Real-time evaluation method, device and medium for vehicle drifting behavior based on GPS-INS equipment

Abstract

The present application relates to the technical field of vehicle driving behavior quantitative evaluation, especially to a kind of vehicle drift behavior real-time evaluation method, equipment and medium based on GPS-INS equipment, it includes track is divided into ordinary area and additional score area, respectively design scoring mechanism: additional score area is quantified from four dimensions of speed, angle, distance and area Score;Ordinary area adopts deduction system, according to lateral angle stability, average, speed and out-of-bounds situation deduction, finally calculate total score.The application can realize the accurate quantitative evaluation of drift action by GPS-INS fusion data, eliminate the scoring fluctuation caused by the difference of judges' experience, support millisecond-level real-time feedback and cloud visualization, significantly improve the fairness and watchability of the event.

Description

Technical Field

[0001] This invention belongs to the field of vehicle driving behavior quantitative assessment technology, and in particular relates to a method, device and medium for real-time assessment of vehicle drift behavior based on GPS-INS equipment. Background Technology

[0002] With the rapid development of motorsport culture and the professionalization of competitive events, drifting, as a highly difficult driving skill and competitive sport, has seen its judging system gradually become a core element of the fairness and entertainment value of competitions. Drifting originated in street racing culture at the end of the 20th century and has now become a core competitive event in global professional racing events (such as D1 Grand Prix and Formula Drift). Its scoring criteria require a comprehensive evaluation of multiple dimensions, including the vehicle's lateral slip angle, trajectory continuity, speed control, and the creativity of the maneuvers. However, existing drift scoring methods primarily rely on subjective judgment by human referees, supplemented by objective data collection using the Performance Box tool developed by Racelogic. In practical applications, human referees score by visually observing vehicle posture, smoke density, whether the vehicle enters the scoring zone, and by perceiving phenomena such as engine noise and tire friction sounds, while Performance Box provides auxiliary scoring support by collecting some vehicle parameters.

[0003] Existing technologies have significant drawbacks: Firstly, human referee scoring is easily influenced by experience differences, leading to large fluctuations in scores. Furthermore, the inability to provide results instantly impacts the pace of the race and the audience experience, and it only observes surface phenomena, lacking analysis of deeper dynamic parameters. Secondly, while Performance Box can display some vehicle parameters, it cannot directly visualize scores or provide real-time vehicle position information to detect whether a vehicle has gone out of bounds or entered a scoring zone. These issues limit the objectivity, real-time nature, and accuracy of drift scoring.

[0004] Based on the need for intelligent upgrading of competitive events, there is an urgent need for a scoring method that can accurately classify drift movements and provide real-time feedback by integrating multi-dimensional data, in order to solve the problems of large subjective errors, poor real-time performance, and insufficient analysis of deep dynamic parameters in existing technologies.

[0005] This invention proposes a real-time scoring method for vehicle drifting behavior based on GPS-INS devices. It aims to improve the objectivity and standardization of scoring by integrating high-precision data collected by GPS-INS devices to build a quantitative evaluation model. At the same time, it achieves millisecond-level scoring results output and dynamic score visualization, providing technical support for the fairness and entertainment value of drifting competitions. Summary of the Invention

[0006] This invention addresses the shortcomings of existing drift scoring techniques, including score fluctuations due to differences in referee experience, the inability to output results in real time, and the lack of in-depth dynamic parameter analysis. It proposes a real-time vehicle drift behavior scoring method based on GPS-INS devices. This method achieves accurate quantitative assessment and real-time feedback of vehicle drift behavior through multi-dimensional parameter fusion and dynamic model construction.

[0007] This invention achieves the above objective through the following technical solution: a real-time assessment method for vehicle drift behavior based on GPS-INS equipment, comprising the following steps:

[0008] S1. Obtain the drift map and divide it into normal scoring areas and extra scoring areas;

[0009] S2. Scoring during driving, including scores for extra scoring areas and scores for regular scoring areas;

[0010] S21, The score for the additional scoring area includes the area score generated by the area where the front / rear of the vehicle overlaps with the additional scoring area. Angle score is awarded based on the angle between the vehicle's heading angle and the road tangent direction when the vehicle is traveling within the bonus scoring area. Speed ​​score when the vehicle travels in the extra score area And the distance score generated by the distance between the front / rear of the vehicle and the inside of the extra scoring area. The total score for the additional scoring area for:

[0011] ;

[0012] in, These are the calibrable coefficients for each score component; The maximum score for the additional score region;

[0013] S22. The scoring of the ordinary scoring area adopts a deduction system, including deductions for segmented sideslip angle stability. Deduct points from the average side slip angle Deduction of points based on the speed of the entire drift. Whether the vehicle was outside the track boundaries and incurred a penalty for going out of bounds. Total deductions for the general scoring area for:

[0014] ;

[0015] in, This represents the maximum deduction for the normal scoring area. ;

[0016] S3. Calculate the total score for: .

