Driving behavior monitoring method and device, electronic equipment and storage medium

Abstract

Embodiments of the present application provide a driving behavior monitoring method and device, electronic equipment and storage medium, comprising: in response to determining that the vehicle is in a driving state of a target trip, obtaining the accelerator parameter and the road parameter of the vehicle by using a preset monitoring period, calculating the dynamic accelerator opening threshold of the current monitoring period according to the road parameter of the current monitoring period, performing accelerator state detection by using the accelerator opening, the dynamic accelerator opening threshold and the accelerator control time, determining whether the vehicle is in an accelerator stable state, determining the accelerator stable number, the accelerator stable time length and the average accelerator opening of the target trip of the vehicle according to the accelerator opening and the accelerator control time of each monitoring period, and generating the driving behavior monitoring result of the target trip of the vehicle. The present application fully considers the dynamic characteristics of the accelerator change of the driver during driving, and improves the accuracy of the driving behavior monitoring result.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to a driving behavior monitoring method, a driving behavior monitoring device, an electronic device, and a computer-readable storage medium. Background Technology

[0002] With the development of vehicle networking technology, TBOX (Telematics Box, in-vehicle intelligent terminal), as the core module for data interaction between vehicles and the cloud, has been widely used in driving behavior analysis. Commercial vehicle and ride-hailing operators use data such as vehicle fuel consumption and engine status collected by TBOX to monitor and judge the driver's driving behavior.

[0003] Currently, driving behavior analysis typically uses a fixed threshold for throttle opening. When the throttle opening exceeds this threshold, it is directly judged as aggressive driving behavior. Alternatively, driving behavior can be directly judged based on fuel consumption during the trip. However, this monitoring method, which makes a single judgment based on a fixed throttle opening threshold or trip fuel consumption data, ignores the dynamic characteristics of the driver's throttle changes during driving. It is difficult to accurately reflect the driver's ability to control the throttle, thus affecting the accuracy of driving behavior monitoring. Summary of the Invention

[0004] In view of this, this application aims to propose a driving behavior monitoring method, device, electronic device and storage medium to solve the problem that the current monitoring method, which makes a single judgment based on a fixed throttle opening threshold or travel fuel consumption data, is difficult to accurately reflect the driver's ability to control the throttle, thus affecting the accuracy of driving behavior monitoring.

[0005] According to a first aspect of this application, a driving behavior monitoring method is provided, the method comprising:

[0006] In response to determining that the vehicle is in the driving state of the target journey, the vehicle's throttle parameters and road parameters are acquired using a preset monitoring cycle; wherein, the throttle parameters include throttle opening and throttle control time;

[0007] The dynamic throttle opening threshold for the current monitoring period is calculated based on the road parameters of the current monitoring period. The throttle opening, the dynamic throttle opening threshold, and the throttle control time are used to detect the throttle status and determine whether the vehicle is in a stable throttle state.

[0008] Once the vehicle is determined to be in a stable throttle state, the number of throttle stabilizations, the duration of throttle stabilization, and the average throttle opening are determined based on the throttle opening and throttle control time of each monitoring cycle for the vehicle's target travel distance.

[0009] Based on the number of times the throttle stabilizes, the duration of throttle stabilization, and the average throttle opening during the vehicle's target journey, driving behavior monitoring results for the vehicle's target journey are generated.

[0010] Optionally, in response to determining that the vehicle is in the driving state of the target journey, the method of acquiring the vehicle's throttle parameters and road parameters using a preset monitoring period includes:

[0011] Obtain the vehicle's travel time on the target route. If the travel time is greater than zero, determine that the vehicle is in the travel state of the target route.

[0012] In response to determining that the vehicle is in the driving state of the target journey, the throttle parameters and road parameters of the previous monitoring cycle are obtained;

[0013] The throttle and road parameters of the previous monitoring cycle are initialized according to the preset calibration values, and the throttle and road parameters of the vehicle in the current monitoring cycle are obtained.

[0014] Optionally, the step of calculating the dynamic throttle opening threshold for the current monitoring period based on road parameters of the current monitoring period, and using the throttle opening, the dynamic throttle opening threshold, and the throttle control time to detect the throttle state and determine whether the vehicle is in a stable throttle state includes:

[0015] Based on the road type and road slope in the road parameters of the current monitoring period, determine the dynamic throttle opening threshold for the current monitoring period;

[0016] The initial throttle opening and the current throttle opening of the current monitoring period are calculated to obtain the opening difference, and the opening difference is compared with the dynamic throttle opening threshold.

[0017] If the opening difference is less than the dynamic throttle opening threshold, the initial throttle control time and the current throttle control time of the current monitoring cycle are calculated to obtain the time difference.

[0018] If the time difference is greater than a preset threshold, the vehicle is determined to be in a stable throttle state. Optionally, determining the dynamic throttle opening threshold for the current monitoring period based on the road type and road gradient in the road parameters of the current monitoring period includes:

[0019] Determine the road type in the road parameters of the current monitoring period, and obtain the first throttle opening threshold corresponding to the road type based on the pre-set correspondence between the road type and the first throttle opening threshold.

[0020] The dynamic throttle opening threshold for the current monitoring period is obtained by linear calculation using the first throttle opening threshold corresponding to the road type and the road slope.

[0021] Optionally, when it is determined that the vehicle is in a stable throttle state, determining the number of throttle stabilization cycles, the throttle stabilization duration, and the average throttle opening for the vehicle's target stroke based on the throttle opening and throttle control time of each cycle includes:

[0022] Once it is determined that the vehicle is in a stable throttle state, the stable throttle states of the current monitoring period are counted, and the time difference of the throttle control time in the stable throttle state is recorded.

[0023] The number of times the throttle stabilizes and the time difference of the throttle control time in each cycle of the target journey are accumulated to obtain the number of times the throttle stabilizes and the duration of the throttle stabilization during the vehicle's target journey.

[0024] Based on the initial throttle opening and the current throttle opening of the current monitoring period, record the total number of throttle pedal presses and the total throttle opening. Using the total number of throttle pedal presses and the total throttle opening, obtain the average throttle opening for the vehicle's target travel distance.

[0025] Optionally, the step of recording the total number of throttle presses and the total throttle opening based on the initial throttle opening and the current throttle opening of the current monitoring period, and using the total number of throttle presses and the total throttle opening to obtain the average throttle opening for the vehicle's target travel distance, includes:

[0026] If the current throttle opening is greater than zero in the current monitoring period, and the initial throttle opening and the current throttle opening are inconsistent, then it is determined to be a throttle pedaling behavior, and the number of throttle pedaling times is recorded.

[0027] The number of accelerator pedal presses and the current accelerator pedal opening are accumulated in each cycle of the target travel, and the total number of accelerator pedal presses and the total accelerator pedal opening are recorded for the vehicle's target travel.

