Vehicle drift behavior real-time evaluation method and device based on GPS-INS device and medium

Abstract

The invention relates to the technical field of vehicle driving behavior quantitative evaluation, in particular to a vehicle drifting behavior real-time evaluation method and device based on GPS-INS equipment and a medium. Respectively designing a scoring mechanism, wherein an extra scoring region is quantized and scored from four dimensions of speed, angle, distance and area; a common area adopts a score deduction system, scores are deducted according to the slip angle stability, the average value, the speed and the out-of-bound condition, and finally the total score is calculated. According to the method, accurate quantitative evaluation of the drift action can be realized through GPS-INS fusion data, score fluctuation caused by judgment experience difference is eliminated, millisecond-level real-time feedback and cloud visualization are supported, and competition fairness and ornamental value are remarkably improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of quantitative evaluation of vehicle driving behavior, and in particular relates to a real-time evaluation method, device and medium for vehicle drift behavior based on GPS-INS equipment. Background Art

[0002] With the rapid development of motorsports culture and the professionalization of competitive events, drifting, a challenging driving skill and competitive sport, has become a core element of competition fairness and entertainment. Drifting originated from street racing in the late 20th century and has now become a core sport in global professional competitions, such as D1 Grand Prix and Formula Drift. Its scoring criteria require a comprehensive assessment of multiple metrics, including lateral slip angle, trajectory continuity, speed control, and maneuver creativity. However, existing drift scoring methods rely primarily on subjective judgment by human judges, supplemented by objective data collection using the Performance Box tool developed by Racelogic. In practice, human judges visually observe vehicle posture, smoke density, whether the vehicle enters the scoring zone, and on-site perception of engine noise and tire friction to determine scores. Performance Box, on the other hand, provides supplementary scoring support by collecting certain vehicle parameters.

[0003] Existing technology has significant flaws: First, manual referee scoring is easily affected by experience differences, resulting in large fluctuations in scores. It also lacks instantaneous output, impacting the pace of competition and spectator experience. Furthermore, it only observes surface phenomena and lacks analysis of underlying dynamic parameters. Second, while the Performance Box can display some vehicle parameters, it cannot directly visualize scores or provide real-time vehicle position information to detect out-of-bounds or in-scoring zones. These issues limit the objectivity, real-time nature, and accuracy of drift scoring.

[0004] Based on the demand for intelligent upgrades in competitive events, there is an urgent need for a scoring method that can achieve accurate grading and real-time feedback of drift actions by integrating multi-dimensional data, so as to solve the problems of large subjective errors, poor real-time performance and insufficient analysis of deep dynamic parameters in existing technologies.

[0005] This paper proposes a real-time scoring method for vehicle drift behavior based on GPS-INS devices. The method aims to build a quantitative evaluation model by integrating high-precision data collected by GPS-INS devices, thereby improving the objectivity and standardization of scoring. Meanwhile, the method achieves millisecond-level scoring result output and dynamic score visualization, providing technical support for the fairness and viewing experience of drift events. Summary of the Invention

[0006] This paper addresses the shortcomings of existing drift scoring technologies, including scoring fluctuations caused by differences in referee experience, the inability to output results in real time, and the lack of in-depth dynamic parameter analysis. By proposing a real-time vehicle drift scoring method based on GPS-INS devices, this method achieves precise quantitative assessment and real-time feedback of vehicle drift behavior through multi-dimensional parameter fusion and dynamic model construction.

[0007] The present invention achieves the above-mentioned object through the following technical solution: a real-time evaluation method of vehicle drift behavior based on GPS-INS equipment, which comprises the following steps: S1. Obtain a drift map and divide the drift map into a normal scoring area and an extra scoring area; S2. Scoring during driving, including scoring in the extra scoring area and scoring in the normal scoring area; S21. The score of the extra scoring area includes the area score generated by the area where the head / tail of the vehicle overlaps with the extra scoring area. , the angle score generated by the angle between the vehicle heading angle and the road tangent direction when the vehicle is driving in the extra scoring area , Speed ​​score when the vehicle is driving in the extra scoring area , and the distance score generated by the distance between the vehicle's head / tail and the inside of the extra scoring area ; Total score of the extra scoring area for: ; in, is the calibrable coefficient of each scoring part; is the maximum score of the additional scoring area; S22: The general scoring area is scored using a deduction system, including segmented side slip angle stability deductions. Points deducted from the average side slip angle , deduction of speed for the entire drift , Whether the vehicle is within the track boundary and generates out-of-bounds deduction points ; The total deduction points in the general scoring area for: ; in, is the maximum deduction in the general scoring area, ; S3. Calculate the total score for: .

