacent video frames, to determine the next-nearest difference contour line of the lateral contour line in the foremost video frame of each group of adjacent video frames, including:

[0095] combining all mutation horizontal coordinate range combinations of all groups of adjacent video frames, obtaining a plurality of mutation horizontal coordinate range combination clusters, wherein each mutation horizontal coordinate range combination cluster contains any mutation horizontal coordinate range combination of all groups of adjacent video frames, that is, the total number of mutation horizontal coordinate range combinations contained in each mutation horizontal coordinate range combination cluster is equal to the number of groups of adjacent video frames;

[0096] performing cluster analysis on all mutation horizontal coordinate range combinations of all groups of adjacent video frames, obtaining a plurality of mutation horizontal coordinate range combination clusters, wherein each mutation horizontal coordinate range combination cluster contains any mutation horizontal coordinate range combination of all groups of adjacent video frames, that is, the total number of mutation horizontal coordinate range combinations contained in each mutation horizontal coordinate range combination cluster is equal to the number of groups of adjacent video frames;

[0097] calculating the phase difference degree of each mutation horizontal coordinate range combination cluster:

[0098]

[0099] wherein, Sim ccomar represents the phase difference degree of the currently calculated mutation horizontal coordinate range combination cluster, n is the total number of mutation horizontal coordinate range combinations contained in the currently calculated mutation horizontal coordinate range combination cluster, Δ FNO1i is the horizontal coordinate span of the first mutation horizontal coordinate range in the i-th mutation horizontal coordinate range combination in the currently calculated mutation horizontal coordinate range combination cluster, Δ FNO2i is the horizontal coordinate span of the last mutation horizontal coordinate range in the i-th mutation horizontal coordinate range combination in the currently calculated mutation horizontal coordinate range combination cluster, FNOLi is the first horizontal coordinate value in the i-th mutation horizontal coordinate range combination in the currently calculated mutation horizontal coordinate range combination cluster, and FNOEi is the last horizontal coordinate value in the i-th mutation horizontal coordinate range combination in the currently calculated mutation horizontal coordinate range combination cluster.

[0100] taking the minimum horizontal coordinate to the maximum horizontal coordinate in all mutation horizontal coordinate range combinations contained in the mutation horizontal coordinate range combination cluster with the minimum phase difference degree in all mutation horizontal coordinate range combination clusters as the corresponding profile line range in the side profile line in the first video frame in the corresponding group of adjacent video frames.

[0101] A curve point combination is a combination of curve points with the same horizontal coordinates in the eccentricity change trend curve of the side profile line in adjacent video frames. For example, there are two eccentricity change trend curves A and B, and points (1, 2) on A and (1, 3) on B are selected, and these two points form a curve point combination.

[0102] The vertical coordinate difference of a 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.

[0103] The longitudinal difference trend curve is used to show the trend of the difference in the ordinate of the curve points in each group of adjacent video frames as a function of a certain factor (such as the order of the frames, time, etc.). For example, in a group of adjacent video frames, the difference in the ordinate of the corresponding curve point combination in the first and second frames is 1, the difference between the second and third frames is 2, and the difference between the third and fourth frames is 3. Plotting these differences in the order of the frames yields the longitudinal difference trend curve.

[0104] Based on the vertical difference trend curve of each group of adjacent video frames, the range of all abrupt changes in the horizontal coordinate of each group of adjacent video frames is identified. The vertical difference trend curve is used to find the range of horizontal coordinates in each group of adjacent video frames where abrupt changes occur. For example, if the curve shows a sharp change in the horizontal coordinate between 5 and 8, then 5 to 8 is the range of abrupt changes in the horizontal coordinate.

[0105] The range of abrupt changes in the x-axis is the interval in which the x-axis changes abruptly. For example, in a curve, the direction and properties of the curve are significantly different from other parts when the x-axis is between 10 and 15; 10 to 15 is the range of abrupt changes in the x-axis.

