Method and system for recognizing looseness of vehicle brake and storage medium

Abstract

The embodiment of the invention provides a method and system for recognizing looseness of a vehicle brake and a storage medium. The method comprises the steps that the opening value and the running speed of a brake of a vehicle in the current travel are obtained; based on the opening value and the driving speed, determining a first number of times that the opening value meeting a first condition appears in the current travel of the vehicle and a second number of times that the acceleration meeting a second condition appears in the current travel of the vehicle; and based on the first number of times and the second number of times, determining a looseness identification result of the brake.

Description

Technical Field

[0001] This specification relates to the field of mobile control, and particularly to a method, system, and storage medium for identifying loosening of a vehicle brake. Background Art

[0002] The emergence of shared vehicles (such as electric bicycles, bicycles, electric vehicles, etc.) has brought great convenience to people's travel and life. However, some malfunction problems of shared transportation tools may pose safety hazards to users. For example, after long-term use of a shared electric bicycle, the braking system may become loose, which may pose a safety risk of brake failure. Currently, for the problem of identifying whether the braking system of a vehicle is loose after long-term use, it is usually solved by relying on users to report actively or maintenance personnel to conduct manual inspections, with low processing efficiency and difficult to achieve full coverage identification.

[0003] Therefore, there is a need to provide a method, system, and storage medium for identifying loosening of a vehicle brake, which can accurately identify vehicles with loose braking systems, perform precise intervention on them to ensure that the vehicle brakes are in an effective state, and avoid safety risks brought by brake failure. Summary of the Invention

[0004] One or more embodiments of this specification provide a method for identifying loosening of a vehicle brake. The method includes: obtaining the opening value and driving speed of the brake of the vehicle during the current trip; based on the opening value and driving speed, determining the first number of times that the vehicle has an opening value that meets the first condition and the second number of times that the vehicle has an acceleration that meets the second condition during the current trip; based on the first number and the second number, determining the loosening identification result of the brake.

[0005] One or more embodiments of this specification provide a system for identifying loosening of a vehicle brake. The system includes: an obtaining module for obtaining the opening value and driving speed of the brake of the vehicle during the current trip; a determining module for determining the first number of times that the vehicle has an opening value that meets the first condition and the second number of times that the vehicle has an acceleration that meets the second condition during the current trip based on the opening value and driving speed; a judging module for determining the loosening identification result of the brake based on the first number and the second number.

[0006] One or more embodiments of this specification provide a device for identifying loosening of a vehicle brake, characterized in that the device includes at least one memory and at least one processor. The at least one memory is used to store computer instructions, and the at least one processor executes the computer instructions or part of the instructions to implement the method for identifying loosening of a vehicle brake.

[0007] One or more embodiments of this specification provide a computer-readable storage medium storing computer instructions. When a computer reads the computer instructions, the computer executes the method for identifying the looseness of a vehicle brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] This specification will be further described by way of exemplary embodiments, which will be described in detail through the accompanying drawings. These embodiments are not restrictive. In these embodiments, the same numbers represent the same structures, where:

[0009] Figure 1 is a schematic diagram of an application scenario of a system for identifying the looseness of a vehicle brake according to some embodiments of this specification;

[0010] Figure 2 is an exemplary block diagram of a system for identifying the looseness of a vehicle brake according to some embodiments of this specification;

[0011] Figure 3 is an exemplary flowchart of a method for identifying the looseness of a vehicle brake according to some embodiments of this specification;

[0012] Figure 4 is an exemplary flowchart of determining an acceleration that satisfies a second condition according to some embodiments of this specification;

[0013] Figure 5 is an exemplary diagram of determining a looseness identification result of a brake according to some embodiments of this specification;

[0014] Figure 6 is a general flowchart of a method for identifying the looseness of a vehicle brake according to some embodiments of this specification. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0015] To more clearly illustrate the technical solutions of the embodiments of this specification, the accompanying drawings required for the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some examples or embodiments of this specification. For those of ordinary skill in the art, without creative efforts, this specification can also be applied to other similar scenarios based on these drawings. Unless obvious from the language context or otherwise stated, the same reference numerals in the drawings represent the same structures or operations.

[0016] It should be understood that the "system", "device", "unit" and / or "module" used herein is a way to distinguish different components, elements, parts, portions or assemblies at different levels. However, if other words can achieve the same purpose, the said words can be replaced by other expressions.

[0017] Unless the context clearly indicates otherwise, the words "a", "an", "one", and / or "the" are not intended to specifically denote the singular and may also include the plural. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of the steps and elements that have been specifically identified, and these steps and elements do not constitute an exclusive list. A method or device may also include other steps or elements.

[0018] Flowcharts are used in this specification to illustrate the operations performed by the systems according to the embodiments of this specification. It should be understood that the operations before or after may not necessarily be executed precisely in sequence. On the contrary, the steps can be processed in reverse order or simultaneously. Also, other operations can be added to these processes, or one or more steps can be removed from these processes.

[0019] Figure 1 is a schematic diagram of the application scenario of the vehicle brake looseness identification system shown in some embodiments of this specification. The vehicle brake looseness identification system in this specification can be applied to any scenario for identifying whether the braking system of a vehicle is loose (for example, identifying the looseness of the brake of a moving vehicle, identifying the looseness of the brake of a stationary vehicle, etc.). In some embodiments, as Figure 1 shown, the application scenario 100 of the vehicle brake looseness identification system may include a server 110, a vehicle 120, a user terminal 130, a storage device 140, and a network 150.

[0020] The server 110 refers to a system with computing capabilities. The server 110 can be used to manage resources and process data and / or information from at least one component of this system or an external data source (such as a cloud data center). For example, the server 110 can determine the looseness identification result of the brake based on the first number and the second number. In some embodiments, the server 110 can be the remote server side of a shared platform.

[0021] In some embodiments, the server 110 can be a single server or a server group. The server group can be centralized or distributed (for example, the server 110 can be a distributed system), can be dedicated or can also provide services by other devices or systems simultaneously. In some embodiments, the server 110 can be regional or remote. In some embodiments, the server 110 can be implemented on a cloud platform or provided in a virtual manner. Merely by way of example, the cloud platform can include a private cloud, a public cloud, a hybrid cloud, a distributed cloud, a multi-layer cloud, etc., or any combination thereof.

[0022] In some embodiments, the server 110 may include a processor. In some embodiments, the processor may include one or more sub-processing devices (e.g., a single-core processing device or a multi-core multi-chip processing device). By way of example only, the processor may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), an application-specific instruction processor (ASIP), a microcontroller unit (MCU), etc. or any combination thereof.