[0017] Furthermore, during the vehicle's drifting maneuver, the inertial navigation system generates an area score for each data transmission. Angle Score Speed ​​score and distance score The single calculation is given by i = 1, 2, ..., N, where N is the number of batches of data transmitted back by the inertial navigation system during the entire driving process.

[0018] Furthermore, the area score throughout the entire driving process. Angle Score Speed ​​score and distance score All scores are the average of the scores from a single calculation.

[0019] .

[0020] Furthermore, the area score The formula for a single calculation is:

[0021] ;

[0022] in, The ratio of the area of ​​the intersection between the designated area for the front / rear of the vehicle and the area of ​​the extra scoring area to the area of ​​the designated area for the front / rear of the vehicle. As a percentage standard; This is a standardized quantity representing the percentage of the fraction obtained under various area proportions.

[0023] Furthermore, the angle score The formula for a single calculation is:

[0024] ;

[0025] in, The score is based on the angle. Scoring is given for angular stability; The angle between the vehicle's heading angle and the direction of the road tangent. and The ratio;

[0026] If the vehicle experiences "unstable rotation," then the aforementioned angle-based score will be... The score for a single test is calculated using the following formula:

[0027] ;

[0028] in The threshold angle at which "unstable rotation" is considered to occur;

[0029] If the vehicle does not experience "unstable rotation", then the basic score for the angle is... The score for a single test is calculated using the following formula:

[0030] ;

[0031] in Angle and Standardization of the ratio; The calibrated value is the percentage of the score corresponding to each ratio segment;

[0032] The angle stability score The formula for a single calculation is:

[0033] ;

[0034] in For stability decay factor, ; This is the threshold value for the angle score; for arrive The number of inertial navigation data batches received within the time period; e is the natural logarithm constant.

[0035] Furthermore, the speed score The formula for a single calculation is:

[0036] ;

[0037] in, The ratio of vehicle speed to a reference fixed speed. For proportional calibration; This is a calibrated value for the percentage of points corresponding to each speed range.

[0038] Furthermore, the distance score The formula for a single calculation is:

[0039] ;

[0040] ;

[0041] in, Set the maximum distance between the front / rear of the vehicle and the inside of the extra scoring area; For proportion calibrated quantity; The score scale corresponding to each distance interval.

[0042] Furthermore, in the same batch of data returned by the inertial navigation system, the area score calculated for that batch of data shall be determined if one of the following conditions is met. Angle Score Speed ​​score and distance score All are 0:

[0043] (1) Speed ​​less than the scoring threshold speed ;

[0044] (2) included angle Angle smaller than the scoring threshold .

[0045] Furthermore, the side slip angle stability of the segment is deducted. Deduct points from the average side slip angle The calculation method includes the following steps:

[0046] S2211. Collect the sideslip angle data during vehicle driving, and form a sideslip angle curve with time as the horizontal axis and sideslip angle as the vertical axis.

[0047] S2212. Based on the graphic features of the drift map, segmentation points are set at each turning point of the driving path to divide the driving path into multiple driving segments; and a detection device is set at the turning point to detect the specific time when the vehicle arrives at or passes the turning point, and the sideslip angle curve is divided into multiple segments according to the time when the vehicle passes through the set turning points in sequence according to the driving path.

[0048] S2213. For each segment of the lateral deflection curve, find the adjacent maxima and minima, and then calculate the angle difference d between the maxima and minima. For each pair of adjacent maxima and minima obtained, an angle difference d is obtained.

[0049] S2214. For each angular difference obtained, an angular stability deduction is performed. Angle difference d and stability deduction The correspondence is as follows:

[0050] ;

[0051] in, Define the range of fluctuations as a quantification; The deduction value is calibrated for the corresponding fluctuation range;

[0052] S2215. For each segment of the sideslip angle curve, calculate the ratio of the average sideslip angle of each segment to the set reference average sideslip angle. According to the ratio Deduct points from the corresponding average score. ,ratio Deduct points from average The correspondence is as follows:

[0053] ;

[0054] in, Quantitative values ​​for the average sideslip angle interval; The deduction values ​​are calibrated for the corresponding average side deflection angle interval.

[0055] Furthermore, the speed deduction Based on the number of errors The calculation is performed, and if the vehicle speed data returned by the inertial navigation system is less than the reference minimum vehicle speed, it is considered an error, and the number of errors is recorded. Add one point, deduct one point. Number of mistakes The relationship is as follows:

[0056] ;

[0057] in, This is a calibrated value for the range of error counts; This is the standard value of the deduction coefficient.