[0028] The average throttle opening for the vehicle's target travel distance is obtained by averaging the total number of throttle pedal presses and the total throttle opening.

[0029] Optionally, generating driving behavior monitoring results for the vehicle's target journey based on the number of times the throttle was stabilized, the duration of throttle stabilization, and the average throttle opening includes:

[0030] The number of throttle stabilizations, throttle stabilization duration, and average throttle opening of the vehicle's target travel distance are normalized and weighted.

[0031] A pre-set evaluation model is used to weight and fuse the processed throttle stabilization times, throttle stabilization duration, and average throttle opening to generate driving behavior monitoring results for the vehicle's target journey.

[0032] According to a second aspect of this application, a driving behavior monitoring device is provided, the device comprising:

[0033] The parameter acquisition module is used to acquire the vehicle's throttle parameters and road parameters by adopting a preset monitoring cycle in response to determining that the vehicle is in the driving state of the target journey; wherein, the throttle parameters include throttle opening and throttle control time;

[0034] The throttle detection module is used to calculate the dynamic throttle opening threshold for the current monitoring period based on the road parameters of the current monitoring period, and to use the throttle opening, the dynamic throttle opening threshold, and the throttle control time to detect the throttle status and determine whether the vehicle is in a stable throttle state.

[0035] The parameter determination module is used to determine the number of throttle stabilizations, the duration of throttle stabilization, and the average throttle opening for the vehicle's target travel, based on the throttle opening and throttle control time of each cycle, when the vehicle is in a throttle stabilization state.

[0036] The monitoring results module is used to generate driving behavior monitoring results for the vehicle's target journey based on the number of times the throttle stabilizes, the duration of the throttle stabilization, and the average throttle opening.

[0037] According to another aspect of this application, an electronic device is also provided, comprising:

[0038] processor;

[0039] Memory used to store the processor's executable instructions;

[0040] The processor is configured to execute the instructions to implement the driving behavior monitoring method described above.

[0041] According to another aspect of this application, a readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the driving behavior monitoring method as described above.

[0042] The driving behavior monitoring method provided in this application, in response to determining that the vehicle is in a driving state of a target journey, acquires the vehicle's throttle parameters and road parameters using a preset monitoring cycle, calculates the dynamic throttle opening threshold of the current monitoring cycle based on the road parameters of the current monitoring cycle, and uses the throttle opening, dynamic throttle opening threshold, and throttle control time to detect the throttle state and determine whether the vehicle is in a stable throttle state. If the vehicle is determined to be in a stable throttle state, the number of times the throttle is stabilized, the duration of throttle stabilization, and the average throttle opening of the vehicle's target journey are determined based on the throttle opening and throttle control time of each monitoring cycle. Based on the number of times the throttle is stabilized, the duration of throttle stabilization, and the average throttle opening of the vehicle's target journey, the driving behavior monitoring result of the vehicle's target journey is generated. This application embodiment monitors the dynamic changes of vehicle throttle through a periodic time window, adjusts the throttle opening threshold in real time based on road conditions, accurately determines the throttle stability, and solves the problem of high misjudgment rate of traditional fixed thresholds under complex road conditions. Through the correlation analysis between throttle stability parameters and average throttle opening during the stroke, it fully considers the dynamic characteristics of throttle changes during driving, quantifies the driver's control ability over the throttle, and further improves the accuracy of driving behavior monitoring results.

[0043] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0044] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0045] Figure 1 This is a flowchart illustrating the steps of a driving behavior monitoring method provided in an embodiment of this application;

[0046] Figure 2 yes Figure 1 A flowchart of step 101 in a driving behavior monitoring method provided in this application embodiment;

[0047] Figure 3 yes Figure 1 A flowchart of step 102 in a driving behavior monitoring method provided in this application embodiment;

[0048] Figure 4 yes Figure 1A flowchart of step 103 in a driving behavior monitoring method provided in this application embodiment;

[0049] Figure 5 yes Figure 1 A flowchart of step 104 in a driving behavior monitoring method provided in this application embodiment;

[0050] Figure 6 This is a schematic diagram of the structure of a driving behavior monitoring device provided in an embodiment of this application;

[0051] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details have been presented in the various embodiments of this application to enable readers to better understand this application. However, even without these technical details and various changes and modifications based on the following embodiments, the technical solutions claimed in this application can be implemented. The division of the various embodiments below is for the convenience of description and should not constitute any limitation on the specific implementation of this application. The various embodiments can be combined with and referenced by each other without contradiction.

[0053] Reference Figure 1 The flowchart illustrates the steps of a driving behavior monitoring method provided in an embodiment of this application. The method may include:

[0054] Step 101: In response to determining that the vehicle is in the driving state of the target journey, the vehicle's throttle parameters and road parameters are acquired using a preset monitoring cycle; wherein, the throttle parameters include throttle opening and throttle control time.

[0055] It should be noted that the execution entity in this embodiment is the in-vehicle intelligent terminal TBOX. The driving behavior monitoring function in this embodiment is deployed in the application layer of the in-vehicle TBOX. It starts running after the TBOX is powered on. The TBOX's underlying layer collects data from the vehicle's ECU (Electronic Control Unit) connected to the TBOX via the CAN (Controller Area Network) bus. Using the TBOX's built-in clock to provide time, it periodically monitors and evaluates statistical data on vehicle throttle stability, ultimately obtaining the driving behavior monitoring results and uploading them to the cloud. The vehicle ECU is a dedicated computer that controls the electrical system and subsystems. It receives data from different vehicle sensors, processes it, and then issues commands to control the operation of the engine, transmission, and other functions to ensure optimal vehicle performance. CAN is a serial communication protocol designed for communication between vehicle ECUs.

[0056] Specifically, after the in-vehicle intelligent terminal is powered on, it judges the vehicle's driving status. In response to determining that the vehicle is in the driving state of the target trip, it acquires the vehicle's throttle parameters and road parameters using a preset monitoring cycle. The throttle parameters include throttle opening and throttle control time. The in-vehicle intelligent terminal obtains the vehicle's travel time in the target trip using the time provided by its built-in clock. If the travel time is greater than zero, it determines that the vehicle is in the driving state of the target trip. The TBOX application layer driving behavior analysis program then begins a periodic loop judgment, acquiring the vehicle's throttle parameters and road parameters using the preset monitoring cycle. The monitoring cycle can be set according to the actual monitoring accuracy or trip duration. In this embodiment, the monitoring cycle interval can be 100ms, but no specific limitation is made here.