[0008] Furthermore, when the vehicle is performing drifting, the inertial navigation system will send back data each time, and the corresponding area score will be calculated. , Angle score , speed score and distance score A single calculation of , where i = 1, 2, ..., N, N is the number of batches of data sent back by the inertial navigation system during the entire driving process.

[0009] Furthermore, the area score during the entire driving process , Angle score , speed score , and distance score All are the average values ​​of the corresponding single calculation scores; .

[0010] Furthermore, the area score The single calculation formula is: ; in, The ratio of the intersection area of ​​the front / rear set area and the extra scoring area to the area of ​​the front / rear set area; It is the percentage calibration quantity; It is the calibration quantity of the percentage of the score obtained under each area ratio.

[0011] Furthermore, the angle score The single calculation formula is: ; in, is the angle-based score, Score for angular stability; The angle between the vehicle heading angle and the road tangent direction and The ratio of If the vehicle experiences an "unstable rotation" phenomenon, the angle-based score The single score is calculated according to the following formula: ; in The threshold angle for when "unstable rotation" is considered to have occurred; If the vehicle does not experience "unstable rotation", the angle basic score The single score is calculated according to the following formula: ; in Angle and The calibration quantity of the ratio; It is the calibration quantity of the score percentage corresponding to each ratio segment; The angle stability score The single calculation formula is: ; in is the stability attenuation factor, ; is the angle score threshold; for arrive The number of inertial navigation data batches received in the time period; e is the natural logarithm constant.

[0012] Furthermore, the speed score The single calculation formula is: ; in, is the ratio of vehicle speed to reference fixed speed, is the ratio calibration quantity; It is the calibration value of the score percentage corresponding to each speed range.

[0013] Furthermore, the distance score The single calculation formula is: ; ; in, Set the maximum distance between the head / tail of the vehicle and the inside of the extra scoring area; For the ratio The calibration amount of is the score calibration quantity corresponding to each distance interval.

[0014] Furthermore, in the same batch of data sent back by the inertial navigation system, if one of the following situations occurs, the area score calculated for the batch of data will be , Angle score , speed score and distance score All are 0: (1) Speed ​​is less than the scoring threshold ; (2) Angle Less than the scoring threshold angle .

[0015] Furthermore, the side slip angle stability of the segment is deducted Points deducted from the average side slip angle The calculation method includes the following steps: S2211. Collecting sideslip angle data during vehicle driving, and forming a sideslip angle curve with time as the abscissa and the sideslip angle as the ordinate; S2212: Based on the graphical features of the drift map, a segmentation point is set at each turning point of the driving path to divide the driving path into a plurality of driving segments. A detection device is also set at each turning point to detect the specific time when the vehicle reaches or passes the turning point. The sideslip angle curve is divided into a plurality of segments based on the time when the vehicle sequentially passes the set turning points along the driving path. S2213. For each section of the sideslip angle curve, find adjacent maximum and minimum values, and then calculate the angle difference d between the maximum and minimum values. For each set of adjacent maximum and minimum values, an angle difference d is obtained. S2214: For each angle difference, a point deduction will be made for angle stability. , angle difference d and stability deduction The corresponding relationship is as follows: ; in, is the volatility interval calibration quantity; is the deduction score calibration amount for the corresponding volatility interval; S2215. For each section of the slip angle curve, calculate the ratio of the average slip angle of each section to the set reference average slip angle. ; According to the ratio Deduct the corresponding average value ,ratio Deduction from average The corresponding relationship is as follows: ; in, is the average sideslip angle interval calibration quantity; It is the calibration value of the deduction score corresponding to the average sideslip angle range.

[0016] Furthermore, the speed deduction points Based on the number of turnovers Calculation is performed. When the speed data sent back by the inertial navigation system is less than the reference minimum speed, it is considered an error. The number of errors is Add one, deduct one point and number of errors The relationship is as follows: ; in, is the calibration quantity of the error number interval; It is the calibration value of the deduction coefficient.

[0017] Furthermore, the out-of-bounds deduction According to the number of times the vehicle goes out of bounds The deduction calculation includes setting a reference driving path in the middle of the track on the drift map; calculating the distance between the center point of the vehicle and the reference driving path; when the distance is greater than half the width of the track, the vehicle is considered out of bounds, and the number of times the vehicle is out of bounds is counted. ; Number of out-of-bounds Points deducted for out-of-bounds The relationship is as follows: ; in The deduction coefficient is the calibration amount, and points will be deducted if the points are out of bounds. Maximum not exceeding .