[0023] The vehicle 120 may be an object for identifying a loose vehicle brake system to identify brake looseness. In some embodiments, the vehicle 120 may include an electric bicycle, a bicycle, a car, a tricycle, etc. In some embodiments, the vehicle 120 may include a private car, a shared vehicle, a bus, a transport vehicle, etc. In some embodiments, the vehicle 120 may receive an instruction issued by the server 110 and complete a corresponding task according to the instruction. For example, the vehicle 120 may receive an instruction such as obtaining brake information and automatically control the vehicle 120 to complete the corresponding operation.

[0024] In some embodiments, the vehicle 120 may include a vehicle terminal and at least one sensor. Among them, the vehicle terminal refers to the front-end device of the vehicle monitoring and management system. In some embodiments, the vehicle terminal may include a processor. For example, the vehicle terminal may include a microcontroller unit (MCU) 120-3. In some embodiments, the vehicle terminal may implement a method for identifying a loose vehicle brake through the MCU. For example, the vehicle terminal may obtain brake information of the vehicle during the current journey through at least one sensor. Among them, the sensor may include a Hall sensor, an infrared sensor, a light sensor, a potential sensor, a speed sensor, etc. In some embodiments, the sensor may indirectly obtain a corresponding voltage signal by detecting displacement, angle, etc. and transmit the voltage signal to the MCU. In some embodiments, the sensor may detect the driving speed of the vehicle and transmit relevant data to the MCU.

[0025] In some embodiments, the vehicle 120 may further include a control component (e.g., a brake 120-1), a positioning component (e.g., a GPS module), a timing component (e.g., a timer), a communication component (e.g., a GPS communication module), a power component (e.g., a motor 120-2), etc. In some embodiments, the vehicle 120 may communicate with at least one component of the application scenario 100 through the network 150. For example, the vehicle 120 may send the loose identification result of the brake to the server 110 and / or the user terminal 130 through the network 150.

[0026] The user terminal 130 can enable the interaction between the user and the vehicle brake looseness recognition system. In some embodiments, the user terminal 130 can be the terminal device used by the user when using vehicle services. In some embodiments, the user terminal 130 can display relevant information of the vehicle 120 to the user. For example, the user terminal 130 can display the looseness recognition result of the brake of the vehicle 120 to the user. In some embodiments, the user terminal 130 can include a mobile device 130-1, a tablet computer 130-2, a laptop computer 130-3, other devices with input and / or output functions, etc., or any combination thereof.

[0027] The storage device 140 can be used to store data, instructions, and / or any other information. In some embodiments, the storage device 140 can store the data and / or information during the processing of the server 110. For example, the storage device can store the brake opening value, the driving speed, the looseness recognition result of the brake, etc. In some embodiments, the storage device 140 can include a read-only memory (ROM), a mass storage device, a removable memory, etc., or any combination thereof. In some embodiments, the storage device 140 can be implemented on a cloud platform. In some embodiments, the storage device 140 can be integrated or included in one or more other components (such as the server 110, the vehicle 120, the user terminal 130) of the application scenario 100.

[0028] The network 150 can facilitate the exchange of information and / or data. The network 150 enables communication between the components and with other parts outside the system, facilitating the exchange of data and / or information. In some embodiments, one or more components (such as the server 110, the vehicle 120, the user terminal 130, the storage device 140) of the application scenario 100 can send information and / or data to other components of the application scenario 100 through the network 150. For example, the server 110 can obtain the brake information of the vehicle from the vehicle 120 via the network 150.

[0029] In some embodiments, network 150 may include any one or more of a wired network or a wireless network. In some embodiments, network 150 may include an optical fiber network, the Internet of Things, the Internet, a local area network (LAN), a Bluetooth network, a cable connection, etc., or any combination thereof. In some embodiments, the network connection between the components in application scenario 100 may adopt one of the above methods or multiple methods. In some embodiments, network 150 may be of various topological structures such as point-to-point, shared, centralized, etc., or a combination of multiple topological structures. In some embodiments, network 150 may include one or more network access points. For example, network 150 may include wired or wireless network access points through which one or more components of application scenario 100 can be connected to network 150 to exchange data and / or information.

[0030] For more specific details about the opening value of the brake, the driving speed, the loosening recognition result of the brake, etc. described above, see Figures 3 - 6 and its related description.

[0031] It should be noted that application scenario 100 of the vehicle brake loosening recognition system is provided for illustrative purposes only and is not intended to limit the scope of this specification. Those of ordinary skill in the art can make various changes and modifications according to the description of this specification. For example, application scenario 100 may also include a database, an information source, etc. Again, for example, application scenario 100 can be implemented on other devices to achieve similar or different functions. However, these changes and modifications will not depart from the scope of this specification.

[0032] Figure 2 is an exemplary module diagram of a vehicle brake loosening recognition system according to some embodiments of this specification. In some embodiments, as Figure 2 shown, the vehicle brake loosening recognition system 200 may include an acquisition module 210, a determination module 220, and a judgment module 230. In some embodiments, the vehicle brake loosening recognition system 200 may be integrated in the server 110, the vehicle 120, or the user terminal 130.

[0033] In some embodiments, the acquisition module 210 may be used to acquire the opening value of the brake and the driving speed of the vehicle during the current trip.

[0034] In some embodiments, the determination module 220 may be used to determine, based on the opening value and the driving speed, the first number of times that the vehicle has an opening value that meets the first condition during the current trip, and the second number of times that the vehicle has an acceleration that meets the second condition.

[0035] In some embodiments, the judgment module 230 may be used to determine the loosening recognition result of the brake based on the first number and the second number.

[0036] In some embodiments, the determination module 230 may be further configured to calculate the ratio of the second number to the first number; in response to the ratio being greater than the first threshold, determine that the brake is loose; in response to the ratio being less than or equal to the first threshold, determine that the brake is not loose.

[0037] For more information about the acquisition module 210, the determination module 220, and the determination module 230, see Figures 3 - 6 and its related descriptions.

[0038] It should be noted that the above description of the vehicle brake looseness identification system 200 and its modules is only for convenience of description and does not limit this specification to the scope of the examples given. It can be understood that for those skilled in the art, after understanding the principle of the device, they may, without departing from this principle, make any combination of the various modules, or form a sub-device and connect it to other modules. In some embodiments, Figure 2 the acquisition module 210, the determination module 220, and the determination module 230 disclosed in

[0039] Figure 3 may be different modules in a system, or a module may implement the functions of two or more of the above modules. For example, the various modules may share a storage module, or each module may have its own storage module. Such variations are all within the protection scope of this specification. Figure 3 as shown, process 300 may include the following steps.

[0040] Step 310, obtain the opening value and driving speed of the brake of the vehicle during the current trip. In some embodiments, step 310 may be executed by the acquisition module 210.