[0057] It should be noted that the in-vehicle intelligent terminal acquires throttle parameters and road parameters from the vehicle's ECU in each monitoring cycle. The throttle parameters include the initial throttle opening, the current throttle opening, and the throttle control time for the current cycle. The current throttle opening is the percentage of the accelerator pedal position at the current moment in the current monitoring cycle, directly reflecting the driver's instantaneous operating state. The initial throttle opening is the throttle opening value at the start of the current monitoring cycle. The throttle control time for the current cycle includes the initial throttle control time and the current throttle control time. The initial throttle control time is the start of the current monitoring cycle, and the current throttle control time is the time the vehicle controls the throttle during the current monitoring cycle. The road parameters include road type and road gradient. Road types include highways, paved urban roads, unpaved roads, and mountain roads, while road gradients include flat slopes, gentle slopes, and steep slopes.

[0058] Step 102: Calculate the dynamic throttle opening threshold for the current monitoring period based on the road parameters of the current monitoring period. Use the throttle opening, dynamic throttle opening threshold, and throttle control time to detect the throttle status and determine whether the vehicle is in a stable throttle state.

[0059] In this embodiment, before detecting the throttle status, the vehicle-mounted intelligent terminal uses different throttle opening thresholds corresponding to road parameters in different time periods. It then compares the throttle opening thresholds within different time windows with the throttle opening value in the current monitoring period to make a judgment, considering dynamic changes in the throttle and improving the accuracy of throttle status detection. Specifically, the vehicle-mounted intelligent terminal calculates the dynamic throttle opening threshold for the current monitoring period based on the road parameters, including road type and road slope. The throttle opening threshold is dynamically related to the road type and road slope in the current period. First, the throttle opening threshold corresponding to the road type is determined, and this threshold is used as the baseline throttle opening threshold. Then, the baseline throttle opening threshold is adjusted using the road slope to obtain the dynamic throttle opening threshold for the current monitoring period. The specific calculation process will not be detailed here.

[0060] In this embodiment, the in-vehicle intelligent terminal uses throttle opening degree, dynamic throttle opening threshold, and throttle control time to detect throttle status and determine whether the vehicle is in a stable throttle state. The throttle opening degree includes the initial throttle opening degree and the current throttle opening degree of the current monitoring period, and the throttle control time includes the initial throttle control time and the current throttle control time of the current monitoring period. The difference between the initial throttle opening degree and the current throttle opening degree of the current monitoring period is calculated to obtain the opening degree difference. This difference is compared with the dynamic throttle opening threshold. If the opening degree difference is less than the dynamic throttle opening threshold, it indicates that the vehicle meets the first condition for throttle stability. Further, the difference between the initial throttle control time and the current throttle control time of the current monitoring period is calculated to obtain the time difference. If the time difference is greater than a preset threshold, it indicates that the vehicle meets the second condition for throttle stability. If both the first and second conditions for throttle stability are met, the vehicle is determined to be in a stable throttle state.

[0061] Step 103: After determining that the vehicle is in a stable throttle state, determine the number of times the throttle is stabilized, the duration of throttle stabilization, and the average throttle opening for the vehicle's target journey based on the throttle opening and throttle control time of each monitoring cycle.

[0062] In this embodiment, the in-vehicle intelligent terminal, after determining that the vehicle is in a stable throttle state, further performs periodic monitoring. Based on the throttle opening and throttle control time of each monitoring cycle, it determines the number of throttle stabilizations, the duration of throttle stabilization, and the average throttle opening for the vehicle's target journey. This embodiment monitors the threshold and duration of throttle change within the monitoring period, and statistically analyzes the number of throttle stabilizations and the duration of throttle stabilization to accurately identify frequent and forceful throttle inputs or continuous high-throttle operations, locate aggressive driving behaviors, accumulate throttle opening values ​​and the number of times throttle inputs are triggered, calculate the dynamic average throttle opening, and quantify the driver's control over the throttle.

[0063] Specifically, once the vehicle is determined to be in a stable throttle state, the number of stable throttle states in the current monitoring cycle is counted, and the number of stable throttle states in each cycle of the target journey is accumulated to obtain the number of stable throttle states in the target journey. The time difference of throttle control time in the stable throttle state in the current monitoring cycle is recorded. The time difference is the difference between the initial throttle control time and the current throttle control time in the current monitoring cycle. The time difference of throttle control time in each cycle of the target journey is accumulated to obtain the throttle stability duration of the target journey. Meanwhile, the in-vehicle intelligent terminal calculates the average throttle opening based on the throttle opening signal and the vehicle's ACC signal during vehicle operation. Specifically, it determines the throttle pedaling behavior and records the number of throttle pedaling operations and the throttle opening when the throttle is pressed based on the initial throttle opening and the current throttle opening of the current monitoring cycle. The number of throttle pedaling operations and the throttle opening of each cycle in the target journey are accumulated to obtain the total number of throttle pedaling operations and the total throttle opening of the vehicle's target journey. The average throttle opening of the vehicle's target journey is obtained by averaging the total throttle opening and the total number of throttle pedaling operations.

[0064] Step 104: Generate driving behavior monitoring results for the vehicle's target journey based on the number of times the throttle stabilizes, the duration of the throttle stabilization, and the average throttle opening.

[0065] In this embodiment, the in-vehicle intelligent terminal generates driving behavior monitoring results for the target vehicle journey based on the number of throttle stabilizations, the duration of throttle stabilization, and the average throttle opening. Specifically, the number of throttle stabilizations, the duration of throttle stabilization, and the average throttle opening are normalized and dynamically weighted before being input into a preset evaluation model to generate a comprehensive driving behavior score, which is then determined as the driving behavior monitoring result for the target vehicle journey. It should be noted that the preset evaluation model is used to perform weighted fusion of the number of throttle stabilizations, the duration of throttle stabilization, and the average throttle opening to output the driving behavior monitoring results for the target vehicle journey.

[0066] In this embodiment, driving behavior monitoring results are obtained through multi-dimensional analysis of throttle stability parameters and average throttle opening during the stroke. The in-vehicle intelligent terminal uploads the driving behavior monitoring results to the cloud to quantify the driving behavior of the target trip, helping drivers and vehicle operators adjust or optimize their driving habits, further analyze the root causes of fuel economy loss, and help vehicle operators improve driver habits in a targeted manner by finely analyzing throttle operation during vehicle driving, reducing aggressive driving behavior, and achieving dual optimization of energy saving and consumption reduction and improved passenger comfort.

[0067] The driving behavior monitoring method provided in this application, in response to determining that the vehicle is in a driving state of a target journey, acquires the vehicle's throttle parameters and road parameters using a preset monitoring cycle, calculates the dynamic throttle opening threshold of the current monitoring cycle based on the road parameters of the current monitoring cycle, and uses the throttle opening, dynamic throttle opening threshold, and throttle control time to detect the throttle state and determine whether the vehicle is in a stable throttle state. If the vehicle is determined to be in a stable throttle state, the number of times the throttle is stabilized, the duration of throttle stabilization, and the average throttle opening of the vehicle's target journey are determined based on the throttle opening and throttle control time of each monitoring cycle. Based on the number of times the throttle is stabilized, the duration of throttle stabilization, and the average throttle opening of the vehicle's target journey, the driving behavior monitoring result of the vehicle's target journey is generated. This application embodiment monitors the dynamic changes of vehicle throttle based on a periodic time window, adjusts the throttle opening threshold in real time based on road conditions, accurately determines the throttle stability state, and solves the problem of high misjudgment rate of traditional fixed thresholds under complex road conditions. Through the correlation analysis between throttle stability parameters and average throttle opening during the stroke, it fully considers the dynamic characteristics of throttle changes during driving, quantifies the driver's control ability over the throttle, and further improves the accuracy of driving behavior monitoring results.