[0106] In this context, the span of the first (last) mutation range in the i-th mutation range combination in the currently calculated mutation range combination is the difference between the ending and starting x-coordinates of the i-th mutation range combination. For example, if the first (last) mutation range in the 3rd mutation range combination is from 5 to 10, then the span is 10-5=5.

[0107] Here, the first (last) x-coordinate value in the i-th mutation x-coordinate range combination refers to the specific value of the x-coordinate of the starting (first) or ending (last) position in the n-th combination among a series of mutation x-coordinate range combinations arranged in a specific order. For example, if there are 5 mutation x-coordinate range combinations, and the second combination is from 8 to 9 and from 13 to 15, then the first x-coordinate value in this combination is 8, and the last x-coordinate value is 15.

[0108] The longitudinal difference trend analysis end can obtain the longitudinal difference trend curve by analyzing the centrifugal trend curve, which helps to understand the changing patterns of the contour lines of adjacent video frames more deeply. The difference contour line identification end, through complex combination, clustering, and calculation operations, accurately determines the range of abrupt changes in the horizontal coordinate and ultimately identifies the next-nearest difference contour line. Combining the ranges of abrupt changes in the horizontal coordinate comprehensively considers various possible correlations. Cluster analysis groups similar combinations together, facilitating the discovery of patterns and regularities. The formula for calculating the phase difference scientifically quantifies the degree of difference between the combination clusters. Selecting the combination cluster with the minimum phase difference to determine the next-nearest difference contour line improves the accuracy and reliability of the determination. Overall, this precise and systematic analysis method can more accurately identify the next-nearest difference contour line, providing crucial support for accurately calculating the wear thickness of brake pads, helping to improve the accuracy and reliability of brake wear monitoring, and ensuring vehicle driving safety.

[0109] like Figure 3 , 4 As shown in Figure 7, the brake wear sensor 102 also includes a limiting conductive block 103 integrally formed with the brake pad 7 and installed at 2 / 3 of the thickness of the brake pad 7. The thickness of the limiting conductive block 103 is 25% of the thickness of the brake pad 7. Both the brake drum 8 and the limiting conductive block 103 are connected to the central control processor 5. When the limiting conductive block 103 is exposed, the limiting conductive block 103 forms a ground connection with the inner wall of the brake drum 8, triggering an alarm.

[0110] This configuration utilizes the brake pads 7 to expand and press against the inner wall of the brake drum 8 during braking. The cross-section of the brake pads 7 is integrally formed with a limiting and conductive block 103. The limiting and conductive block 103 is connected to the central control processing system via a wiring with a position sensor, which can collect and obtain the wear amount of the brake pads 7. Thus, when the brake pads 7 wear down to the point that the limiting and conductive block 103 is exposed, the limiting and conductive block 103 forms a ground connection with the inner wall of the brake drum 8. At this time, the wear amount reaches the warning level, and the data is transmitted to the central control processor 5 through the position sensor to obtain and display the brake pad 7 thickness data in real time. This allows for timely monitoring of the wear status and service life of the brake pads 7, reminding the driver to replace and maintain them in a timely manner to ensure safety.

[0111] 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 spray module 203. The drum temperature sensor 201, the audible and visual alarm module 202, and the water spray module 203 are all connected to the central control processor 5. The drum temperature sensor 201 is installed inside the brake drum 8. When the drum temperature sensor 201 detects that the temperature is higher than 200 degrees Celsius, it triggers the audible and visual alarm module 202 and sprays water onto the brake drum 8 through the water spray module 203 to cool it down.

[0112] This configuration includes a temperature monitoring block inside the brake drum 8. The temperature monitoring block is connected to a drum temperature sensor 201 via a warning device and is also connected to the central control processor 5 to form a data monitoring system. Additionally, a water spray module 203 is installed on the vehicle frame to spray water to cool the brake drum 8 and prevent the risk of the tire catching fire due to high temperature.

[0113] like Figure 2 As shown, the tire pressure monitoring unit 3 includes an interface that is screwed to the tire valve, a built-in micro battery 301, a tire temperature sensor 302, a tire pressure sensor 303, and a circuit board 304.