[0041] In some embodiments, the vehicle may be a moving vehicle. For example, the vehicle may be an electric bicycle, a bicycle, or a car in motion that the user is riding. In some embodiments, the vehicle may be any vehicle, such as a stationary vehicle. In some embodiments, the vehicle may include a bicycle, an electric bicycle, a motorcycle, a tricycle, a four-wheeled vehicle, etc.

[0042] The current trip may refer to the process of the user using the vehicle to travel. For example, the current trip may be the trip corresponding to the current order of the shared vehicle. Another example is that the current trip may be the trip that the vehicle has completed or is in the process of when the brake is detected.

[0043] A brake is a mechanical part that can stop or decelerate a moving object. For example, a bicycle disc brake, etc.

[0044] The opening value of the brake reflects the degree of opening and closing change of the brake. In some embodiments, the opening value can be represented by the ratio between the displacement (or angle) of the actuated brake and the maximum displacement (or maximum angle) that the brake can be actuated. For example, the opening value can be expressed as a percentage, such as 0%, 70%, 100%, etc. Among them, 0% can refer to the unactuated brake, 70% can refer to the displacement (or angle) of the actuated brake accounting for 70% of the maximum displacement (or maximum angle) that the brake can be actuated, and 100% can refer to the fully actuated brake. The displacement or angle of the actuated brake can refer to the moving distance or angle when the brake is operated (such as when pinched, rotated, stepped on, etc. by the user). In some embodiments, the opening value of the brake can be obtained in various ways. For example, the MCU can obtain the opening value of the brake through sensors installed on the vehicle. For more content on obtaining the opening value of the brake, reference can be made to Figure 6 and its related descriptions.

[0045] The driving speed refers to the speed of the vehicle during travel. For example, 10 km / h, 15 km / h, 20 km / h, 25 km / h, 30 km / h, 50 km / h, 80 km / h, etc. In some embodiments, the driving speed can be obtained in various ways, which are not limited in this specification. For example, the MCU can obtain the driving speed of the vehicle in the current journey in real time through a speed sensor installed on the vehicle. Another example is that the MCU can directly obtain the driving speed of the vehicle in the current journey in real time through a display screen installed on the vehicle. Another example is that the MCU can obtain the driving speed of the vehicle through a user terminal carried by the vehicle user.

[0046] In some embodiments, the acquisition module 210 can directly obtain the opening value and / or driving speed of the brake from the vehicle (such as vehicle 120). For example, the MCU of vehicle 120 can transmit the calculated opening value of the vehicle's brake and / or driving speed to the server 110 through IOT (Internet of Things).

[0047] In some embodiments, the acquisition module 210 can obtain brake information from vehicle 120 and determine the opening value based on the brake information. For example, the acquisition module 210 can calculate the opening value (such as calculating the ratio of the current angle to the maximum angle, calculating the ratio of the current displacement to the maximum displacement, or calculating the ratio of the current voltage value to the voltage value corresponding to the maximum displacement or angle) based on the angle value, displacement value of the brake obtained from vehicle 120, or the voltage signal collected by the sensor.

[0048] In some embodiments, the obtaining module 210 may obtain the driving speed of the vehicle from the user terminal. For example, the obtaining module 210 may obtain the vehicle driving speed from the user terminal 130 carried by the vehicle user.

[0049] Step 320: Based on the opening value and the driving speed, determine the first number of times that the opening value of the vehicle satisfies the first condition and the second number of times that the acceleration satisfying the second condition appears during the current trip. In some embodiments, step 320 may be executed by the determining module 220.

[0050] The first condition is a related condition for the brake opening value for determining that the vehicle is in a deep braking state. Among them, the deep braking state means that the closing degree of the brake reaches a certain condition under the action of the user (for example, the user pinches the brake so that the opening value is greater than 70% and lasts for 2 seconds). In some embodiments, the first condition may be preset manually according to experience or set automatically by the system. In some embodiments, the first condition may be calculated and determined by the system based on the real-time data or historical data of the vehicle. For example, the server 110 may determine the first condition based on historical brake looseness data (such as the opening values corresponding to the historically loosened brakes, etc.).

[0051] In some embodiments, the first condition may include: the opening value of the brake is greater than a preset opening value, and the duration of being greater than the preset opening value is greater than a preset time threshold.

[0052] The preset opening value is the minimum value that the brake opening value needs to reach when determining that the vehicle is in a deep braking state. For example, the preset opening value may be 70%, 75%, 80%, or 85%, etc.

[0053] In some embodiments, the preset opening value may be determined in advance or in real time based on factors such as vehicle type (for example, electric bicycle, bicycle, car, etc.), weather conditions (for example, rainy and snowy weather, sunny weather, etc.), road conditions (for example, muddy section, section without traffic lights, congested section, maintenance section, etc.), and the usage duration of the brake. For example, rainy and snowy weather is likely to cause the road to be slippery and affect the braking effect. Therefore, the preset opening value corresponding to rainy and snowy weather may be greater than the preset opening value corresponding to sunny days. Another example is that the longer the brake is used, the more severely it wears. Therefore, the longer the brake is used, the larger the preset opening value.

[0054] In some embodiments, the preset opening value can be set by the user or automatically determined by the system. For example, the server 110 or the vehicle 120 can determine the preset opening value based on historical data corresponding to the brake loosening (such as the vehicle's historical speed, historical opening value, etc.). In some embodiments, the server can use a trained machine learning model to determine the preset opening value. For example, information such as the brake usage duration, vehicle type, weather, road conditions, etc. can be used as input data and input into the machine learning model. After analysis and processing by the model, the corresponding preset opening value is output.

[0055] The duration refers to the length of time during which the opening value of the brake is continuously greater than the preset opening value. For example, 2s, 3s, 5s, etc.

[0056] In some embodiments, the processor can determine the duration in various ways. For example, the time taken for the vehicle to decelerate from the start of braking to the first target speed (such as 0) can be determined as the duration of the opening value. Another example is that the time taken for the opening value of the vehicle's brake to change from greater than the preset opening value to less than or equal to the preset opening value can be determined as the duration of the opening value.

[0057] In some embodiments, the processor can determine the start time as the first time when the opening value of the brake is greater than the preset opening value during the current trip; starting from the start time, the second time when the opening value of the brake is less than or equal to the preset opening value during the current trip is determined as the end time; based on the start time and the end time, the duration is determined.

[0058] The start time reflects the start moment of the deep braking state. In some embodiments, the processor can determine the first time as the start time.

[0059] The first time refers to the moment when the vehicle enters the deep braking state during the current trip. In some embodiments, the processor can determine the instantaneous moment when the opening value of the brake is greater than the preset opening value as the first time. For example, if the time when the user pinches the vehicle's brake to make the opening value reach 70% is 10:20:15, then the first time can be 10:20:15.

[0060] The end time reflects the end moment of the deep braking state. In some embodiments, the processor can determine the second time as the end time.