[0068] Furthermore, refer to Figure 2 , showed Figure 1 A flowchart of step 101 in a driving behavior monitoring method is provided. This method is basically the same as the driving behavior monitoring method provided in the first embodiment of this application. Step 101 may include:

[0069] Step 1011: Obtain the vehicle's travel time on the target route. If the travel time is greater than zero, then the vehicle is determined to be in the travel state of the target route.

[0070] Step 1012: In response to determining that the vehicle is in the driving state of the target journey, obtain the throttle parameters and road parameters of the previous monitoring cycle;

[0071] Step 1013: Initialize the throttle parameters and road parameters of the previous monitoring cycle according to the preset calibration values, and obtain the throttle parameters and road parameters of the vehicle in the current monitoring cycle.

[0072] It should be noted that, in this embodiment, the in-vehicle intelligent terminal stores a parameter table for driving behavior monitoring. The parameter table includes throttle parameters, road parameters, and throttle stability parameters. The throttle stability parameters include throttle stability state, number of throttle stability cycles, throttle stability duration, and dynamic throttle opening threshold. When the in-vehicle intelligent terminal is powered on, the algorithm initializes the parameter table parameters and enters a periodic loop judgment. First, it judges the vehicle's state. The in-vehicle intelligent terminal obtains the vehicle's travel time in the target trip through the vehicle's ECU. If the travel time is greater than zero, it is determined that the vehicle is in the driving state of the target trip. The target trip is the vehicle's journey to be monitored; this embodiment does not specifically limit this.

[0073] In this embodiment, the vehicle's travel time in the target trip is obtained. If the travel time is greater than zero, the vehicle is determined to be in the driving state of the target trip. Specifically, the travel time in the target trip is determined by the time provided by the built-in clock of the vehicle intelligent terminal. If the travel time is greater than zero, the vehicle is determined to be in the driving state of the target trip. The TBOX application layer driving behavior analysis program starts to enter the periodic loop judgment. The vehicle intelligent terminal first obtains the throttle parameters and road parameters of the previous monitoring cycle from the parameter table. The throttle parameters and road parameters of the previous monitoring cycle are initialized according to the preset calibration values. Among them, the initial values ​​of the dynamic throttle opening threshold, the current throttle control time, the initial throttle control time, and the throttle stability state are 0. The other parameters have no initial values. The throttle stability state value includes 0 and 1. 0 represents that the throttle stability state is unstable, and 1 represents that the throttle stability state is stable. After initializing the parameter table, the actual throttle parameters and road parameters of the vehicle in the current monitoring cycle are obtained.

[0074] For example, the current throttle opening is the percentage of the accelerator pedal position at the current moment, directly reflecting the driver's instantaneous operating state. The initial throttle opening is the throttle opening value at the initial time point of the current monitoring cycle before the current moment. In this embodiment, it is determined whether the initial throttle control time in the current monitoring cycle is 0. The initial throttle control time is the time value at the initial time point of the current monitoring cycle, used to determine whether the vehicle is in a newly started state. If the initial throttle control time reflects that the vehicle has traveled for zero time in the target journey, then the vehicle is in a newly started state, and the throttle stability is unstable, making it unsuitable for throttle stability analysis. Only the initial throttle control time and initial throttle opening need to be recorded, and the vehicle is re-determined to be in a newly started state in the next cycle. If the initial throttle control time reflects that the vehicle has traveled for more than zero time in the target journey, then the vehicle is not in a newly started state, and throttle stability analysis can be performed. The data variables in the vehicle's ECU in the current cycle are obtained, and the current parameters in the parameter table are updated, specifically including the current throttle opening, current time, road gradient, and road type.

[0075] This application embodiment monitors the dynamic changes of the vehicle throttle through a periodic time window, fully considering the dynamic characteristics of the driver's throttle changes during driving, so as to accurately determine the stable state of the throttle and improve the accuracy of driving behavior monitoring results.

[0076] Furthermore, refer to Figure 3 , showed Figure 1 A flowchart of step 102 in a driving behavior monitoring method is provided. This method is basically the same as the driving behavior monitoring method provided in the first embodiment of this application. Step 102 may include:

[0077] Step 1021: Determine the dynamic throttle opening threshold for the current monitoring period based on the road type and road slope in the road parameters of the current monitoring period.

[0078] Step 1022: Calculate the difference between the initial throttle opening and the current throttle opening in the current monitoring period to obtain the opening difference value, and compare the opening difference value with the dynamic throttle opening threshold.

[0079] Step 1023: If the opening difference is less than the dynamic throttle opening threshold, calculate the difference between the initial throttle control time and the current throttle control time of the current monitoring cycle to obtain the time difference.

[0080] Step 1024: If the time difference is greater than a preset threshold, determine that the vehicle is in a stable throttle state.

[0081] It should be noted that, in this embodiment of the application, before the vehicle-mounted intelligent terminal makes a throttle stability judgment on the vehicle, it determines the dynamic throttle opening threshold for the current monitoring period based on the road type and road slope in the road parameters of the current monitoring period. Then, it calculates the difference between the initial throttle opening and the current throttle opening of the current monitoring period to obtain the opening difference value. The opening difference value is compared with the dynamic throttle opening threshold value. If the opening difference value is less than the dynamic throttle opening threshold value, it further calculates the difference between the initial throttle control time and the current throttle control time of the current monitoring period to obtain the time difference value. If the time difference value is greater than a preset threshold value, it is determined that the vehicle is in a throttle stable state.

[0082] Specifically, after determining the dynamic throttle opening threshold for the current monitoring period, it is determined whether the absolute value of the difference between the current throttle opening and the initial throttle opening is greater than the dynamic throttle opening threshold. If the difference is greater than the threshold, the throttle opening change is too large, and the throttle stability is unstable. Only the initial time and initial throttle opening need to be recorded, and the vehicle's driving status is reassessed in the next period, and the throttle stability is reassessed. If the difference is less than the threshold, the throttle opening change meets the first condition for throttle stability. Further, based on the time difference between the initial throttle control time and the current throttle control time in the current period, it is determined whether the throttle stability duration is greater than a preset duration threshold. If the time difference is greater than the threshold, the number of throttle stabilizations is accumulated, and the throttle stability duration for this period is recorded. If the time difference is less than the threshold, the throttle stability remains unstable, the initial time and initial throttle opening are recorded, and the vehicle's driving status is reassessed in the next period.