[0114] The tire temperature sensor 302 is installed inside the tire. When the tire temperature sensor 302 detects a temperature higher than 90 degrees Celsius, it triggers a high temperature alarm and uses the water spray module 203 to spray water to cool the tire.

[0115] Tire pressure sensor 303 is installed inside the tire. When tire pressure sensor 303 detects that the tire pressure is lower than 75% of the rated pressure, it triggers a low-pressure alarm; when tire pressure sensor 303 detects that the tire pressure is higher than 130% of the rated pressure, it triggers an overpressure alarm. This ensures vehicle operating safety and allows for real-time monitoring of tire temperature and tire pressure data via central control processor 5 and display screen 6. This configuration also allows for better monitoring during vehicle operation. If axle 9 is not properly lubricated, it can easily lead to high temperatures in the wheel hub 10. In this case, a wireless temperature sensor is used. When the axle temperature exceeds 100 degrees Celsius, it triggers a high-temperature alarm. The wireless temperature sensor then sends the information back to the central control processor 5 in the driver's cab, reminding the driver to perform timely maintenance to prevent the wheel hub 10 from overheating and causing a tire fire.

[0116] The circuit board 304 is equipped with an RF chip, which is wirelessly connected to the central control processor 5.

[0117] 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 a temperature exceeding 100 degrees Celsius, it triggers a high temperature alarm in the system.

[0118] The technical solution provided by this invention involves first writing the tire pressure sensor 303, tire temperature sensor 302, brake wear sensor 102, drum temperature sensor 201, axle temperature sensor 401, and oil seal sensor 402 into the module according to the predetermined parameters. Based on the different vehicle structures and the locations specified in the design drawings, these sensors are installed at each designated location. After installation, the sensors sample and process the data, sending it wirelessly (RF) or via serial port to the central control processor 5. The central control processor 5 receives the signals from each sensor, performs identification processing, and then sends the signals via wired connection to the receiving host display screen 6 in the driver's cab, presenting them to the driver or maintenance personnel and a third-party big data platform 11. The data acquisition process first transmits the data detected by the sensors installed on the vehicle to the central control processor 5. The central control processor 5 receives the data from the sub-units and processes it, including data cleaning, data conversion, and data analysis, to extract useful information. Then, the data signal from the central control processor 5 is wirelessly transmitted to the display screen 6. When an abnormal signal is displayed and an alarm is triggered, the system will alert the driver or maintenance personnel for timely repairs and to eliminate potential hazards. This not only makes the monitoring mode more direct, faster, more stable, and more accurate for the driver, but also allows the driver to quickly locate, orient, and predict the vehicle, thus providing comprehensive protection for vehicle driving safety.

[0119] Embodiments of the present invention also provide an integrated safety parameter monitoring method, applicable to any of the above-mentioned vehicle integrated safety parameter monitoring systems, comprising:

[0120] When the brake wear monitoring unit 1 detects that the wear thickness of the brake pad 7 is greater than 70%, a yellow warning 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 is triggered.

[0121] When the brake temperature monitoring unit 2 detects that the temperature of the brake drum 8 is higher than 200 degrees Celsius, it triggers a high temperature warning and sprays water to cool the brake drum 8.

[0122] When the tire pressure monitoring unit 3 detects that the tire pressure is lower than 75% of the rated pressure, it triggers a low pressure alarm. When the tire pressure monitoring unit 3 detects that the tire pressure is higher than 130% of the rated pressure, it triggers a high pressure alarm. When the tire pressure monitoring unit 3 detects that the tire temperature is higher than 90 degrees Celsius, it triggers a high temperature alarm and sprays water on the tire to cool it down.

[0123] When the axle temperature monitoring unit 4 detects that the temperature of the wheel hub 10 exceeds 100 degrees Celsius, it triggers a high temperature alarm in the system.