[0061] The second time refers to the moment when the vehicle ends the deep braking state during the current trip. In some embodiments, the processor can determine the instantaneous moment when the opening value of the brake is less than or equal to the preset opening value as the second time. For example, if the time when the user pinches the vehicle's brake to make the opening value reach 70% and then releases the brake or makes the opening value less than or equal to 70% is 10:20:20, then the second time can be 10:20:20.

[0062] In some embodiments, the first time and the second time can be obtained in real time by the vehicle terminal and transmitted to the server in real time through the network. For example, the vehicle can record the opening value of the brake and the corresponding time in real time, and transmit the first time and the opening value corresponding to when the opening value is greater than the preset opening value, and the second time and the corresponding opening value when the opening value of the brake is less than or equal to the preset opening value to the server 110. For another example, the vehicle can record the opening value of the brake and the corresponding time in real time, and when the brake starts to be operated by the user, transmit the opening value and the corresponding time to the server 110 in real time.

[0063] In some embodiments, the processor can determine the duration in various ways based on the start time and the end time. For example, the duration can be the time difference between the second time and the first time (e.g., the time difference between 10:20:20 and 10:20:15 is 5s, that is, the duration is 5s).

[0064] In some embodiments of this specification, the start time and the end time are determined according to the magnitude relationship between the opening value and the preset opening value, and thus the duration of the vehicle's deep braking can be accurately determined, which is beneficial to improving the rationality of setting the first condition and the accuracy of determining the first number subsequently.

[0065] In some embodiments, the processor can determine the start time as the first time corresponding to when the opening value of the brake is greater than the preset opening value during the current trip; starting from the start time, determine the third time corresponding to when the opening value is greater than the preset opening value and the driving speed of the vehicle is the first target speed as the end time; and determine the duration based on the start time and the end time.

[0066] The first target speed refers to the driving speed that the vehicle needs to reach when ending the deep braking state. For example, the first target speed can be 0, or other lower speeds (such as 1 km / h, 500 m / s, 10 m / s, etc.). In some embodiments, the first target speed can be set manually according to actual needs or default set by the system. For example, for a shared electric bicycle that wants to maintain a safe distance from the vehicle in front on the road, its first target speed can be 5 km / h, etc. For another example, in the case of emergency braking (such as a pedestrian or an animal suddenly appearing in front), the first target speed can be 0.

[0067] In some embodiments, the processor may determine the instantaneous moment corresponding to the opening value being greater than the preset opening value and the vehicle's traveling speed being reduced to the first target speed as the third time. In some embodiments, the third time may be obtained in real time by the vehicle terminal and transmitted to the server in real time through the network. Exemplarily, the vehicle may record the time 10:20:19 corresponding to the brake value > 70% and the traveling speed being 0 as the third time.

[0068] In some embodiments, the processor may determine the third time as the end time.

[0069] In some embodiments, the processor may determine the duration in various ways based on the start time and the end time. For example, the duration may be the time difference between the third time and the first time (such as the time difference between 10:20:19 and 10:20:15 is 4 seconds, that is, the duration is 4 seconds).

[0070] In some embodiments of this specification, by determining the start time and the end time according to the magnitude relationship between the opening value and the preset opening value, and between the traveling speed and the first target speed, the duration of the vehicle's deep braking can be accurately determined, which is beneficial to improving the rationality of setting the first condition and the accuracy of determining the first number subsequently.

[0071] The preset time threshold is the minimum value that the duration of the brake value being greater than the preset opening value needs to reach when determining that the vehicle is in a braking state. For example, the preset time threshold may be 2s, 3s, 5s, etc.

[0072] In some embodiments, the preset time threshold can be determined in advance or in real time based on at least one of factors such as vehicle type (e.g., electric bicycle, bicycle, car, etc.), weather conditions (e.g., rainy / snowy weather, sunny weather, etc.), road conditions (e.g., muddy section, section without traffic lights, congested section, etc.), and the usage duration of the brake. For example, for a car driving on a muddy section in rainy / snowy weather with a relatively long usage duration of the brake, a larger preset opening value (e.g., 90%) and a larger preset time threshold (e.g., 3 s) can be set. Again, for a bicycle driving on a normal section in sunny weather with a relatively short usage duration of the brake, a smaller preset opening value (e.g., 60%) and a smaller preset time threshold (e.g., 1 s) can be set. For another example, the preset time threshold of a car > the preset time threshold of an electric vehicle > the preset time threshold of a bicycle. In some embodiments, the preset time threshold can be determined using a trained machine learning model. For example, information such as the vehicle type, the usage duration of the brake, weather, road, etc. can be used as input data and input into the trained machine learning model, and the model outputs the corresponding preset time threshold. In some embodiments, the preset time threshold can be input by the user or adjusted in real time. For example, the user can adjust the preset time threshold in the system through the user terminal 130.

[0073] In some embodiments of this specification, by setting the preset opening value and the preset time threshold, and combining the conditions required to determine the opening value when the vehicle is in the braking state, the setting of the first condition is made more reliable and reasonable, enabling accurate identification of the user's braking action and reducing misjudgments of the user's vehicle braking behavior caused by misoperations (such as accidentally stepping on the brake pedal).

[0074] The second condition is a related condition for determining whether the vehicle acceleration meets the requirements when the vehicle is in the deep braking state (i.e., the opening value meets the first condition). In some embodiments, the second condition can be preset manually according to experience or automatically set by the system. For example, the second condition can be that when the vehicle is in the deep braking state, the current acceleration of the vehicle is less than the preset acceleration.

[0075] It should be noted that the acceleration in this specification refers to the magnitude of the change in the vehicle speed, that is, the acceleration, the current acceleration, and the preset acceleration all refer to the corresponding absolute values.

[0076] The current acceleration refers to the actual acceleration of the vehicle during the current travel. In some embodiments, the processor can determine the current acceleration based on the second target speed, the fourth time, the first target speed, and the fifth time. For the content of this part, reference can be made to Figure 4 and its related descriptions.

[0077] The preset acceleration refers to the minimum value that the acceleration of the vehicle needs to reach when determining that the vehicle is in a deep braking state. For example, the preset acceleration can be 1.15 m / s^2 or the like. In some embodiments, the preset acceleration can be preset manually or by the system according to actual needs. For example, the preset acceleration can be calculated based on the duration of the vehicle's speed decreasing from the second target speed to the first target speed when the vehicle is in a deep braking state and the brake is not loose.

[0078] In some embodiments, the processor can determine that, on the premise that the opening value of the vehicle brake in the current trip satisfies the first condition, and then determine whether the acceleration of the vehicle satisfies the second condition.