[0058] Furthermore, the out-of-bounds penalty... Based on the number of times the vehicle went out of bounds The system calculates points accordingly; it includes setting a reference driving path located in the middle of the track on the drift map; calculating the distance between the vehicle's center point and the reference driving path; when this distance is greater than half the track width, the vehicle is considered to be out of bounds, and the number of times the vehicle goes out of bounds is counted. Number of times out of bounds Points deducted for going out of bounds The relationship is as follows:

[0059] ;

[0060] in To set the deduction coefficient, points are deducted for exceeding the limit. Maximum not exceeding .

[0061] 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 communicates with the memory via the bus, and the machine-readable instructions are executed by the processor to perform the steps of the real-time vehicle drift behavior evaluation method based on a GPS-INS device as described above.

[0062] Another object of the present invention is to provide a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the real-time vehicle drift behavior assessment method based on a GPS-INS device as described above.

[0063] This invention discloses a method, device, and medium for real-time evaluation of vehicle drift behavior based on GPS-INS equipment. The core of this method lies in dividing the track into a normal zone and an extra-score zone, and designing scoring mechanisms for each zone. The extra-score zone scoring method comprehensively considers four dimensions of parameters: speed, angle parameters, the distance between the center of the car's front or rear and the boundary of the extra-score zone, and the area where the car's front or rear overlaps with the extra-score zone. The final score is obtained through quantitative calculation of each dimension. The normal zone scoring method employs a deduction system, applying deductions based on parameters such as sideslip angle stability, average value, speed, and boundary violations. Furthermore, the total score is obtained by subtracting the deductions from the normal zone from the extra-score zone score.

[0064] Compared with existing technologies, the beneficial effects of the present invention—a real-time vehicle drift behavior evaluation method, device, and medium based on GPS-INS devices—are that it can eliminate the scoring mechanism in existing technologies that relies on human experience or single device parameter display through the dynamic drift scoring model of GPS-INS devices, significantly reducing the operating costs and subjective errors of race judging, while achieving the following technological breakthroughs:

[0065] (1) Improved objectivity and standardization of scoring: A quantitative evaluation model of drifting action was 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;

[0066] (2) Real-time feedback and visualization enhancement: Utilizing high-frequency data synchronization, it supports millisecond-level scoring results output and can directly display dynamic scores, vehicle positions and track boundary status through the cloud platform, which significantly enhances real-time feedback and visualization capabilities and solves the problem that traditional devices (such as PerformanceBox) cannot visualize scores and position information in real time;

[0067] (3) By comprehensively considering the vehicle speed, side angle change rate, distance and the ratio of vehicle area to scoring area, the comprehensiveness and accuracy of the scoring are ensured, and the accurate classification of drifting action is achieved.

[0068] This invention is applicable to professional drifting competitions, driver training, and vehicle performance testing, and can significantly improve the fairness and entertainment value of competitions while reducing operating costs and subjective errors. Attached Figure Description

[0069] Figure 1 This is a schematic diagram of the drift reference map in an embodiment of the present invention;

[0070] Figure 2 This is a schematic diagram of the scoring parameters for the extra scoring area in an embodiment of the present invention, where a) shows the speed of the vehicle when it is traveling in the extra scoring area; b) shows the side slip angle of the vehicle when it is traveling in the extra scoring area; c) shows the distance between the front / rear of the vehicle and the inside of the extra scoring area when the vehicle is traveling in the extra scoring area; d) shows the area where the front / rear of the vehicle overlaps with the extra scoring area when the vehicle is traveling in the extra scoring area.

[0071] Figure 3 This is a schematic diagram of the drift path breakdown in an embodiment of the present invention;

[0072] Figure 4 This is a schematic diagram of the side slip angle curve in an embodiment of the present invention;

[0073] Figure 5 This is a schematic diagram of boundary detection in an embodiment of the present invention. Detailed Implementation

[0074] Example 1:

[0075] This invention proposes a real-time scoring method for vehicle drift behavior based on GPS-INS devices, by combining... Figures 1 to 5 The accompanying diagrams and specific implementation scenarios describe the implementation process and operating principles in detail. The core of this method lies in dividing the track into ordinary scoring areas and extra scoring areas, and designing scoring mechanisms for each. Through real-time collection of vehicle driving parameters and multi-dimensional dynamic model calculations, it achieves accurate quantitative evaluation and immediate feedback of drift behavior.

[0076] In practical applications, after a vehicle enters the track, the system first... Figure 1 The drift reference map shown indicates the vehicle's position and determines whether it is within the normal scoring zone or the extra scoring zone. When the vehicle is in the extra scoring zone, the system scores it based on four dimensions: speed, angle, distance, and area. In the normal scoring zone, the system uses a deduction system to evaluate the vehicle's drift behavior. The total deduction consists of four parts: sideslip stability deduction, average sideslip angle deduction, speed deduction, and out-of-bounds deduction.