[0083] This application embodiment accurately analyzes and judges the stable state of the throttle by using the throttle opening and dynamic throttle opening threshold during vehicle operation, thereby further improving the accuracy of driving behavior monitoring results.

[0084] Specifically, step 1021, based on the road type and road slope in the road parameters of the current monitoring period, determines the dynamic throttle opening threshold for the current monitoring period, which may include the following steps:

[0085] Sub-step 01: Determine the road type in the road parameters of the current monitoring period, and obtain the first throttle opening threshold corresponding to the road type based on the pre-set correspondence between road type and throttle opening threshold.

[0086] Sub-step 02 involves using the first throttle opening threshold corresponding to the road type and the road slope to perform linear calculations to obtain the dynamic throttle opening threshold for the current monitoring period.

[0087] It should be noted that in the above steps, the throttle opening threshold for each monitoring cycle is dynamically related to the road type and road slope. The vehicle intelligent terminal first obtains road parameters through sensors or cameras, radars, and other devices in the vehicle ECU to determine the road type in the road parameters of the current monitoring cycle. Then, based on the pre-set correspondence between road type and throttle opening threshold, it obtains the first throttle opening threshold corresponding to the road type. The first throttle opening threshold is used as the basic throttle opening difference threshold for different road types, so as to dynamically adjust the throttle stability judgment standard according to the road type. The first throttle opening threshold is a preset threshold array, and each element in the array corresponds to the basic throttle opening threshold for a specific road type. When the road is flat or has no slope, the first throttle opening threshold can be directly used as the throttle opening threshold for judging throttle stability.

[0088] For example, based on the pre-defined correspondence between road type and throttle opening threshold, a first throttle opening threshold corresponding to the road type is obtained. If the road type is a highway, the first throttle opening threshold is pre-set to 5%; if the road type is an urban paved road, the first throttle opening threshold is pre-set to 7%; if the road type is an unpaved road / mountain road, the first throttle opening threshold is pre-set to 10%. It should be noted that the throttle opening threshold corresponding to the road type is set based on historical driving data and highway engineering technical standards. Highways have good road conditions, and drivers should operate more smoothly, so a smaller threshold of 5% is set, and slight fluctuations are judged as unstable. Urban paved roads generally have lower road conditions than highways, and a medium threshold of 7% is set. Unpaved roads / mountain roads are bumpy, and drivers need to frequently adjust the throttle to maintain speed, so a larger threshold of 10% is set to allow for a larger fluctuation range. This embodiment does not specifically limit the specific value of the throttle opening threshold corresponding to the road type.

[0089] In this embodiment, to further consider dynamic changes in throttle and improve the accuracy of throttle stability monitoring, a linear calculation is performed using a first throttle opening threshold corresponding to the road type and the road slope. That is, the first throttle opening threshold is corrected using the road slope to obtain the dynamic throttle opening threshold for the current monitoring period. The calculation formula for the dynamic throttle opening threshold is as follows:

[0090] p3_dynamic = p3_base[r2] + k * r1

[0091] Where p3_dynamic is the dynamic throttle opening threshold, p3_base[r2] is an array of the first throttle opening thresholds corresponding to road type r2, each element corresponds to the first throttle opening threshold of road type r2, k is the slope correction coefficient, which can be set to 0.2, and r1 is the road slope.

[0092] It should be noted that a slope compensation mechanism is used to correct the first throttle opening threshold, resulting in a dynamic throttle opening threshold. When going uphill (r1>0), the allowable throttle opening threshold is automatically increased. For example, when the slope is 5 degrees, the threshold increases by 0.2*5=1, avoiding misjudging the throttle state as unstable due to terrain factors and improving the accuracy of throttle stability analysis. Road parameters are updated and the dynamic throttle opening threshold is recalculated once in each monitoring cycle to ensure that throttle stability analysis responds to changes in road conditions.

[0093] This application's embodiments dynamically adjust the throttle opening threshold based on real-time road slope and road conditions, avoiding the problem of misjudging aggressive driving behavior caused by fixed thresholds under different road conditions. By adjusting the throttle opening threshold in real time based on road conditions, the throttle stability state can be accurately determined, further improving the accuracy of driving behavior monitoring results.

[0094] Furthermore, refer to Figure 4 , showed Figure 1 A flowchart of step 103 in a driving behavior monitoring method is provided. This method is basically the same as the driving behavior monitoring method provided in the first embodiment of this application. Step 103 may include:

[0095] Step 1031: When it is determined that the vehicle is in a stable throttle state, count the stable throttle states of the current monitoring period and record the time difference of throttle control time in the stable throttle state.

[0096] Step 1032: Accumulate the number of times the throttle is stable and the time difference of the throttle control time in each cycle of the target stroke to obtain the number of times the throttle is stable and the duration of the throttle stability in the target stroke of the vehicle.

[0097] Step 1033: Based on the initial throttle opening and the current throttle opening of the current monitoring cycle, record the total number of throttle pedal presses and the total throttle opening. Using the total number of throttle pedal presses and the total throttle opening, obtain the average throttle opening for the vehicle's target travel distance.

[0098] It should be noted that, in this embodiment of the application, when the vehicle-mounted intelligent terminal determines that the vehicle is in a stable throttle state, it counts the stable throttle states in the current monitoring period and accumulates the number of stable throttle states in each period of the target journey to obtain the number of stable throttle states in the target journey. It records the time difference of throttle control time in the stable throttle state in the current monitoring period. The time difference is the difference between the initial throttle control time and the current throttle control time in the current monitoring period. The time difference of throttle control time in each period of the target journey is accumulated to obtain the throttle stability duration of the target journey.

[0099] Meanwhile, the in-vehicle intelligent terminal calculates the average throttle opening through the throttle opening signal and the vehicle's accelerator signal during vehicle operation. Specifically, based on the initial throttle opening and the current throttle opening of the current monitoring cycle, it determines the throttle pedaling behavior and records the number of throttle pedaling operations and the throttle opening when the throttle is pressed. The number of throttle pedaling operations and the throttle opening of each cycle in the target journey are accumulated to obtain the total number of throttle pedaling operations and the total throttle opening of the vehicle's target journey. The average throttle opening of the vehicle's target journey is obtained by averaging the total throttle opening and the total number of throttle pedaling operations.

[0100] This application embodiment calculates the average throttle opening throughout the vehicle's journey to reflect the driver's throttle usage intensity, fully considering the dynamic characteristics of throttle changes during driving, and quantifying the driver's control over the throttle.

[0101] Specifically, step 1033 involves recording the total number of throttle presses and the total throttle opening based on the initial and current throttle openings of the current monitoring period. Using these data, the average throttle opening for the vehicle's target travel distance is obtained. This may include the following steps:

[0102] Sub-step 01: If the current throttle opening is greater than zero in the current monitoring period, and the initial throttle opening and the current throttle opening are inconsistent, then it is determined to be a throttle pedaling behavior, and the number of throttle pedaling times is recorded.