[0079] In some embodiments, the processor can determine the acceleration that satisfies the second condition in various ways. For example, the processor can, in the current trip, when the opening value of the brake is greater than the preset opening value and the duration is greater than the preset time threshold, obtain the acceleration of the vehicle in real time through the acceleration sensor, and then determine whether the acceleration satisfies the second condition. For another example, the processor can, in the current trip, when the opening value of the brake is greater than the preset opening value and the duration is greater than the preset time threshold, calculate the acceleration based on the real-time driving speed of the vehicle.

[0080] In some embodiments, when an opening value that satisfies the first condition appears, the processor can obtain the fourth time corresponding to when the driving speed is greater than the second target speed during the braking process; obtain the fifth time corresponding to when the driving speed drops to the first target speed starting from the fourth time; determine the current acceleration based on the second target speed, the fourth time, the first target speed, and the fifth time; and in response to the current acceleration being less than or equal to the preset acceleration, determine that the second condition is satisfied. For the content of this part, reference can be made to Figure 4 and its related descriptions.

[0081] The first number refers to the number of times that the opening value of the vehicle brake appears and satisfies the first condition during the entire trip of the current trip. Correspondingly, the second number refers to the number of times that the acceleration of the vehicle satisfies the second condition when the vehicle is in a deep braking state during the entire trip of the current trip.

[0082] The first number can represent the number of times the user performs a deep braking action during the entire trip. In some embodiments, the first number can be obtained by the determination module 220 through statistics.

[0083] In some embodiments, the second number can represent the number of times that the user performs a deep braking action during the current trip, but the braking is not sensitive (the current acceleration during the braking process cannot reach the preset acceleration). In some embodiments, the second number can be obtained by the processor by counting the number of times the acceleration that satisfies the second condition appears.

[0084] Step 330: Determine the loosening recognition result of the brake based on the first number and the second number. In some embodiments, step 330 may be executed by the determination module 230.

[0085] The loosening recognition result refers to the recognition result of whether the brake is loose. In some embodiments, the loosening recognition result may include that the brake is loose, the brake is suspected of being loose, and the brake is not loose. Among them, the brake being suspected of being loose may mean that there is a possibility that the brake is loose.

[0086] In some embodiments, the processor may determine the loosening recognition result of the brake in various ways based on the first number and the second number. For example, the processor may compare the difference between the first number and the second number with a preset difference. The loosening recognition result of the brake corresponding to the case where the difference between the numbers is greater than the preset difference is that the brake is not loose, and the loosening recognition result of the brake corresponding to the case where the difference between the numbers is less than or equal to the preset difference is that the brake is loose. Among them, the preset difference may be determined based on the first number. For example, the preset difference may be 3 / 5 of the first number (e.g., if the first number is 10 times, the preset difference may be 6. If the second number is 3, then 10 - 3 > 6, that is, the brake is not loose; if the second number is 4, then 10 - 4 = 6, that is, the brake is loose).

[0087] In some embodiments, the processor may calculate the ratio of the second number to the first number; in response to the ratio being greater than the first threshold, determine that the brake is loose; in response to the ratio being less than or equal to the first threshold, determine that the brake is not loose. For more content on this part, reference can be made to Figure 5 and its related description.

[0088] In some embodiments, the processor may determine that the brake is suspected of being loose in response to the ratio being greater than the second threshold and less than or equal to the first threshold; in response to the ratio being less than the second threshold, determine that the brake is not loose. For more content on this part, reference can be made to Figure 5 and its related description.

[0089] In some embodiments of this specification, by obtaining the brake opening value and the driving speed of the vehicle during the current journey, and then accurately determining the number of times when the opening value meets the first condition (the number of times the user performs a braking action), and the number of times when the acceleration meets the second condition (the number of occurrences of the situation where the braking is not sensitive), and further based on the two numbers, it is possible to judge the matching degree between the deceleration trend and the braking action, which is beneficial to improving the accuracy of determining the loosening recognition result of the brake, and can realize real-time, full-coverage, and accurate identification of vehicles with loose braking systems.

[0090] Figure 4 is an exemplary flowchart for determining the acceleration that meets the second condition according to some embodiments of this specification. As Figure 4As shown, process 400 may include the following steps. In some embodiments, Figure 4 The process 400 shown can be executed by a processor.

[0091] Step 410, when an opening value that satisfies the first condition appears, obtain the fourth time corresponding to when the driving speed is greater than the second target speed during the braking process.

[0092] The second target speed refers to the normal driving speed during the normal driving process of the vehicle. In some embodiments, the second target speed can be set manually according to the vehicle type or set by the system by default. For example, for a shared electric bicycle, its second target speed can be 15 km / h; for a bicycle, its second target speed can be 10 km / h; for a car, its second target speed can be 60 km / h, etc.

[0093] The fourth time refers to the moment when the vehicle starts the deep braking state during the driving process at the second target speed. For example, if the driving speed of the vehicle is greater than 15 km / h and the corresponding time in the deep braking state is 10:50:10, then the fourth time can be recorded as 10:50:10. In some embodiments, the processor can determine the instantaneous moment when the driving speed is greater than the second target speed and the opening value is greater than the preset opening value as the fourth time. In some embodiments, the fourth time can be equal to the first time.

[0094] Step 420, obtain the fifth time corresponding to when the driving speed drops to the first target speed starting from the fourth time.

[0095] The fifth time refers to the moment when the driving speed of the vehicle drops from the second target speed to the first target speed when starting the deep braking. For more information about the first target speed, see Figure 3 and its related descriptions. For example, in combination with the above embodiment, the fourth time is 10:50:10. From this moment on, if the time when the vehicle speed drops to 0 is 10:50:15, then the fifth time can be recorded as 10:50:15. In some embodiments, the fifth time can be equal to the second time.

[0096] In some embodiments, the fourth time and the fifth time can be obtained in real time by the vehicle terminal and transmitted to the server in real time through the network.

[0097] Step 430, determine the current acceleration based on the second target speed, the fourth time, the first target speed, and the fifth time.

[0098] In some embodiments, the processor can determine the current acceleration based on the second target speed, the fourth time, the first target speed, and the fifth time through various methods. For example, the processor can determine the current acceleration by the ratio of speed to time.

[0099] Exemplarily, the current acceleration can be determined by the following formula (1): where a is the current acceleration, v1 and v2 are the first target speed and the current driving speed greater than the second target speed respectively, and t1 and t2 are the fourth time and the fifth time respectively. For more information about the current acceleration, reference can be made to Figure 3 and its related descriptions.

[0100] Step 440, in response to the current acceleration being less than or equal to the preset acceleration, it is determined that the second condition is satisfied.

[0101] In some embodiments, when the vehicle is in a deep braking state (the opening value satisfies the first condition), the processor can determine that the current acceleration satisfies the second condition in response to the current acceleration being less than or equal to the preset acceleration. For example, for a certain shared electric bicycle, the second target speed is 15 km / h, the current driving speed is 18 km / h, the first target speed is 0 km / h, the fourth time is 10:50:10, the fifth time is 10:50:15, and the preset acceleration is 1.15 m / s^2. According to formula (1), the acceleration at that time is 1 m / s^2, so the current acceleration is less than the preset acceleration, and it is determined that the second condition is satisfied.