[0077] This embodiment is a real-time assessment method for vehicle drift behavior based on GPS-INS devices, which includes the following steps:

[0078] S1. Obtain the drift map and divide it into normal scoring areas (e.g., ...). Figure 1 Blank areas on the map (roads) and extra score areas (such as...) Figure 1The shaded areas of the roads on the map are ①~⑦).

[0079] The vehicles to be scored must follow the route specified in the drift map; otherwise, they will not be able to obtain a valid drift score.

[0080] S2, the scoring during the driving process, which includes the score for the extra scoring area and the score for the regular scoring area.

[0081] The scoring method in this embodiment obtains scores from two parts: the normal scoring zone and the extra scoring zone. When a vehicle enters the drift map and drifts, the normal scoring zone provides real-time scoring. When the vehicle enters the extra scoring zone, it receives additional points for the corresponding area. Simultaneously, if the vehicle does not drive as expected, such as going out of track, jumping into jump areas, driving too slowly, having too small a sideslip angle, or having excessive speed or sideslip angle corrections, corresponding points will be deducted.

[0082] Specifically:

[0083] S21. The scoring method for additional score areas includes the following steps:

[0084] S211. Set the scoring dimensions, including four dimensions: the vehicle's speed V when traveling within the extra scoring area, the included angle θ, the distance L between the vehicle's front / rear and the inner side of the extra scoring area, and the area S where the vehicle's front / rear overlaps with the extra scoring area; for example... Figure 2 As shown in a)~d).

[0085] S212. Calculate the scores for the four dimensions mentioned above, where the area score is denoted as... The angle score is recorded as Speed ​​score is recorded as Distance score is recorded as .

[0086] (1) Area score The calculation formula is:

[0087] ;

[0088] in, The area of ​​the intersection between the designated area for the front / rear of the vehicle and the extra scoring area, and then the ratio of this area to the area of ​​the designated area for the front / rear of the vehicle (e.g., ...). Figure 2 (as shown in d) The percentage values ​​are used to distinguish different area percentages, and in this embodiment they are set to 0.2, 0.4, 0.6, and 0.8 respectively. The standard values ​​for the percentage fractions obtained under various area proportions are set to 0.4, 0.5, 0.6, 0.75, and 0.85 respectively in this embodiment.

[0089] When the area percentage x is 0, the score is: When the proportion reaches At that time, the score was And so on, until the percentage reaches 1, at which point the full score of 1 point is awarded. The scoring method can be modified by changing the standard value. , Adjustments are made to calculate the most reasonable score. For example, for recreational events, to increase scores, adjustments can be made to... Increasing the value slightly will result in a higher score even with a smaller intersection area; similarly, for high-level competitions, the first few terms of y (e.g.) can be adjusted. Turn it down a bit, the last two items (for example) Adjust the settings to differentiate the skill gap between top players.

[0090] The amount of area percentage data is consistent with the number of data batches acquired by the inertial navigation system (INS). In other words, every time the INS transmits data (usually 55 data points per second), an area percentage score is calculated, which is the area score for a single transmission. Total area score during the entire driving process For all single area scores The average value; if the velocity in the current inertial navigation data is less than the scoring threshold velocity. Or the included angle is smaller than the scoring threshold angle. Then the area score for this single round .

[0091] (2) Total angle score during the entire driving process Scoring based on angle With angular stability score Multiply them to get the result.

[0092] Angle base score The calculation formula is:

[0093] ;

[0094] ;

[0095] ;

[0096] ;

[0097] in, The angle between the vehicle's heading angle and the direction of the road tangent. (radians) and The ratio, for example, in the figure-eight drift set in this embodiment, the maximum ideal drift angle that the vehicle can achieve when turning is 180°, which is a negative angle drift. The calibrated values ​​for the angle ratio are used to distinguish between different angle ratios. In this embodiment, they are set to 0.1, 0.2, 0.3, and 0.5 respectively. The percentage values ​​for the scores corresponding to each ratio segment are set to 0.1, 0.2, 0.3, and 0.5 in this embodiment; for example, when the vehicle angle (in radians) is... ratio When the score is 0, that is, when the angle between the vehicle's front and the road tangent is 0°, the score is [missing value]. When the ratio is in When the interval is reached, the score is And so on.