[0103] Sub-step 02: Accumulate the number of accelerator pedal presses and the current accelerator pedal opening for each cycle in the target travel, and record the total number of accelerator pedal presses and the total accelerator pedal opening for the vehicle's target travel.

[0104] Sub-step 03: Calculate the average throttle opening by averaging the total number of throttle pedal presses and the total throttle opening to obtain the average throttle opening for the vehicle's target travel distance.

[0105] It should be noted that in the above steps, the in-vehicle intelligent terminal obtains the total number of accelerator pedal presses and the total accelerator pedal opening through the accelerator pedal opening signal and the vehicle's accelerator pedal accelerator signal during vehicle operation, thereby calculating the average accelerator pedal opening for the vehicle's target journey. Specifically, it first determines whether an accelerator pedal press occurred in the current cycle. If the current accelerator pedal opening in the current monitoring cycle is greater than zero, it indicates that the accelerator pedal was pressed. If the initial accelerator pedal opening and the current accelerator pedal opening in the current monitoring cycle are inconsistent, it indicates that an accelerator pedal press occurred in the current cycle. The number of accelerator pedal presses and the current accelerator pedal opening in each cycle of the target journey are accumulated to obtain the total number of accelerator pedal presses and the total accelerator pedal opening for the vehicle's target journey, and this information is recorded. Finally, the average accelerator pedal opening for the vehicle's target journey is calculated by averaging the total number of accelerator pedal presses and the total accelerator pedal opening. The average accelerator pedal opening is the ratio of the total accelerator pedal opening to the total number of accelerator pedal presses.

[0106] For example, when the vehicle's intelligent terminal is powered on, the algorithm initializes the parameter table parameters and enters a periodic loop judgment. First, it determines whether the current throttle opening is greater than 0, and whether the initial throttle opening in the current monitoring cycle is inconsistent with the current throttle opening. If so, it indicates that the throttle opening has changed. If the current throttle opening is greater than 0 and the current throttle opening is different from the initial throttle opening, it is determined that the vehicle's accelerator pedal has been pressed. The current throttle opening is recorded in the total throttle opening, and the number of throttle presses is accumulated. Based on the accumulated number of throttle presses and the total throttle opening obtained throughout the entire target journey, the average throttle opening of the vehicle's target journey is calculated.

[0107] This application embodiment quantifies the degree of driving aggression and the driver's control over the accelerator by statistically analyzing the ratio of the number of times the accelerator pedal is pressed to the total accelerator pedal opening, thereby further improving the accuracy of driving behavior monitoring results.

[0108] Furthermore, refer to Figure 5 , showed Figure 1 A flowchart of step 104 in a driving behavior monitoring method is provided. This method is basically the same as the driving behavior monitoring method provided in the first embodiment of this application. Step 104 may include:

[0109] Step 1041: Normalize and weight the number of throttle stabilizations, throttle stabilization duration, and average throttle opening for the vehicle's target travel distance.

[0110] Step 1042: Using a preset evaluation model, the number of times the throttle stabilizes, the duration of the throttle stabilizes, and the average throttle opening are weighted and fused to generate the driving behavior monitoring results for the vehicle's target journey.

[0111] It should be noted that, in this embodiment of the application, the vehicle-mounted intelligent terminal normalizes and weights the number of times the throttle stabilizes, the duration of the throttle stabilization, and the average throttle opening for the vehicle's target journey, and uses a preset evaluation model to weight and fuse the processed number of times the throttle stabilizes, the duration of the throttle stabilization, and the average throttle opening to generate the driving behavior monitoring results for the vehicle's target journey.

[0112] In this embodiment, the preset evaluation model stores a driving behavior scoring algorithm formula. The higher the values ​​of the number of times the throttle is stabilized and the duration of throttle stabilization during the vehicle's target journey, the higher the final score. The average throttle opening is combined with the economic range for judgment. An excessively high average throttle opening may reflect frequent acceleration (high fuel consumption), while an excessively low average throttle opening may indicate insufficient power.

[0113]

[0114] Wherein, Score is the driving behavior score, A, B, α, and β are weighting coefficients, calibrated according to vehicle type or actual needs, N is the number of times the throttle is stabilized, Nmax is the maximum number of times the throttle is stabilized, T is the duration of throttle stabilization, Tmax is the maximum duration of throttle stabilization, f(P) is the scoring function for the average throttle opening P, and Nmax and Tmax are the maximum values ​​calibrated from historical data or vehicle model (e.g., Nmax is calibrated as 10 times / hour, and Tmax as 300 seconds / hour).

[0115] The scoring function f(P) for the average throttle opening P is related to Pmax and Pmin, where Pmax is the maximum throttle opening and Pmin is the minimum throttle opening. Pmax and Pmin are set according to requirements, for example, Pmin = 20% and Pmax = 40%. The calculation formula for f(P) is as follows:

[0116]

[0117] In this embodiment, for example, N and T are statistically analyzed by time unit (e.g., hour), and P is calculated by trip cycle. N and T are divided by Nmax and Tmax respectively, limiting them to the interval [0, 1]. A comprehensive score (0-100 points) is output according to the driving behavior scoring formula Score. Assuming a certain driving data: N = 8 times, T = 240 seconds, P = 35% (within the economic range), Nmax is calibrated as 10 times / hour, Tmax is 300 seconds / hour, Pmin = 20%, Pmax = 40%, then the comprehensive score is output according to Score:

[0118] Score=70%×(0.5×0.8+0.5×0.8)+30%×100=56+30=86 points

[0119] This application embodiment conducts a comprehensive correlation analysis between throttle stability parameters and average throttle opening during the stroke to evaluate driving behavior from multiple dimensions, obtaining accurate driving behavior monitoring results. This helps drivers and operators improve driving habits, optimize the driving experience, and prevent potential dangers of aggressive driving.

[0120] Reference Figure 6 The diagram shows a structural schematic of a driving behavior monitoring device according to an embodiment of this application. The device includes:

[0121] The parameter acquisition module 201 is used to acquire the vehicle's throttle parameters and road parameters by adopting a preset monitoring cycle in response to determining that the vehicle is in the driving state of the target journey; wherein, the throttle parameters include throttle opening and throttle control time;

[0122] The throttle detection module 202 is used to calculate the dynamic throttle opening threshold of the current monitoring period based on the road parameters of the current monitoring period, and use the throttle opening, the dynamic throttle opening threshold and the throttle control time to detect the throttle state and determine whether the vehicle is in a stable throttle state.

[0123] The parameter determination module 203 is used to determine the number of throttle stabilizations, the throttle stabilization duration, and the average throttle opening for the vehicle's target stroke, based on the throttle opening and throttle control time of each cycle, when the vehicle is determined to be in a throttle stabilization state.