[0102] In some embodiments of the present specification, by obtaining the time taken for the driving speed to drop to the first target speed, the current acceleration can be accurately determined, and then all accelerations that satisfy the second condition can be determined, which is beneficial to improving the accuracy of the second count and realizing the accurate statistics of the number of times of insensitive braking.

[0103] Figure 5 It is an exemplary schematic diagram for determining the loosening recognition result of the brake according to some embodiments of the present specification.

[0104] In some embodiments, the processor can calculate the ratio 530 of the second count 520 to the first count 510; in response to the ratio 530 being greater than the first threshold 540, it is determined that the brake is loose 550; in response to the ratio 530 being less than or equal to the first threshold 540, it is determined that the brake is not loose 560.

[0105] In some embodiments, the ratio of the second count to the first count can represent the proportion of the number of times when the acceleration is small (i.e., the deceleration is slow and the braking is insensitive) to the number of braking times (the number of times in the deep braking state) during the entire current journey. The larger the ratio, the greater the possibility that the brake is loose; the smaller the ratio, the smaller the possibility that the brake is loose.

[0106] The first threshold is the maximum value of the ratio of the second number of times to the first number of times for determining whether the brake is loose. In some embodiments, the first threshold can be preset by those skilled in the art according to experience or set by default by the system. For example, the first threshold can be 0.7, 0.72, 0.75, 0.8, or 0.83, etc.

[0107] In some embodiments, the processor can determine that the brake is loose in response to the ratio being greater than the first threshold. For example, if the second number of times is 8 and the first number of times is 10, then the ratio is 0.8, and 0.8 > 0.7, so the brake is loose.

[0108] In some embodiments, the processor can determine that the brake is not loose in response to the ratio being less than or equal to the first threshold. For example, if the second number of times is 4 and the first number of times is 10, then the ratio is 0.4, and 0.4 < 0.7, so the brake is not loose.

[0109] In some embodiments, the processor can determine that the brake is suspected of being loose in response to the ratio being greater than or equal to the second threshold and less than or equal to the first threshold; and determine that the brake is not loose in response to the ratio being less than the second threshold.

[0110] The second threshold is the minimum value of the ratio of the second number of times to the first number of times for determining whether the brake is loose. In some embodiments, the second threshold can be preset by those skilled in the art according to experience or set by default by the system. For example, the second threshold can be 0.48, 0.5, 0.51, or 0.53, etc.

[0111] In some embodiments, the first threshold and / or the second threshold can be determined according to at least one of the usage time of the brake, vehicle type, weather, road conditions, etc. For example, the first threshold corresponding to a vehicle with a longer brake usage time can be less than the first threshold corresponding to a vehicle with a shorter brake usage time.

[0112] In some embodiments, the processor can determine that the brake is suspected of being loose in response to the ratio being greater than or equal to the second threshold and less than or equal to the first threshold. For example, if the second number of times is 6 and the first number of times is 10, then the ratio is 0.6, and 0.5 < 0.6 < 0.7, so the brake is suspected of being loose.

[0113] In some embodiments, the processor can determine that the brake is not loose in response to the ratio being less than the second threshold. For example, if the second number of times is 4 and the first number of times is 10, then the ratio is 0.4, and 0.4 < 0.5, so the brake is not loose.

[0114] In some embodiments, in response to determining that the brake is suspected of being loose, the processor may generate a confirmation message and send it to the maintenance personnel, who will go to the vehicle location for confirmation. In some embodiments, in response to determining that the brake is loose, the processor may mark the vehicle as a faulty vehicle or lock the vehicle, while generating a maintenance work order and dispatching it to the maintenance personnel, who will go to the vehicle location for repair.

[0115] The confirmation message refers to a message used to confirm whether the brake is loose. The maintenance work order refers to a work order for vehicle maintenance. In some embodiments, the maintenance work order and the confirmation message may include characteristic information capable of identifying the vehicle. For example, the vehicle number of the vehicle, the vehicle location, the loose identification result of the brake, etc.

[0116] The maintenance personnel refer to the staff who can check whether the brake of the vehicle is loose and can perform repairs. In some embodiments, the processor may determine the maintenance personnel in various ways. For example, the processor may, based on the vehicle location and / or the location of the maintenance personnel, determine the maintenance personnel responsible for the area where the vehicle is located or the maintenance personnel closest to the vehicle location as the maintenance personnel. The processor may determine the location of the maintenance personnel through the terminal device of the maintenance personnel.

[0117] In some embodiments, the processor may generate the maintenance work order and the confirmation message through various methods. For example, the processor may use natural language processing technology to process the characteristic information of the vehicle and automatically fill in and generate the maintenance work order and the confirmation message. For example, the maintenance work order may be in the form of a table of (Intersection A, No. 001, brake loose), and the confirmation message may be the text "Please confirm whether the brake of the shared electric vehicle with number 001 at Intersection A is loose".

[0118] In some embodiments, the maintenance personnel may verify the accuracy of the loose identification result by checking the functions and status of the vehicle. In some embodiments, when it is determined by the maintenance personnel that the brake of the vehicle to be inspected is not loose, the processor may end the maintenance work order, and the vehicle may continue to be used normally (such as marking the vehicle as normal); when it is determined that the brake of the vehicle to be inspected is loose, the maintenance personnel will perform maintenance, and the fault mark of the vehicle will be cancelled and the vehicle lock will be released at the end of the maintenance.

[0119] In some embodiments of this specification, performing corresponding operations according to the loose identification result can quickly arrange for the maintenance personnel to check whether the brake of the vehicle is loose. When it is confirmed that the brake is not loose, the vehicle can be put into use in a timely manner. When it is confirmed that the brake is loose, the faulty vehicle can be repaired in a timely manner, ensuring the available quantity and usage efficiency of the vehicle, and timely solving the safety hazards of users.

[0120] In some embodiments, the processor may trigger a voice broadcast prompt in response to determining that the loose identification result is that the brake is loose during driving.

[0121] The voice broadcast prompt refers to the broadcast voice used to alert the user that the vehicle brake is loose. In some embodiments, the content of the voice broadcast prompt can be pre-set by a human and stored in a storage device. For example, the content of the voice broadcast prompt can be "The brake of the vehicle you are currently driving is loose, there is a safety hazard, please stop the vehicle in time and replace the vehicle." In some embodiments, in response to determining that the loosening recognition result is that the brake is loose during driving, the processor can retrieve the content of the voice broadcast prompt from the storage device and initiate a voice broadcast prompt to the user through the vehicle or the user terminal.