[0018] Another object of the present invention is to provide an electronic device comprising a processor, a memory and a bus; the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate via the bus, and the machine-readable instructions are executed by the processor to execute the steps of the real-time evaluation method of vehicle drift behavior based on the GPS-INS device as described above.

[0019] Another object of the present invention is to provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, executes the steps of the method for real-time evaluation of vehicle drift behavior based on a GPS-INS device as described above.

[0020] The present invention provides a real-time evaluation method, device and medium for vehicle drift behavior based on GPS-INS equipment. The core of the present invention is to divide the track into a general area and an additional scoring area, and design a scoring mechanism for the two types of areas respectively. Among them, the additional scoring area scoring method comprehensively considers parameters in four dimensions: speed, angle parameters, the distance between the center of the front or rear of the vehicle and the boundary of the additional scoring area, and the area where the front or rear of the vehicle overlaps with the additional scoring area, and obtains the final score through quantitative calculation of each dimension; the general area scoring method adopts a deduction system, and deducts points based on parameters such as sideslip angle stability, average value, speed and out-of-bounds conditions. Furthermore, the total score is obtained by subtracting the deduction points in the general area from the score in the additional scoring area.

[0021] Compared with the prior art, the present invention's method, device, and medium for real-time vehicle drift behavior assessment based on GPS-INS devices offer the following advantages: By utilizing the GPS-INS device's dynamic drift scoring model, the existing scoring mechanism, which relies on manual interpretation or a single device parameter display, can be abandoned. This significantly reduces the operational costs and subjective errors of event judging, while also achieving the following technological breakthroughs: (1) Improved objectivity and standardization of scoring: A quantitative evaluation model for drift behavior is constructed based on GPS-INS fusion data to eliminate scoring fluctuations caused by differences in referee experience, thereby improving the objectivity and standardization of scoring; (2) Real-time feedback and enhanced visualization: Utilizing high-frequency data synchronization, it supports millisecond-level scoring output, and can directly display dynamic scores, vehicle positions, and track boundary status through the cloud platform, significantly enhancing real-time feedback and visualization capabilities, and resolving the problem that traditional devices (such as PerformanceBox) cannot visualize scores and position information in real time; (3) By comprehensively considering the vehicle's speed, the rate of change of the side angle, the distance, and the area ratio between the vehicle and the scoring area, the comprehensiveness and accuracy of the scoring are ensured, and the drift action can be accurately graded.

[0022] The present invention is applicable to fields such as professional drifting competitions, driving training, and vehicle performance testing, and can significantly improve the fairness and viewing experience of competitions while reducing operating costs and subjective errors. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 Schematic diagram of a drift reference map in an embodiment of the present invention; Figure 2 Figure 1 is a schematic diagram of scoring parameters for an additional scoring area in an embodiment of the present invention, wherein a) represents the speed of a vehicle when traveling within the additional scoring area; b) represents the sideslip angle of a vehicle when traveling within the additional scoring area; c) represents the distance between the head / tail of the vehicle and the inside of the additional scoring area when traveling within the additional scoring area; and d) represents the area of ​​overlap between the head / tail of the vehicle and the additional scoring area when traveling within the additional scoring area. Figure 3 This is a schematic diagram of the decomposition of the drift route in an embodiment of the present invention; Figure 4 Schematic diagram of a side slip angle curve in an embodiment of the present invention; Figure 5 Schematic diagram of boundary detection in an embodiment of the present invention. DETAILED DESCRIPTION

[0024] Example 1: This paper proposes a real-time scoring method for vehicle drift behavior based on GPS-INS equipment. Figures 1 to 5 The method's core principle lies in dividing the track into regular scoring areas and additional scoring areas, designing scoring mechanisms for each. Through real-time collection of vehicle driving parameters and calculation of multi-dimensional dynamic models, it achieves precise quantitative evaluation and immediate feedback on drift behavior.

[0025] In actual application, after the vehicle enters the track, the system first Figure 1 The displayed drift reference map determines the vehicle's position and determines whether it is in the normal scoring area or the extra scoring area. When the vehicle is in the extra scoring area, the system scores based on four parameters: speed, angle, distance, and area. In the normal scoring area, the system uses a penalty system to evaluate the vehicle's drift behavior. The total penalty is composed of four parts: sideslip angle stability penalty, sideslip angle average penalty, speed penalty, and out-of-bounds penalty.

[0026] This embodiment provides a real-time evaluation method for vehicle drift behavior based on GPS-INS equipment, which includes the following steps: S1. Obtain the drift map and divide the drift map into common scoring areas (such as Figure 1 Empty areas of the road on the map) and extra scoring areas (such as Figure 1 The shaded areas of the road on the map (①~⑦); The vehicle to be scored needs to drive according to the route specified in the drift map, otherwise it will not be able to obtain valid drift scores.