[0124] The monitoring result module 204 is used to generate driving behavior monitoring results for the vehicle's target journey based on the number of times the throttle stabilizes, the duration of the throttle stabilization, and the average throttle opening.

[0125] Furthermore, the parameter acquisition module 201 includes:

[0126] The first acquisition submodule is used to acquire the driving time of the vehicle on the target trip. If the driving time is greater than zero, it is determined that the vehicle is in the driving state of the target trip.

[0127] The second acquisition submodule is used to acquire the throttle parameters and road parameters of the previous monitoring cycle in response to determining that the vehicle is in the driving state of the target journey.

[0128] The third acquisition submodule is used to initialize the throttle parameters and road parameters of the previous monitoring cycle according to the preset calibration values, and to acquire the throttle parameters and road parameters of the vehicle in the current monitoring cycle.

[0129] Furthermore, the throttle detection module 202 includes:

[0130] The first determining submodule is used to determine the dynamic throttle opening threshold for the current monitoring period based on the road type and road slope in the road parameters of the current monitoring period.

[0131] The comparison submodule is used to calculate the initial throttle opening and the current throttle opening of the current monitoring cycle to obtain the opening difference, and compare the opening difference with the dynamic throttle opening threshold.

[0132] The calculation submodule is used to calculate the initial throttle control time and the current throttle control time of the current monitoring cycle and obtain the time difference when the opening difference is less than the dynamic throttle opening threshold.

[0133] The second determining submodule is used to determine that the vehicle is in a stable throttle state when the time difference is greater than a preset threshold.

[0134] Furthermore, the first determining submodule includes:

[0135] The determining unit is used to determine the road type in the road parameters of the current monitoring period, and obtain the first throttle opening threshold corresponding to the road type according to the pre-set correspondence between the road type and the first throttle opening threshold.

[0136] The first calculation unit is used to perform linear calculations using the first throttle opening threshold corresponding to the road type and the road slope to obtain the dynamic throttle opening threshold for the current monitoring period.

[0137] Furthermore, the parameter determination module 203 includes:

[0138] The first recording submodule is used to count the throttle stability state of the current monitoring period and record the time difference of the throttle control time in the throttle stability state when it is determined that the vehicle is in a stable throttle state.

[0139] The accumulation submodule is used to accumulate the number of times the throttle is stable in each cycle of the target journey and the time difference of the throttle control time to obtain the number of times the throttle is stable and the duration of throttle stability in the target journey of the vehicle.

[0140] The second recording submodule is used to record the total number of throttle pedal presses and the total throttle opening based on the initial throttle opening and the current throttle opening of the current monitoring period, and to obtain the average throttle opening for the vehicle's target travel distance using the total number of throttle pedal presses and the total throttle opening.

[0141] Furthermore, the second recording submodule includes:

[0142] The first recording unit is used to determine the accelerator pedal action if the initial accelerator pedal opening and the current accelerator pedal opening are inconsistent when the current accelerator pedal opening is greater than zero in the current monitoring period, and to record the number of accelerator pedal presses.

[0143] The second recording unit is used to accumulate the number of accelerator pedal presses and the current accelerator pedal opening in each cycle of the target journey, and record the total number of accelerator pedal presses and the total accelerator pedal opening in the target journey of the vehicle.

[0144] The second calculation unit is used to calculate the average throttle opening of the vehicle's target travel distance by averaging the total number of throttle pedal presses and the total throttle opening.

[0145] Furthermore, the monitoring result module 204 includes:

[0146] The processing submodule is used to normalize and weight the number of throttle stabilizations, throttle stabilization duration, and average throttle opening for the vehicle's target travel.

[0147] The generation submodule is used to perform weighted fusion of the processed throttle stabilization times, throttle stabilization duration, and average throttle opening using a preset evaluation model to generate driving behavior monitoring results for the vehicle's target journey.

[0148] The driving behavior monitoring device provided in this application, in response to determining that the vehicle is in a driving state of a target journey, acquires the vehicle's throttle parameters and road parameters using a preset monitoring cycle, calculates the dynamic throttle opening threshold of the current monitoring cycle based on the road parameters of the current monitoring cycle, and uses the throttle opening, dynamic throttle opening threshold, and throttle control time to detect the throttle state and determine whether the vehicle is in a stable throttle state. If the vehicle is determined to be in a stable throttle state, the number of times the throttle is stabilized, the duration of throttle stabilization, and the average throttle opening of the vehicle's target journey are determined based on the throttle opening and throttle control time of each monitoring cycle. Based on the number of times the throttle is stabilized, the duration of throttle stabilization, and the average throttle opening of the vehicle's target journey, the driving behavior monitoring result of the vehicle's target journey is generated. This application embodiment monitors the dynamic changes of vehicle throttle through a periodic time window, adjusts the throttle opening threshold in real time based on road conditions, accurately determines the throttle stability, and solves the problem of high misjudgment rate of traditional fixed thresholds under complex road conditions. Through the correlation analysis between throttle stability parameters and average throttle opening during the stroke, it fully considers the dynamic characteristics of throttle changes during driving, quantifies the driver's control ability over the throttle, and further improves the accuracy of driving behavior monitoring results.

[0149] Reference Figure 7 This application also provides an electronic device, such as... Figure 7 As shown, it includes a processor 301, a communication interface 302, a memory 303, and a communication bus 304, wherein the processor 301, the communication interface 302, and the memory 303 communicate with each other through the communication bus 304.

[0150] Processor 301, memory 303 for storing processor-executable instructions;

[0151] The processor 301 is configured to execute the instructions to implement the driving behavior monitoring method described above:

[0152] In response to determining that the vehicle is in the driving state of the target journey, the vehicle's throttle parameters and road parameters are acquired using a preset monitoring cycle; wherein, the throttle parameters include throttle opening and throttle control time;

[0153] The dynamic throttle opening threshold for the current monitoring period is calculated based on the road parameters of the current monitoring period. The throttle opening, the dynamic throttle opening threshold, and the throttle control time are used to detect the throttle status and determine whether the vehicle is in a stable throttle state.

[0154] Once the vehicle is determined to be in a stable throttle state, the number of throttle stabilizations, the duration of throttle stabilization, and the average throttle opening are determined based on the throttle opening and throttle control time of each monitoring cycle for the vehicle's target travel distance.

[0155] Based on the number of times the throttle stabilizes, the duration of throttle stabilization, and the average throttle opening during the vehicle's target journey, driving behavior monitoring results for the vehicle's target journey are generated.

[0156] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not mean that there is only one bus or one type of bus.

[0157] The communication interface is used for communication between the aforementioned terminal and other devices.

[0158] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0159] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0160] In another embodiment provided in this application, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements any of the driving behavior monitoring methods described in the above embodiments.

[0161] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk (SSD)).

[0162] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0163] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0164] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of protection of this application.