[0098] In the angle scoring, there are two additional scoring rules. When the included angle exceeds 180° during a turn, the vehicle will spin in place. In drifting terminology, this is called a "spin," and in this embodiment, the "spin" phenomenon is referred to as "instability spin." This situation indicates that the driver has lost control of the vehicle's attitude, which is a major error. Therefore, a threshold angle θ1 is set. This value represents the angle when the vehicle's included angle exceeds 180°, θ1, indicating that the vehicle has experienced instability spin, and the score is 0. Furthermore, when the vehicle's included angle is within the range of 180° to (180° + θ1), the vehicle is considered to have drifted through the corner with perfect posture, and the score is the full 1 point. Therefore, In addition to the standard scoring methods mentioned above, there are two special scoring cases:

[0099] .

[0100] Angular stability score The calculation formula is:

[0101] ;

[0102] in For stability decay factor, , The larger the angle, the faster the score drops if the angle becomes unstable. This is the threshold value for scoring the included angle. When the included angle of the vehicle is less than the threshold value, the score is 0. for arrive The number of inertial navigation data batches received within the time period; e is the natural logarithm constant.

[0103] The amount of data for the angle ratio is consistent with the number of data batches acquired by the inertial navigation system (INS). In other words, when the INS transmits data once (usually once per second)... For each data point, the angle ratio will be used to calculate the score, i.e., the single angle score. Total angle score throughout the entire driving process Score for all single angles The average value; if the velocity in the current inertial navigation data is less than the scoring threshold velocity. Or the included angle is smaller than the scoring threshold angle. Then the single angle score .

[0104] (3) Speed ​​score The calculation formula is:

[0105] ;

[0106] in, The ratio of vehicle speed to a reference fixed speed. The proportional calibration values ​​are used to distinguish different vehicle speeds, and in this embodiment they are set to 0.2, 0.4, 0.6, and 0.8 respectively. The calibrated values ​​for the percentage of points corresponding to each speed range are set to 0.2, 0.4, 0.6, 0.8, and 0.9 in this embodiment.

[0107] For example, the ratio of vehicle speed to a reference fixed vehicle speed When the speed is 0, the score is 0. When the ratio is When the interval is within the range, the score is This continues until the ratio reaches or exceeds 1, which means the vehicle speed reaches or exceeds the reference speed, at which point the full score of 1 point is awarded.

[0108] The amount of data for the vehicle speed ratio is consistent with the number of data batches acquired by the inertial navigation system (INS). In other words, each time the INS transmits data (usually once per second)... Each data point will have a speed ratio score calculated as a percentage, i.e., a single speed score. Total speed score throughout the entire driving process Score for all single speed runs The average value; if the velocity in the current inertial navigation data is less than the scoring threshold velocity. Or the included angle is smaller than the scoring threshold angle. Then the speed score for this single run .

[0109] (4) Distance score The calculation formula is:

[0110] ;

[0111] ;

[0112] 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) To set the maximum distance. The scaling factor is used to distinguish different distances, and in this embodiment it is set to 0.3, 0.5, 0.6 and 0.9 respectively; The score scales corresponding to each distance interval are set to 0.2, 0.4, 0.6, 0.8, and 0.9 respectively in this embodiment.

[0113] For example when When the distance between the center of the front / rear of the car and the boundary of the extra scoring area exceeds the reference distance, the score is [missing information]. ,when At that time, the score was And so on. When the center of the front / rear of the vehicle is flush with the boundary of the extra scoring area (distance is 0), the score is a full 1 point.

[0114] The amount of data representing the ratio of the center distance between the front and rear of the vehicle is consistent with the number of data batches acquired by the inertial navigation system (INS). In other words, each time the INS transmits data (usually once per second)... For each data point, a distance ratio is calculated as a score, i.e., a single distance score. Total distance score during the entire driving process For all single distance scores The average value; if the velocity in the current inertial navigation data is less than the scoring threshold velocity. Or the included angle is smaller than the scoring threshold angle. Then the single distance score .

[0115] S213. Calculate the total score for the extra score area. The calculation formula is:

[0116] ;

[0117] in, The calibrable coefficients for each scoring component are all set to 0.25 in this embodiment; , , , These represent the single area score, single angle score, single speed score, and single distance score corresponding to each data transmission from the inertial navigation system, respectively, where N is the number of batches of data transmitted by the inertial navigation system during the entire driving process. The maximum bonus value for the extra score area can be optimally set according to the actual situation, for example... Scores can be 15, 18, 20, 22, 25, or 30.

[0118] S22. The scoring method for ordinary scoring areas includes the following steps:

[0119] This embodiment divides the scoring for the normal scoring area into three main parts: the average side slip angle and stability of each segment, the speed of the entire drift, and the detection of whether the vehicle remains within the track boundaries. The scoring standard for the normal scoring area primarily uses a deduction system. Details are as follows:

[0120] (1) Part 1: S221, Average Side Slip Angle and Stability Deduction Methods include:

[0121] S2211. Collect the sideslip angle data during vehicle driving, and form a sideslip angle curve with time as the horizontal axis and sideslip angle as the vertical axis.