[0122] In some embodiments of the present specification, by performing a voice broadcast to the user during driving, the user can be timely reminded of the vehicle failure situation, thereby avoiding the occurrence of safety accidents and ensuring the driving safety of the user.

[0123] In some embodiments of the present specification, there may be errors in the process of determining the loosening recognition result. By simultaneously referring to the first threshold and the second threshold, the uncertainty of the brake loosening recognition result caused by calculation errors can be fully considered, and the vehicles suspected of loosening can be further determined, thereby improving the accuracy of the brake loosening recognition.

[0124] In some embodiments of the present specification, the ratio of the second number to the first number can accurately represent the ratio of the number of times of insensitive braking to the total number of braking times. Then, by comparing the ratio with a preset threshold, the error that may exist when only judging the loosening recognition result by acceleration can be avoided, which is beneficial to improving the credibility and accuracy of the loosening recognition result.

[0125] Figure 6 is the overall flowchart of the method for identifying the loosening of the vehicle brake shown in some embodiments of the present specification. As Figure 6 shown, process 600 may include the following steps. In some embodiments, Figure 6 The process 600 shown can be executed by a vehicle terminal (such as the MCU of vehicle 120).

[0126] Step 610, obtain the brake information of the vehicle during the current journey through at least one sensor.

[0127] The brake information refers to the relevant information of the brake, for example, the displacement and / or angle of the braking brake, etc., or the electrical signals such as voltage and current when braking the brake.

[0128] In some embodiments, the vehicle terminal can obtain the brake information of the vehicle during the current trip through at least one sensor. For example, the vehicle terminal can obtain the displacement of the braking brake through a depth sensor. For another example, the vehicle terminal can obtain the voltage signal when braking the brake through a hydraulic sensor. For yet another example, the vehicle terminal can obtain the resistance value when braking the brake through a force sensor.

[0129] Step 620, determine the opening value of the brake based on the brake information.

[0130] In some embodiments, the sensors in the vehicle can convert the detected displacement and / or angle of the braking brake into a voltage signal (such as a voltage value), or directly detect the voltage signal, and transmit the voltage signal to the vehicle terminal (such as an MCU) through a network or communication connection. The vehicle terminal can determine the opening value of the brake by processing the voltage signal. For example, the Hall sensor in the vehicle can determine the displacement and / or angle of the braking brake by detecting the change in the magnetic field, convert the angle and / or displacement into a voltage value, and transmit the voltage value to the vehicle MCU through a network or communication connection; the MCU can determine the opening value of the brake by calculating the ratio of the current voltage value to the voltage value corresponding to the maximum closed degree of the brake. In some embodiments, the vehicle terminal (such as an MCU) can obtain and transmit data in real time. For more information about the opening value, see Figure 3 and its related description.

[0131] In some embodiments, the sensors in the vehicle can transmit the obtained displacement and / or angle of the braking brake to the vehicle terminal (such as an MCU) through a network or communication connection. The vehicle terminal can determine the opening value of the brake based on the displacement and / or angle of the braking brake. For example, the hydraulic sensor in the vehicle can determine the displacement and / or angle of the braking brake by detecting the change in hydraulic pressure, transmit the displacement and / or angle to the vehicle terminal (such as an MCU) through a network or communication connection, and the vehicle terminal can calculate the ratio between the current displacement of the brake and the maximum displacement to determine the opening value of the brake.

[0132] Step 630, obtain the driving speed of the vehicle during the current trip.

[0133] In some embodiments, the vehicle terminal can obtain the driving speed of the vehicle through a sensor. In some embodiments, the vehicle terminal can obtain the driving speed of the vehicle through the wheel drive device. For example, the driving speed is determined based on the rotational speed of the motor driving the wheels. In some embodiments, the vehicle terminal can obtain the driving speed of the vehicle in any reasonable manner, and this specification does not limit this.

[0134] Step 640: Based on the opening value and the driving speed, determine the first number of times the opening value that meets the first condition appears during the current trip of the vehicle, and the second number of times the acceleration that meets the second condition appears.

[0135] The method by which the vehicle terminal determines the first number of times the opening value that meets the first condition appears during the current trip of the vehicle, and the second number of times the acceleration that meets the second condition appears based on the opening value and the driving speed is similar to that of the server or the user terminal. For more details, reference can be made to Figure 3 the relevant description in step 320 of

[0136] Step 650: Based on the first number and the second number, determine the loose identification result of the brake.

[0137] For more content on determining the loose identification result of the brake based on the first number and the second number, reference can be made to Figure 3 the relevant description in step 330 of

[0138] Step 660: Perform corresponding operations according to the loose identification result of the brake.

[0139] In some embodiments, the vehicle terminal may generate a confirmation message and send it to the maintenance personnel (such as sending it to the user terminal of the maintenance personnel by means of voice, text, video, etc.) in response to determining that the brake is suspected of being loose, and the maintenance personnel will go to the vehicle location for confirmation. In some embodiments, the vehicle terminal may mark the vehicle as a faulty vehicle or lock the vehicle in response to determining that the brake is loose, and at the same time generate a maintenance work order and dispatch it to the maintenance personnel (such as sending it to the user terminal of the maintenance personnel by means of voice, text, video, etc.), and the maintenance personnel will go to the vehicle location for maintenance. In some embodiments, the vehicle terminal may trigger a sound prompt in response to determining that the brake is loose during driving. For example, the vehicle terminal may perform voice broadcast reminders through the sound output device installed on the vehicle, or horn reminders. In some embodiments, the vehicle terminal may perform a flashing light prompt in response to determining that the brake is loose during driving. In some embodiments, the vehicle terminal may perform a text prompt in response to determining that the brake is loose during driving. For example, the vehicle terminal may display a reminder text through a pop-up window or the like on the display screen installed on the vehicle.

[0140] In some embodiments of this specification, by implementing the method for the vehicle terminal to identify the loose brake of the vehicle, real-time acquisition and processing of brake-related data and vehicle speed can be achieved, which helps to timely determine the loose identification result of the brake, realize the rapid discovery and processing of brake failure problems, and avoid the safety risks brought by brake failure.

[0141] One or more embodiments of this specification provide a device for identifying a loose vehicle brake. The device includes at least one memory and at least one processor. The at least one memory is used to store computer instructions, and the at least one processor executes the computer instructions or part of the instructions to implement a method for identifying a loose vehicle brake.

[0142] One or more embodiments of this specification provide a computer-readable storage medium that stores computer instructions. When a computer reads the computer instructions in the storage medium, the computer executes a method for identifying a loose vehicle brake.