[0027] S2. Scoring during driving, including scoring in the extra scoring area and scoring in the normal scoring area.

[0028] The scoring method in this embodiment derives scores from two separate areas: the regular scoring area and the extra scoring area. When a vehicle enters a drift map and begins drifting, the regular scoring area is scored in real time. When the vehicle enters an extra scoring area, it receives additional points for that area. Furthermore, if the vehicle does not perform as expected, such as by traveling outside the track boundaries, jumping areas, driving too low, having a slip angle that is too small, or making excessive speed or slip angle corrections, corresponding points will be deducted.

[0029] Specifically: S21. The scoring method for the additional scoring area includes the following steps: S211. Set scoring dimensions, including four dimensions: the speed V of the vehicle when traveling in the extra scoring area, the angle θ, the distance L between the head / tail of the vehicle and the inside of the extra scoring area, and the area S that overlaps the head / tail of the vehicle with the extra scoring area; Figure 2 As shown in a) to d).

[0030] S212. Calculate the scores of the above four dimensions respectively, where the area score is recorded as , the angle score is recorded as , the speed score is recorded as , the distance score is recorded as .

[0031] (1) Area score The calculation formula is: ; in, The intersection area of ​​the front / rear set area and the extra scoring area, and the ratio of the front / rear set area area (such as Figure 2 (as shown in d)); is a calibration value for the proportion, used to distinguish different area proportions. In this embodiment, it is set to 0.2, 0.4, 0.6, and 0.8 respectively; is a calibration value of the fraction percentage obtained in each area ratio case, which is set to 0.4, 0.5, 0.6, 0.75, and 0.85 respectively in this embodiment.

[0032] When the area ratio x is 0, the score is When the proportion reaches When the score is , and so on, when the proportion reaches 1, the full score is 1 point. The scoring method can be modified by 、 Make corrections to calculate the most reasonable score. For example, for entertainment events, if you want everyone to score higher, you can The value can be adjusted a little higher, so that even if the intersection area is small, the score can be higher; for high-level competitions, the first few items of y (such as ) is adjusted to a smaller value, and the last two items (e.g. ) to distinguish the gap between masters.

[0033] The amount of area percentage data is consistent with the number of data batches obtained by the inertial navigation system (INS). That is, every time the INS transmits data back (usually 55 data per second), an area percentage data will be calculated as a fraction, i.e., a single area score. , the total area score during the entire driving process Score all single areas If the speed in the current inertial navigation data is less than the scoring threshold speed , or the angle is less than the scoring threshold angle , then the single area score is .

[0034] (2) Total angle score during the entire driving process Score based on angle and angular stability score Multiply together to get .

[0035] Angle-based score The calculation formula is: ; ; ; ; in, The angle between the vehicle heading angle and the road tangent direction (radians) and For example, in the figure eight drift set in this embodiment, the maximum ideal drift angle that the vehicle can achieve when cornering is 180°, which is a negative angle drift. is the calibration value of the angle ratio, which is used to distinguish different angle ratios. In this embodiment, it is set to 0.1, 0.2, 0.3, and 0.5 respectively; The percentage of the score corresponding to each ratio segment is set to 0.1, 0.2, 0.3, and 0.5 respectively in this embodiment; for example, when the vehicle angle (radian) is Ratio When it is 0, that is, when the angle between the vehicle's front and the road tangent direction is 0°, the score is When the ratio is When the interval is , and so on.

[0036] In the angle score, there are two additional scoring rules, namely, when the angle exceeds 180° when turning, the vehicle will rotate on the spot. In the terminology of drifting, this situation is called "spin". In this embodiment, the "spin" phenomenon is called "unstable rotation". The occurrence of this situation means that the driver of the vehicle has not controlled the posture of the vehicle body, which is a major mistake. Therefore, a threshold angle θ1 is set. This quantity represents that when the vehicle angle exceeds 180° after θ1, it can be determined that the vehicle has undergone an unstable rotation, that is, the score is 0; in addition, when the vehicle angle is in the range of 180°~(180°+θ1), it is determined that the vehicle has drifted through the corner in a perfect posture, and the full score is 1 point. Therefore, In addition to the above regular scores, there are two special scoring cases, namely: .

[0037] Angular stability score The calculation formula is: ; in is the stability attenuation factor, , The larger it is, the faster the score will drop if the angle is unstable; is the angle score threshold. When the vehicle angle is less than the threshold, the score is 0. for arrive The number of inertial navigation data batches received in the time period; e is the natural logarithm constant.