[0122] S2212. Based on the graphic characteristics of the drift map, segmentation points are set at each reversal point of the driving path to divide the driving path into multiple driving segments; and a detection device is set at the reversal point to detect the specific time when the vehicle arrives at or passes through the reversal point, and the sideslip angle curve is divided into multiple segments according to the time when the vehicle passes through the set reversal points in sequence according to the driving path.

[0123] For example Figure 3 The image shows a figure-eight drift map. Point A is the first reversal point, and point B is the second reversal point. The figure-eight drift map is divided into five sections, L1 to L5. L1 is the section from outside the track to point A (shown by solid lines in the image). L2 is the section from point A to point B, going around the track for half a turn (shown by dotted lines in the image). L3 is the section from point B to point B, going around the track for a full turn and returning to point B (shown by short dashed lines in the image). L4 is the section from point B to point A, going around the track for half a turn (shown by dashed lines in the image). L5 is the section from point A to point B, exiting the track (shown by long dashed lines in the image).

[0124] Then the detection device 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 ending point as t5.

[0125] On the sideslip angle curve, corresponding to the time intervals t0 to t5, the curve is divided into five segments, such as... Figure 4 As shown in the figure. Subsequent calculations then deduct points from the stability and average value of the sideslip angle for each of the five segments.

[0126] During a complete figure-eight drift, four vehicle direction changes occur near points A and B. During these changes, the vehicle's sideslip angle undergoes a significant shift, changing from positive to negative or vice versa. Observing the curves, a perfect, stable drift requires a sideslip angle curve that approximates a straight line. However, the angle changes caused by the four direction changes near points A and B greatly affect the stability score. Therefore, in this embodiment, when calculating sideslip angle deductions, the direction change points in the driving segment are removed, and the driving segment is divided into segments based on these points for segmented deduction calculations. This eliminates the impact of the large angles caused by direction changes on the sideslip angle deduction calculation.

[0127] S2213. For each segment of the lateral deflection curve, find the adjacent maxima and minima, and then calculate the angle difference d between the maxima and minima. For each pair of adjacent maxima and minima obtained, an angle difference d is obtained.

[0128] S2214. For each angular difference obtained, an angular stability deduction is performed. Angle difference d and stability deduction The correspondence is as follows:

[0129] ;

[0130] in, The calibrated values ​​for the fluctuation range are used to adjust the range and size of the range. In this embodiment, the values ​​are set to 5, 9, 15, 20, and 30, respectively. To calibrate the deduction values ​​for the corresponding fluctuation ranges, this embodiment sets the values ​​to 0, 1, 3, 5, 8, and 10 respectively.

[0131] For example, when the volatility is 0, points are deducted. When the volatility is Points will be deducted during this period. And so on. A maximum limit is set for point deductions, i.e., when the fluctuation amount... At any time, regardless of the amount, points will be deducted. .

[0132] S2215. For each segment of the sideslip angle curve, calculate the ratio of the average sideslip angle of each segment to the set reference average sideslip angle. According to the ratio Deduct points from the corresponding average score. ,ratio Deduct points from average The correspondence is as follows:

[0133] ;

[0134] in, The average sideslip angle interval calibration value is used to adjust the range and size of the interval. In this embodiment, the values ​​are set to 0.1, 0.3, 0.7, 0.8, and 0.9. To calibrate the deduction values ​​corresponding to the average side deflection angle interval, this embodiment sets the values ​​to 10, 8, 7, 2, 1, and 0.

[0135] For example, when the average sideslip angle is 0, points are deducted. When the average sideslip angle is In between, deduct And so on. A maximum penalty is set, i.e., when the average sideslip angle... At any time, regardless of the amount, points will be deducted. .

[0136] (2) Part Two: S222, The method for deducting points for drift speed throughout the entire section includes:

[0137] In this embodiment, the deduction method for the overall drift speed is calculated based on the number of errors. That is, by setting a reference minimum vehicle speed, the speed data transmitted back by the inertial navigation system at each time is compared. If the current vehicle speed is less than the reference minimum vehicle speed, the number of errors will be counted. Add one point, deduct one point. Number of mistakes The relationship is shown in the following formula:

[0138] ;

[0139] in, The calibrated value is used to adjust the size of different error count intervals. In this embodiment, the values ​​are set to 0, 150, 300, 450, and 500 respectively. To calibrate the deduction coefficient, this embodiment sets the values ​​to 0, 1, 2, 4, 8, and 10 respectively.

[0140] For example, when no error occurs, that is Points will be deducted at that time. When the number of mistakes is Deduct points when the interval is reached. And so on. When the number of errors reaches or exceeds... If so, a maximum deduction limit will be set. Furthermore, when the vehicle speed is too low or the vehicle speed is 0, below a set low speed, it can be determined that the vehicle may have become unstable and rotated. If this situation continues to occur, for example, 10 times in one second, it will be considered that the driver has made a major mistake, and a set number of points (e.g., 10 points) will be deducted at once.