[0124] For brake wear monitoring, setting different warning levels for different wear thicknesses can promptly remind drivers to perform maintenance, preventing brake failure due to excessive brake pad wear. In brake temperature monitoring, a high-temperature warning is triggered when temperatures exceed 200 degrees Celsius, and water cooling measures are implemented to effectively prevent brake overheating and malfunctions, ensuring braking performance. Tire pressure monitoring can promptly alert drivers when tire pressure is below or above the rated pressure by a certain percentage, and trigger alarms and water cooling when tire temperature is too high, ensuring tires are 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, helping to detect axle temperature anomalies early and prevent malfunctions. This monitoring method achieves comprehensive and accurate monitoring and timely warning of key vehicle safety parameters, improving vehicle driving safety and stability.

[0125] Embodiments of the present invention also provide an intelligent connected vehicle terminal, including a controller local area network, a central processing controller, a memory, and any one of the above-mentioned vehicle integrated safety parameter monitoring systems.

[0126] Equipped with a controller area network (LAN), it enables efficient communication and data transmission between various systems within the vehicle, ensuring timely information sharing and interaction. The central processing controller can rapidly process and analyze large amounts of data from the vehicle's integrated safety parameter monitoring system, making accurate decisions and control commands. The memory can store large amounts of data generated by the monitoring system, facilitating subsequent retrieval, analysis, and diagnostics. The addition of the vehicle's integrated safety parameter monitoring system enables real-time and accurate monitoring of key safety parameters, timely detection of potential safety hazards, and early warning and handling. Overall, it improves the safety, reliability, and intelligence level of intelligent connected vehicles, providing drivers with a safer and more comfortable driving experience.

[0127] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A vehicle integrated safety parameter monitoring system, characterized in that, It includes 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 pads (7); The brake temperature monitoring unit (2) is used to monitor the temperature of the brake drum (8); The tire pressure monitoring unit (3) is used to monitor the tire temperature and air pressure; 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), brake temperature monitoring unit (2), tire pressure monitoring unit (3), axle temperature monitoring unit (4), and third-party big data platform (11) are all connected to the central control processor (5), and the output of the central control processor (5) is connected to the display screen (6). The central control processor (5) is used to obtain the wear thickness of the brake pads (7), the temperature of the brake drum (8), the temperature and pressure of the tires, and the temperature of the wheel hub (10) and upload them to a third-party big data platform (11). The brake wear monitoring unit (1) includes a mileage counting module (101) and a brake wear sensor (102). The mileage counting module (101) is located on one side of the axle (9) and is used to acquire mileage data and transmit it to the central control processor (5). The brake wear sensor (102) is located inside the brake drum (8) and is used to obtain the wear thickness of the brake pads (7) and transmit it to the central control processor (5). The brake wear sensor (102) includes a monitoring and 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. 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 centrifugal distance calculation subunit (1023) is used to determine the local radian of each pixel in the corresponding side contour line based on the curve formula of each side contour line, and to determine the distance between each pixel in the corresponding side contour line and the physical center of the area enclosed by the corresponding side contour line. The product of the local radian of each pixel in the corresponding side contour line and the distance between the corresponding pixel and the physical center of the area enclosed by the corresponding side contour line is used as the centrifugal distance of each pixel in the corresponding side contour line. The centrifugal trend analysis subunit (1024) is used to fit the centrifugal change trend curve of each side contour line based on the centrifugal distance of all pixels in each side contour line and the preset contour traversal direction; The contour difference comparison subunit (1025) is used to determine the next-neighbor 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. Angle range determination subunit (1026) is used to determine the distortion direction of the contour line and the centripetal angle range of the second neighbor difference contour line of each side contour line based on the second neighbor 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 distortion direction of the contour and the centripetal angle range of all next-neighboring different contours to obtain the 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 profile of the brake pad (7), and the difference between the initial thickness and the current thickness of the brake pad (7) is taken as the wear thickness of the brake pad (7). The contour difference comparison subunit (1025) includes a longitudinal difference change trend analysis end (10251) and a difference contour line recognition end (10252) connected in sequence. The longitudinal difference trend analysis terminal (10251) is used to determine the longitudinal difference of all groups of curve points with the same horizontal coordinate in the centrifugal trend curve of the lateral contour line in each group of adjacent video frames in the lateral monitoring video, and to perform curve fitting on the longitudinal difference of all groups of curve points with the same horizontal coordinate in each group of adjacent video frames to obtain the longitudinal difference trend curve of each group of adjacent video frames. The difference contour line recognition end (10252) is used to identify all abrupt changes in the horizontal coordinate range of each group of adjacent video frames based on the longitudinal difference change trend curve of each group of adjacent video frames, and to determine the next neighbor difference contour line of the lateral contour line in the foremost video frame of each group of adjacent video frames based on all abrupt changes in the horizontal coordinate range of each group of adjacent video frames.