[0038] The amount of angle ratio data is consistent with the number of data batches obtained by the inertial navigation system (INS). That is, when the INS sends back data once (usually one second), There will be an angle ratio data calculated as a fraction, that is, a single angle score , the total angle score during the entire driving process Score all single angles If the speed in the current inertial navigation data is less than the scoring threshold speed , or the angle is less than the scoring threshold angle , then the single angle score is .

[0039] (3) Speed ​​score The calculation formula is: ; in, is the ratio of vehicle speed to reference fixed speed, is a proportional calibration quantity used to distinguish different vehicle speeds. In this embodiment, it is set to 0.2, 0.4, 0.6, and 0.8 respectively; is the calibration value of the score percentage corresponding to each speed range, which is set to 0.2, 0.4, 0.6, 0.8, and 0.9 respectively in this embodiment.

[0040] For example, the ratio of vehicle speed to a reference fixed speed When the speed is 0, the score is When the ratio is When within the interval, the score is , and so on, until the ratio reaches 1 or exceeds 1, that is, when the vehicle speed reaches the reference speed or exceeds the reference speed, the score is a full score of 1 point.

[0041] The amount of vehicle speed ratio data is consistent with the number of data batches obtained by the inertial navigation system (INS). That is, when the INS sends back data once (usually one second), Each data point has a speed ratio value calculated as a fraction, i.e., a single speed score. , the total speed score during the entire driving process Score all single speeds If the speed in the current inertial navigation data is less than the scoring threshold speed , or the angle is less than the scoring threshold angle , then the single speed score is .

[0042] (4) Distance score The calculation formula is: ; ; Where L is the distance between the center of the front / rear of the vehicle and the boundary of the extra scoring area (e.g. Figure 2 (as shown in c) in the figure), To set the maximum distance. is a proportional calibration quantity used to distinguish different distance situations. In this embodiment, it is set to 0.3, 0.5, 0.6, and 0.9 respectively; are the score calibration quantities corresponding to each distance interval, which are set to 0.2, 0.4, 0.6, 0.8, and 0.9 respectively in this embodiment.

[0043] For example, when When the distance between the center of the front / rear of the vehicle and the boundary of the extra scoring area exceeds the reference distance, the score is ,when When the score is When the center of the front / rear of the vehicle is close to the boundary of the extra scoring area (distance is 0), the score is 1 point.

[0044] The amount of data for the vehicle head / tail center distance ratio is consistent with the number of data batches obtained by the inertial navigation system (INS). That is, when the INS sends back data once (usually one second), There will be a distance ratio data calculated as a fraction, that is, a single distance score , the total distance score during the entire driving process Score all single distances If the speed in the current inertial navigation data is less than the scoring threshold speed , or the angle is less than the scoring threshold angle , then the single distance score is .

[0045] S213. Calculate the total score of the additional scoring area , the calculation formula is: ; in, is the calibrable coefficient of each score part, and in this embodiment, the value is 0.25; 、 、 、 are the single area score, single angle score, single speed score, and single distance score corresponding to each data transmitted back by the inertial navigation system. N is the number of batches of data transmitted back by the inertial navigation system during the entire driving process. It is the maximum bonus value of the extra scoring area, which can be set optimally according to the actual situation, for example Take 15 points, 18 points, 20 points, 22 points, 25 points, 30 points, etc.

[0046] S22. The general scoring area scoring method includes the following steps: This embodiment divides the scoring of the general scoring area into three parts: the average value and stability of the side slip angle of each segment, the speed of the entire drift, and the detection of whether the vehicle is within the track boundary. The scoring criteria for the general scoring area mainly adopts a deduction system. The details are as follows: (1) Part I: S221, Average Side Slip Angle and Stability Deduction Method includes: S2211. Collecting sideslip angle data during vehicle driving, and forming a sideslip angle curve with time as the abscissa and the sideslip angle as the ordinate; S2212. According to the graphic features of the drift map, a segmentation point is set at each turning point of the driving path to divide the driving path into a plurality of driving sections. A detection device is set at the turning point to detect the specific time when the vehicle reaches or passes the turning point, and the sideslip angle curve is divided into a plurality of sections according to the time when the vehicle passes through the set turning points in sequence along the driving path.

[0047] For example Figure 3 Shown in the figure eight drift map, point A is the first reversal point, point B is the second reversal point, and the figure eight drift map is divided into five sections, namely L1~L5, among which L1 is the section from outside the track to point A (the solid line shows the section in the figure), L2 is the section from point A to point B after going around the upper half circle (the dotted line shows the section in the figure), L3 is the section from point B to point B after going around a full circle (the short dashed line shows the section in the figure), L4 is the section from point B to point A after going around the lower half circle (the dotted line shows the section in the figure), and L5 is the section from point A to point A (the long dashed line shows the section).