[0141] (3) Part Three: S223, The detection method for whether a vehicle is within the track boundary includes:

[0142] Regarding the detection of whether a vehicle is within the track boundary, this embodiment sets up a reference driving path located in the middle of the track. The distance between the vehicle's center point and the reference driving path is calculated to determine whether the vehicle has crossed the boundary. Figure 5 As shown. When the distance between the vehicle's center point and the reference driving path is greater than half the track width, the vehicle is considered to be out of bounds, and the number of times the vehicle goes out of bounds is recorded. This embodiment is based on the number of times the vehicle goes out of bounds. To calculate the number of times the score is exceeded, points will be deducted. Points deducted for going out of bounds The relationship is shown in the following formula:

[0143] ;

[0144] in This is a deduction coefficient; the larger the value, the greater the deduction, with a maximum not exceeding [a certain value]. Points (e.g., a maximum of 5 points).

[0145] S224. Calculate the total deductions for the normal scoring area. for:

[0146] ;

[0147] in, Deduct points for sideslip angle stability. Deduct points for the average side slip angle. Points will be deducted for speed. Points are deducted for going out of bounds. The base points for all deductions are... Therefore, the maximum deduction value is 10 points. For example, 80 points. .

[0148] S3. Calculate the total score for:

[0149] .

[0150] All the data used in this embodiment, such as speed, yaw angle, sideslip angle, and position, are derived from the GPS-INS device or calculated from the data output by the device.

[0151] This embodiment also provides an electronic device, which includes a processor, a memory, and a bus.

[0152] The memory stores machine-readable instructions that the processor can execute. 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 real-time vehicle drift behavior evaluation method based on the GPS-INS device described above can be implemented.

[0153] This embodiment also provides a computer-readable storage medium storing a computer program that, when run by a processor, can execute the steps of the real-time vehicle drift behavior assessment method based on the GPS-INS device described above.

[0154] 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, judges can view the vehicle's dynamic score, current position, and whether it has gone out of bounds in real time through the cloud platform, significantly improving the fairness and entertainment value of the competition. Simultaneously, the system ensures the comprehensiveness and accuracy of the scoring by comprehensively considering multi-dimensional parameters such as speed, angle, distance, and area.

[0155] The specific implementation process of this invention also includes the following application scenarios. For example, in driving training, trainees can use the system to understand their own drifting performance in real time and adjust their driving strategies based on the score feedback. In vehicle performance testing, testers can use the system to quantitatively evaluate the drifting capabilities of different vehicle models, thereby optimizing vehicle design. Furthermore, the system can also be applied to virtual reality drift simulators, providing users with a more realistic drifting experience and scoring feedback.

[0156] Through the above-described embodiments, this invention achieves accurate quantitative assessment and real-time feedback of vehicle drifting behavior, solving problems in existing technologies such as score fluctuations caused by differences in referee experience, inability to output results immediately, and lack of in-depth dynamic parameter analysis. The system not only improves the objectivity and standardization of scoring but also significantly enhances real-time feedback and visualization capabilities. It is applicable to professional drifting competitions, driver training, and vehicle performance testing, demonstrating broad application prospects and practical value.

[0157] For those skilled in the art, various modifications and improvements can be made without departing from the inventive concept of this invention, and these all fall within the protection scope of this invention.

Claims

1. A method for real-time evaluation of vehicle drift behavior based on GPS-INS equipment, characterized in that: It includes the following steps: S1. Obtain the drift map and divide it into normal scoring areas and extra scoring areas; S2. Scoring during driving, including scores for extra scoring areas and scores for regular scoring areas; S21, The score for the additional scoring area includes the area score generated by the area where the front / rear of the vehicle overlaps with the additional scoring area. Angle score is awarded based on the angle between the vehicle's heading angle and the road tangent direction when the vehicle is traveling within the bonus scoring area. Speed ​​score when the vehicle travels in the extra score area And the distance score generated by the distance between the front / rear of the vehicle and the inside of the extra scoring area. The total score for the additional scoring area for: ； in, These are the calibrable coefficients for each score component; The maximum score for the additional score region; During the drifting maneuver, the inertial navigation system generates an area score for each data transmission. Angle Score Speed ​​score and distance score The single calculation, where i=1,2,...,N, and N is the number of batches of data transmitted back by the inertial navigation system during the entire driving process; S22. The scoring of the ordinary scoring area adopts a deduction system, including deductions for segmented sideslip angle stability. Deduct points from the average side slip angle Deduction of points based on the speed of the entire drift. Whether the vehicle was outside the track boundaries and incurred a penalty for going out of bounds. Total deductions for the general scoring area for: ； in, This represents the maximum deduction for the normal scoring area. ; S3. Calculate the total score for: .