2. The vehicle integrated safety parameter monitoring system according to claim 1, characterized in that, The brake wear sensor (102) also includes a limit conductor block (103) integrally formed with the brake pad (7) and installed at 2 / 3 of the thickness of the brake pad (7). Both the brake drum (8) and the limit conductor block (103) are connected to the central control processor (5). When the limit conductor block (103) is exposed, an alarm is triggered.

3. The vehicle integrated safety parameter monitoring system according to claim 1, characterized in that, The brake temperature monitoring unit (2) includes a drum temperature sensor (201), an audible and visual alarm module (202), and a water spray module (203). The drum temperature sensor (201), the audible and visual alarm module (202), and the water spray module (203) are all connected to the central control processor (5). The drum temperature sensor (201) is installed inside the brake drum (8). When the drum temperature sensor (201) detects that the temperature is higher than 200 degrees Celsius, it triggers the audible and visual alarm module (202) and sprays water to cool the brake drum (8) through the water spray module (203).

4. The vehicle integrated safety parameter monitoring system according to claim 1, characterized in that, The tire pressure monitoring unit (3) includes an interface that is screwed to the tire valve, 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 a temperature higher than 90 degrees Celsius, it triggers a high temperature alarm and cools the tire by spraying water 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, it triggers a low pressure alarm. When the tire pressure sensor (303) detects that the tire pressure is higher than 130% of the rated pressure, it triggers an overpressure alarm. The circuit board (304) is equipped with an RF chip, which is wirelessly connected to the central control processor (5).

5. The vehicle integrated safety parameter monitoring system according to claim 1, characterized in that, 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 a temperature exceeding 100 degrees Celsius, it triggers a high temperature alarm in the system.

6. An integrated safety parameter monitoring method, characterized in that, The vehicle integrated safety parameter monitoring system according to any one of claims 1 to 5 includes: When the brake wear monitoring unit (1) detects that the wear thickness of the brake pad (7) is greater than 70%, a yellow warning is triggered in the system; when the brake wear monitoring unit (1) detects that the wear thickness of the brake pad (7) is greater than 95%, a red warning is triggered in the system. When the brake temperature monitoring unit (2) detects that the temperature of the brake drum (8) is higher than 200 degrees Celsius, it triggers a high temperature warning and sprays water to cool the brake drum (8); When the tire pressure monitoring unit (3) detects that the tire pressure is lower than 75% of the rated pressure, it triggers a low pressure alarm. When the tire pressure monitoring unit (3) detects that the tire pressure is higher than 130% of the rated pressure, it triggers a high pressure alarm. When the tire pressure monitoring unit (3) detects that the tire temperature is higher than 90 degrees Celsius, it triggers a high temperature alarm and sprays water on the tire to cool it down. When the axle temperature monitoring unit (4) detects that the temperature of the wheel hub (10) exceeds 100 degrees Celsius, it triggers a high temperature alarm in the system.

7. An intelligent connected vehicle terminal, characterized in that, It includes a controller local area network, a central processing controller, a memory, and the vehicle integrated safety parameter monitoring system as described in any one of claims 1 to 5.

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