[0048] The detection device then collects the time when the vehicle passes the starting point as t0, the time when it passes point A for the first time as t1, the time when it passes point B for the first time as t2, the time when it passes point B for the second time as t3, the time when it passes point A for the second time as t4, and the time when it passes the end point as t5.

[0049] At the time t0~t5 on the sideslip angle curve, the sideslip angle curve is divided into five corresponding sections, such as Figure 4 As shown. Subsequently, the stability and average value of the slip angles in these five sections are deducted.

[0050] During a complete figure-eight drift, the vehicle undergoes four directional changes near points A and B. These changes cause the vehicle's slip angle to change significantly, either from positive to negative or vice versa. A perfectly stable drift requires a nearly straight slip angle curve. However, the angular variations caused by the four directional changes near points A and B significantly impact the stability score. Therefore, this embodiment eliminates the directional change points from the traveled section when calculating slip angle deductions. The directional change points are then segmented, dividing the traveled section into sections based on the directional change points. This eliminates the impact of large directional change angles on the slip angle deductions.

[0051] S2213. For each section of the sideslip angle curve, find adjacent maximum and minimum values, and then calculate the angle difference d between the maximum and minimum values. For each set of adjacent maximum and minimum values, an angle difference d is obtained. S2214: For each angle difference, a point deduction will be made for angle stability. , angle difference d and stability deduction The corresponding relationship is as follows: ; in, The fluctuation interval calibration quantity is used to adjust the range and size of the interval. In this embodiment, the bits are set to 5, 9, 15, 20, and 30 respectively; The deduction score calibration amounts for the corresponding fluctuation intervals are set to 0, 1, 3, 5, 8, and 10 respectively in this embodiment.

[0052] For example, when the volatility is 0, points will be deducted. When the fluctuation volume is Points will be deducted between , and so on. The deduction has an upper limit, that is, when the fluctuation No matter how much greater than , the deduction points are .

[0053] S2215. For each section of the slip angle curve, calculate the ratio of the average slip angle of each section to the set reference average slip angle. ; According to the ratio Deduct the corresponding average value ,ratio Deduction from average The corresponding relationship is as follows: ; in, It is the average sideslip angle interval calibration value, used to adjust the range and size of the interval. In this embodiment, it is set to 0.1, 0.3, 0.7, 0.8, and 0.9. In order to calibrate the deduction points corresponding to the average sideslip angle interval, the positions are set to 10, 8, 7, 2, 1, and 0 in this embodiment.

[0054] For example, when the average slip angle is 0, points will be deducted. ; When the average slip angle is Between, buckle , and so on. The deduction has an upper limit, that is, when the average side slip angle No matter how much greater than , the deduction points are .

[0055] (2) Part II: S222. The method for deducting points for the entire drift speed includes: In this embodiment, the method of deducting points for the entire drift speed is calculated based on the number of mistakes. That is to say, by setting a reference minimum speed and comparing it with the speed data sent back by the inertial navigation at each time, if the current speed is less than the reference minimum speed, the number of mistakes will be deducted. Add one, deduct one point and number of errors The relationship is shown in the following formula: ; in, is the calibration quantity of the error number interval, which is used to adjust the size of different error number intervals. In this embodiment, it is set to 0, 150, 300, 450, and 500 respectively; is the calibration amount of the deduction coefficient, and in this embodiment, the bits are set to 0, 1, 2, 4, 8, and 10 respectively.

[0056] For example, when no error occurs, Points deducted ; When the number of errors is Points will be deducted during intervals , and so on. When the number of mistakes reaches or exceeds When the deduction limit is set In addition, when the vehicle speed is too low or is 0, which is lower than a set low speed, it can be determined that the vehicle may have unstable rotation. As long as this situation continues, for example, it occurs 10 times in one second, it is determined that the driver has made a major mistake and a set point (for example, 10 points) will be deducted at one time.

[0057] (3) Part III: S223. Methods for detecting whether a vehicle is within the track boundary include: Regarding the detection of whether the vehicle is within the track boundary, this embodiment sets a reference driving path located in the middle of the track and calculates the distance between the center point of the vehicle and the reference driving path to determine whether the vehicle is out of bounds. Figure 5 When the distance between the center point of the vehicle and the reference driving path is greater than half the width of the track, the vehicle is considered out of bounds and the number of times the vehicle is out of bounds is recorded. This embodiment is based on the number of times the vehicle goes out of bounds. To calculate the deduction points, the number of times out of bounds Points deducted for out-of-bounds The relationship is shown in the following formula: ; in The larger the value, the greater the deduction rate. points (e.g. maximum not exceeding 5 points).