[0143] The basic concepts have been described above. Obviously, for those skilled in the art, the above detailed disclosure is only an example and does not constitute a limitation to this specification. Although not explicitly stated here, those skilled in the art may make various modifications, improvements, and corrections to this specification. Such modifications, improvements, and corrections are suggested in this specification, so such modifications, improvements, and corrections still fall within the spirit and scope of the exemplary embodiments of this specification.

[0144] At the same time, this specification uses specific terms to describe the embodiments of this specification. Such as "one embodiment", "an embodiment", and / or "some embodiments" mean a certain feature, structure, or characteristic related to at least one embodiment of this specification. Therefore, it should be emphasized and noted that "an embodiment" or "one embodiment" or "an alternative embodiment" mentioned twice or more at different positions in this specification does not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of this specification can be appropriately combined.

[0145] In addition, unless clearly stated in the claims, the order of the processing elements and sequences, the use of numbers, letters, or other names in this specification is not used to limit the order of the processes and methods in this specification. Although some currently considered useful invention embodiments are discussed through various examples in the above disclosure, it should be understood that such details only serve the purpose of illustration. The appended claims are not limited to the disclosed embodiments. On the contrary, the claims are intended to cover all modifications and equivalent combinations that conform to the essence and scope of the embodiments of this specification. For example, although the system components described above can be implemented by hardware devices, they can also be implemented only through software solutions, such as installing the described system on existing servers or mobile devices.

[0146] Similarly, it should be noted that, in order to simplify the presentation disclosed in this specification and thus assist in the understanding of one or more embodiments of the invention, in the foregoing description of the embodiments of this specification, multiple features are sometimes grouped into one embodiment, drawing, or description thereof. However, this disclosure method does not mean that the features required by the subject matter of this specification are more than those mentioned in the claims. In fact, the features of the embodiments are fewer than all the features of the individual embodiments disclosed above.

[0147] In some embodiments, numbers are used to describe components and the quantity of attributes. It should be understood that such numbers used to describe the embodiments are modified by the modifiers "about", "approximate", or "substantially" in some examples. Unless otherwise specified, "about", "approximate", or "substantially" indicate that the said numbers allow a variation of ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, and such approximate values may change according to the characteristics required by individual embodiments. In some embodiments, the numerical parameters should consider the specified significant digits and adopt the method of retaining the general number of digits. Although the numerical ranges and parameters used in some embodiments of this specification to confirm the breadth of their scope are approximate values, in specific embodiments, such numerical settings are as precise as possible within the feasible range.

[0148] For each patent, patent application, patent application publication, and other materials cited in this specification, such as articles, books, specifications, publications, documents, etc., their entire contents are hereby incorporated into this specification by reference. Except for the application history documents that are inconsistent with or conflict with the content of this specification, and except for the documents that limit the broadest scope of the claims of this specification (currently or subsequently appended to this specification). It should be noted that if there are inconsistencies or conflicts between the descriptions, definitions, and / or uses of terms in the attached materials of this specification and the content described in this specification, the descriptions, definitions, and / or uses of terms in this specification shall prevail.

[0149] Finally, it should be understood that the embodiments described in this specification are only used to illustrate the principles of the embodiments of this specification. Other variations may also fall within the scope of this specification. Therefore, by way of example and not limitation, alternative configurations of the embodiments of this specification may be considered to be consistent with the teachings of this specification. Accordingly, the embodiments of this specification are not limited to the embodiments explicitly introduced and described in this specification.

Claims

1. A method for identifying the looseness of a vehicle brake, characterized in that, including: Obtain the opening value and driving speed of the brake of the vehicle during the current trip; Based on the opening value and driving speed, determine the first number of times that the opening value of the vehicle satisfies the first condition during the current trip, and the second number of times that the acceleration satisfying the second condition appears; Based on the first number and the second number, determine the loosening recognition result of the brake.

2. The method according to claim 1, wherein The first condition includes: the opening value of the brake is greater than a preset opening value, and the duration of being greater than the preset opening value is greater than a preset time threshold.

3. The method according to claim 2, wherein Determining the duration of the opening value includes: Determine the start time as the first time corresponding to the opening value of the brake being greater than the preset opening value during the current trip; Starting from the start time, determine the end time as the second time corresponding to the opening value of the brake being less than or equal to the preset opening value during the current trip; Based on the start time and the end time, determine the duration.

4. The method according to claim 2, wherein Determining the duration of the opening value includes: Determine the start time as the first time corresponding to the opening value of the brake being greater than the preset opening value during the current trip; Starting from the start time, determine the end time as the third time corresponding to the opening value being greater than the preset opening value and the driving speed of the vehicle being the first target speed; Based on the start time and the end time, determine the duration.

5. The method according to claim 4, wherein Determining the acceleration that satisfies the second condition includes: When the opening value that satisfies the first condition appears, obtain the fourth time corresponding to the driving speed being greater than the second target speed during the braking process; Obtain the fifth time corresponding to the driving speed dropping to the first target speed starting from the fourth time; Based on the second target speed, the fourth time, the first target speed, and the fifth time, determine the current acceleration; In response to the current acceleration being less than or equal to a preset acceleration, determine that the second condition is satisfied.

6. The method according to claim 1, characterized in that The determining the loosening recognition result of the brake based on the first number and the second number includes: Calculate the ratio of the second number to the first number; In response to the ratio being greater than a first threshold, determine that the brake is loose; In response to the ratio being less than or equal to the first threshold, determine that the brake is not loose or suspected of being loose.

7. The method according to claim 6, characterized in that The further determining that the brake is not loose or suspected of being loose in response to the ratio being less than or equal to the first threshold includes: In response to the ratio being greater than or equal to a second threshold and less than or equal to the first threshold, determine that the brake is suspected of being loose; In response to the ratio being less than the second threshold, determine that the brake is not loose.

8. A method for identifying a loose vehicle brake, the vehicle including a vehicle terminal and at least one sensor, the method being executed by the vehicle terminal, characterized in that, including: Obtain the brake information of the vehicle during the current trip through the at least one sensor; Determine the opening value of the brake based on the brake information; Obtain the driving speed of the vehicle during the current trip; Based on the opening value and driving speed, determine the first number of times that the opening value of the vehicle satisfies the first condition during the current trip, and the second number of times that the acceleration satisfying the second condition appears; Based on the first number and the second number, determine the loosening recognition result of the brake.

9. A system for identifying loosening of a vehicle brake, characterized in that, including: An acquisition module, configured to acquire the opening value and the driving speed of a brake of a vehicle during a current trip; A determination module, configured to determine, based on the opening value and the driving speed, a first number of times that the opening value of the vehicle during the current trip satisfies a first condition, and a second number of times that an acceleration satisfying a second condition occurs; A judgment module, configured to determine a loosening recognition result of the brake based on the first number of times and the second number of times.

10. A computer-readable storage medium storing computer instructions, which, when read by a computer, cause the computer to execute the method according to any one of claims 1 to 8.

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