Claims

1. A method for monitoring driving behavior, characterized in that, The method includes: In response to determining that the vehicle is in the driving state of the target journey, the vehicle's throttle parameters and road parameters are acquired using a preset monitoring cycle; wherein, the throttle parameters include throttle opening and throttle control time; The dynamic throttle opening threshold for the current monitoring period is calculated based on the road parameters of the current monitoring period. The throttle opening, the dynamic throttle opening threshold, and the throttle control time are used to detect the throttle state and determine whether the vehicle is in a stable throttle state. The road parameters include road type and road slope. The road type includes highways, urban paved roads, unpaved roads, and mountain roads. The calculation of the dynamic throttle opening threshold for the current monitoring period based on the road parameters of the current monitoring period includes: determining the road type in the road parameters of the current monitoring period; obtaining the first throttle opening threshold corresponding to the road type according to the pre-set correspondence between road type and throttle opening threshold; and performing linear calculation using the first throttle opening threshold corresponding to the road type and the road slope to obtain the dynamic throttle opening threshold for the current monitoring period. Once the vehicle is determined to be in a stable throttle state, the number of throttle stabilizations, the duration of throttle stabilization, and the average throttle opening are determined based on the throttle opening and throttle control time of each monitoring cycle for the vehicle's target travel distance. Based on the number of times the throttle stabilizes, the duration of throttle stabilization, and the average throttle opening during the vehicle's target journey, driving behavior monitoring results for the vehicle's target journey are generated.

2. The method according to claim 1, characterized in that, In response to determining that the vehicle is in a driving state of the target journey, the vehicle's throttle parameters and road parameters are acquired using a preset monitoring period, including: Obtain the vehicle's travel time on the target route. If the travel time is greater than zero, determine that the vehicle is in the travel state of the target route. In response to determining that the vehicle is in the driving state of the target journey, the throttle parameters and road parameters of the previous monitoring cycle are obtained; The throttle and road parameters of the previous monitoring cycle are initialized according to the preset calibration values, and the throttle and road parameters of the vehicle in the current monitoring cycle are obtained.

3. The method according to claim 1, characterized in that, The process of calculating the dynamic throttle opening threshold for the current monitoring period based on road parameters, and using the throttle opening, the dynamic throttle opening threshold, and the throttle control time to detect the throttle state and determine whether the vehicle is in a stable throttle state includes: Based on the road type and road slope in the road parameters of the current monitoring period, determine the dynamic throttle opening threshold for the current monitoring period; The difference between the initial throttle opening and the current throttle opening in the current monitoring period is calculated to obtain the opening difference value, and the opening difference value is compared with the dynamic throttle opening threshold. If the opening difference is less than the dynamic throttle opening threshold, the difference between the initial throttle control time and the current throttle control time of the current monitoring cycle is calculated to obtain the time difference. If the time difference is greater than a preset threshold, the vehicle is determined to be in a stable throttle state.

4. The method according to claim 1, characterized in that, The process of determining the number of throttle stabilization cycles, the duration of throttle stabilization, and the average throttle opening for the vehicle's target travel distance, based on the throttle opening and throttle control time in each cycle, when the vehicle is determined to be in a stable throttle state, includes: Once it is determined that the vehicle is in a stable throttle state, the stable throttle states of the current monitoring period are counted, and the time difference of the throttle control time in the stable throttle state is recorded. The number of times the throttle stabilizes and the time difference of the throttle control time in each cycle of the target journey are accumulated to obtain the number of times the throttle stabilizes and the duration of the throttle stabilization during the vehicle's target journey. Based on the initial throttle opening and the current throttle opening of the current monitoring period, record the total number of throttle pedal presses and the total throttle opening. Using the total number of throttle pedal presses and the total throttle opening, obtain the average throttle opening for the vehicle's target travel distance.

5. The method according to claim 4, characterized in that, The process of recording the total number of throttle presses and the total throttle opening based on the initial throttle opening and the current throttle opening during the current monitoring period, and using the total number of throttle presses and the total throttle opening to obtain the average throttle opening for the vehicle's target travel distance, includes: If the current throttle opening is greater than zero in the current monitoring period, and the initial throttle opening and the current throttle opening are inconsistent, then it is determined to be a throttle pedaling behavior, and the number of throttle pedaling times is recorded. The number of accelerator pedal presses and the current accelerator pedal opening are accumulated in each cycle of the target travel, and the total number of accelerator pedal presses and the total accelerator pedal opening are recorded for the vehicle's target travel. The average throttle opening for the vehicle's target travel distance is obtained by averaging the total number of throttle pedal presses and the total throttle opening.

6. The method according to claim 1, characterized in that, The process of generating driving behavior monitoring results for the vehicle's target journey based on the number of times the throttle was stabilized, the duration of throttle stabilization, and the average throttle opening includes: The number of throttle stabilizations, throttle stabilization duration, and average throttle opening of the vehicle's target travel distance are normalized and weighted. A pre-set evaluation model is used to weight and fuse the processed throttle stabilization times, throttle stabilization duration, and average throttle opening to generate driving behavior monitoring results for the vehicle's target journey.

7. A driving behavior monitoring device, characterized in that, The device includes: The parameter acquisition module is used to acquire the vehicle's throttle parameters and road parameters by adopting a preset monitoring cycle in response to determining that the vehicle is in the driving state of the target journey; wherein, the throttle parameters include throttle opening and throttle control time; The throttle detection module is used to calculate the dynamic throttle opening threshold for the current monitoring period based on road parameters of the current monitoring period. It uses the throttle opening, the dynamic throttle opening threshold, and the throttle control time to detect the throttle state and determine whether the vehicle is in a stable throttle state. The road parameters include road type and road slope. The road type includes highways, paved urban roads, unpaved roads, and mountain roads. The calculation of the dynamic throttle opening threshold based on the road parameters of the current monitoring period includes: determining the road type in the road parameters of the current monitoring period; obtaining a first throttle opening threshold corresponding to the road type based on a pre-set correspondence between road type and throttle opening threshold; and performing linear calculation using the first throttle opening threshold corresponding to the road type and the road slope to obtain the dynamic throttle opening threshold for the current monitoring period. The parameter determination module is used to determine the number of throttle stabilizations, the duration of throttle stabilization, and the average throttle opening for the vehicle's target travel, based on the throttle opening and throttle control time of each cycle, when the vehicle is in a throttle stabilization state. The monitoring results module is used to generate driving behavior monitoring results for the vehicle's target journey based on the number of times the throttle stabilizes, the duration of the throttle stabilization, and the average throttle opening.

8. An electronic device, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to execute the instructions to implement the driving behavior monitoring method as described in any one of claims 1 to 6.

9. A readable storage medium, characterized in that, A computer program is stored on the readable storage medium, which, when executed by a processor, implements the driving behavior monitoring method as described in any one of claims 1 to 6.

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