[0058] S224. Calculate the total deduction points for the general scoring area for: ; in, Points were deducted for slip angle stability. Points are deducted for the average side slip angle. Points are deducted for speed. Points will be deducted for out of bounds. The deduction basis for all deduction items is: Therefore, the maximum deduction value is , for example 80 points, .

[0059] S3. Calculate the total score for: .

[0060] All the data used in the above embodiment, such as speed, yaw angle, sideslip angle, position and other information, are derived from the GPS-INS device or are calculated using data output by the device.

[0061] This embodiment further provides an electronic device, which includes a processor, a memory, and a bus.

[0062] The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor and the memory communicate via a bus. When the machine-readable instructions are executed by the processor, the steps of the above-mentioned method for real-time evaluation of vehicle drift behavior based on GPS-INS equipment can be implemented.

[0063] This embodiment also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the above-mentioned method for real-time evaluation of vehicle drift behavior based on GPS-INS equipment can be executed.

[0064] The system supports millisecond-level scoring output through high-frequency data synchronization and uploads the results to a cloud platform, dynamically displaying scores, vehicle positions, and track status. For example, in professional drifting competitions, referees can view information such as a vehicle's dynamic score, current position, and whether it has been out of bounds in real time through the cloud platform, significantly improving the fairness and viewing experience of the event. Furthermore, the system ensures comprehensive and accurate scoring by comprehensively considering multiple parameters such as speed, angle, distance, and area.

[0065] The specific implementation process of this invention also includes the following application scenarios. For example, in driving training, students can use the system to understand their drifting performance in real time and adjust their driving strategy based on the scoring feedback. In vehicle performance testing, testers can use the system to quantitatively evaluate the drifting capabilities of different models, thereby optimizing vehicle design. Furthermore, the system can also be used in virtual reality drift simulators, providing users with a more realistic drifting experience and scoring feedback.

[0066] Through the above-mentioned implementation, the present invention achieves precise quantitative assessment and real-time feedback of vehicle drift behavior, resolving existing issues such as scoring fluctuations caused by varying referee experience, the inability to immediately output results, and the lack of in-depth dynamic parameter analysis. This system not only improves the objectivity and standardization of scoring but also significantly enhances real-time feedback and visualization capabilities. It is suitable for professional drift competitions, driver training, and vehicle performance testing, possessing broad application prospects and practical value.

[0067] For those skilled in the art, several variations and improvements can be made without departing from the inventive concept of the present invention, and all of these fall within the scope of protection of the present invention.

Claims

1. A real-time evaluation method for vehicle drift behavior based on GPS-INS equipment, characterized by: It includes the following steps: S1. Obtain a drift map and divide the drift map into a normal scoring area and an extra scoring area; S2. Scoring during driving, including scoring in the extra scoring area and scoring in the normal scoring area; S21. The score of the extra scoring area includes the area score generated by the area where the head / tail of the vehicle overlaps with the extra scoring area. , the angle score generated by the angle between the vehicle heading angle and the road tangent direction when the vehicle is driving in the extra scoring area , Speed ​​score when the vehicle is driving in the extra scoring area , and the distance score generated by the distance between the vehicle's head / tail and the inside of the extra scoring area ; Total score of the extra scoring area for: ； in, is the calibrable coefficient of each scoring part; is the maximum score of the additional scoring area; S22: The general scoring area is scored using a deduction system, including segmented side slip angle stability deductions. Points deducted from the average side slip angle , deduction of speed for the entire drift , Whether the vehicle is within the track boundary and generates out-of-bounds deduction points ; The total deduction points in the general scoring area for: ； in, is the maximum deduction in the general scoring area, ; S3. Calculate the total score for: .

2. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment as claimed in claim 1, characterized in that: When the vehicle is performing drifting, the inertial navigation system will send back data each time, and the corresponding area score will be calculated. , Angle score , speed score and distance score A single calculation of , where i = 1, 2, ..., N, N is the number of batches of data sent back by the inertial navigation system during the entire driving process.

3. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment as claimed in claim 2, characterized in that: Area score during the entire driving process , Angle score , speed score , and distance score All are the average values ​​of the corresponding single calculation scores; 。 4. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment as claimed in claim 2, characterized in that: The area score The single calculation formula is: ； in, The ratio of the intersection area of ​​the front / rear set area and the extra scoring area to the area of ​​the front / rear set area; It is the percentage calibration quantity; It is the calibration quantity of the percentage of the score obtained under each area ratio.

5. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment as claimed in claim 2, characterized in that: The angle score The single calculation formula is: ； in, is the angle-based score, Score for angular stability; The angle between the vehicle heading angle and the road tangent direction and The ratio of If the vehicle experiences an "unstable rotation" phenomenon, the angle-based score The single score is calculated according to the following formula: ； in The threshold angle for when "unstable rotation" is considered to have occurred; If the vehicle does not experience "unstable rotation", the angle-based score The single score is calculated according to the following formula: ； in Angle and The calibration quantity of the ratio; It is the calibration quantity of the score percentage corresponding to each ratio segment; The angle stability score The single calculation formula is: ； in is the stability attenuation factor, ; is the angle score threshold; for arrive The number of inertial navigation data batches received in the time period; e is the natural logarithm constant.

6. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment as claimed in claim 2, characterized in that: The speed score The single calculation formula is: ； in, is the ratio of vehicle speed to reference fixed speed, is the ratio calibration quantity; It is the calibration value of the score percentage corresponding to each speed range.

7. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment according to claim 2, wherein: The distance score The single calculation formula is: ； ； in, Set the maximum distance between the head / tail of the vehicle and the inside of the extra scoring area; For the ratio The calibration amount of is the score calibration quantity corresponding to each distance interval.

8. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment as claimed in claim 2, characterized in that: In the same batch of data sent back by the inertial navigation system, if one of the following situations occurs, the area score calculated for the batch of data is , Angle score , speed score and distance score All are 0: (1) Speed ​​is less than the scoring threshold ; (2) Angle Less than the scoring threshold angle .

9. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment according to claim 1, wherein: Side slip angle stability deduction for the segment Points deducted from the average side slip angle The calculation method includes the following steps: S2211. Collecting sideslip angle data during vehicle driving, and forming a sideslip angle curve with time as the abscissa and the sideslip angle as the ordinate; S2212: Based on the graphical features of the drift map, a segmentation point is set at each turning point of the driving path to divide the driving path into a plurality of driving segments. A detection device is also set at each turning point to detect the specific time when the vehicle reaches or passes the turning point. The sideslip angle curve is divided into a plurality of segments based on the time when the vehicle sequentially passes the set turning points along the driving path. S2213. For each section of the sideslip angle curve, find adjacent maximum and minimum values, and then calculate the angle difference d between the maximum and minimum values. For each set of adjacent maximum and minimum values, an angle difference d is obtained. S2214: For each angle difference, a point deduction will be made for angle stability. , angle difference d and stability deduction The corresponding relationship is as follows: ； in, is the volatility interval calibration quantity; is the deduction score calibration amount for the corresponding volatility interval; S2215: For each section of the slip angle curve, calculate the ratio aa of the average slip angle of each section to the set reference average slip angle; deduct the corresponding average value based on the ratio aa. , the ratio aa and the average value are deducted The corresponding relationship is as follows: ； in, is the average sideslip angle interval calibration quantity; It is the calibration value of the deduction score corresponding to the average sideslip angle range.

10. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment according to claim 1, characterized in that: Speed ​​deduction points Based on the number of turnovers Calculation is performed. When the speed data sent back by the inertial navigation system is less than the reference minimum speed, it is considered an error. The number of errors is Add one, deduct one point and number of errors The relationship is as follows: ； in, is the calibration quantity of the error number interval; It is the calibration value of the deduction coefficient.

11. The method for real-time assessment of vehicle drift behavior based on GPS-INS equipment according to claim 1, characterized in that: The out-of-bounds deduction According to the number of times the vehicle goes out of bounds To calculate the deduction points; and includes setting a reference driving path located in the middle of the track on the drift map; Calculate the distance between the center point of the vehicle and the reference driving path; when the distance is greater than half the width of the track, the vehicle is considered out of bounds, and the number of times the vehicle is out of bounds is counted. ; Number of out-of-bounds Points deducted for out-of-bounds The relationship is as follows: ； in The deduction coefficient is the calibration amount, and points will be deducted if the points are out of bounds. Maximum not exceeding .

12. An electronic device, characterized in that: Includes processor, memory and bus; The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via a bus, and the machine-readable instructions are executed by the processor to execute the steps of the real-time evaluation method for vehicle drift behavior based on a GPS-INS device as described in any one of claims 1 to 11.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which, when executed by a processor, executes the steps of the method for real-time evaluation of vehicle drift behavior based on a GPS-INS device according to any one of claims 1 to 11.

Images