2. The real-time vehicle drift behavior assessment method based on GPS-INS device as described in claim 1, characterized in that: Area score throughout the entire driving process Angle Score Speed ​​score and distance score All scores are the average of the scores from a single calculation. 。 3. The real-time vehicle drift behavior assessment method based on GPS-INS device as described in claim 1, characterized in that: Area score The formula for a single calculation is: ； in, The ratio of the area of ​​the intersection between the designated area for the front / rear of the vehicle and the area of ​​the extra scoring area to the area of ​​the designated area for the front / rear of the vehicle. As a percentage standard; This is a standardized quantity representing the percentage of the fraction obtained under various area proportions.

4. The real-time vehicle drift behavior assessment method based on GPS-INS device as described in claim 1, characterized in that: The angle score The formula for a single calculation is: ； in, The score is based on the angle. Scoring is given for angular stability; The angle between the vehicle's heading angle and the direction of the road tangent. and The ratio; If the vehicle experiences "unstable rotation," then the aforementioned angle-based score will be... The score for a single test is calculated using the following formula: ； in The threshold angle at which "unstable rotation" is considered to occur; If the vehicle does not experience "unstable rotation", then the basic score for the angle is... The score for a single test is calculated using the following formula: ； in Angle and Standardization of the ratio; The calibrated value is the percentage of the score corresponding to each ratio segment; The angle stability score The formula for a single calculation is: ； in For stability decay factor, ; This is the threshold value for the angle score; for arrive The number of inertial navigation data batches received within the time period; e is the natural logarithm constant.

5. The real-time vehicle drift behavior assessment method based on GPS-INS device as described in claim 1, characterized in that: Speed ​​score The formula for a single calculation is: ； in, The ratio of vehicle speed to a reference fixed speed. For proportional calibration; This is a calibrated value for the percentage of points corresponding to each speed range.

6. The real-time vehicle drift behavior assessment method based on GPS-INS device as described in claim 1, characterized in that: Distance score The formula for a single calculation is: ； ； in, Set the maximum distance between the front / rear of the vehicle and the inside of the extra scoring area; For proportion calibrated quantity; The score scale corresponding to each distance interval.

7. The real-time vehicle drift behavior assessment method based on GPS-INS equipment as described in claim 1, characterized in that: In the same batch of data returned by the inertial navigation system, the area score calculated for that batch of data shall be determined if any of the following conditions are met. Angle Score Speed ​​score and distance score All are 0: (1) Speed ​​less than the scoring threshold speed ; (2) included angle Angle smaller than the scoring threshold .

8. The real-time vehicle drift behavior assessment method based on GPS-INS device as described in claim 1, characterized in that: The side slip angle stability deduction of the segment Deduct points from the average side slip angle The calculation method includes the following steps: S2211. Collect the sideslip angle data during vehicle driving, and form a sideslip angle curve with time as the horizontal axis and sideslip angle as the vertical axis. S2212. Based on the graphic features of the drift map, segmentation points are set at each turning point of the driving path to divide the driving path into multiple driving segments; and a detection device is set at the turning point to detect the specific time when the vehicle arrives at or passes the turning point, and the sideslip angle curve is divided into multiple segments according to the time when the vehicle passes through the set turning points in sequence according to the driving path. S2213. For each segment of the lateral deflection curve, find the adjacent maxima and minima, and then calculate the angle difference d between the maxima and minima. For each pair of adjacent maxima and minima obtained, an angle difference d is obtained. S2214. For each angular difference obtained, an angular stability deduction is performed. Angle difference d and stability deduction The correspondence is as follows: ； in, Define the range of fluctuations as a quantification; The deduction value is calibrated for the corresponding fluctuation range; S2215. For each segment of the sideslip angle curve, calculate the ratio aa of the average sideslip angle of each segment to the set reference average sideslip angle; deduct points from the average value based on the ratio aa. Deduct points for the ratio aa and the average. The correspondence is as follows: ； in, Quantitative values ​​for the average sideslip angle interval; The deduction values ​​are calibrated for the corresponding average side deflection angle interval.

9. The real-time vehicle drift behavior assessment method based on GPS-INS device as described in claim 1, characterized in that: The speed deduction Based on the number of errors The calculation is performed, and if the vehicle speed data returned by the inertial navigation system is less than the reference minimum vehicle speed, it is considered an error, and the number of errors is recorded. Add one point, deduct one point. Number of mistakes The relationship is as follows: ； in, This is a calibrated value for the range of error counts; This is the standard value of the deduction coefficient.

10. The real-time vehicle drift behavior assessment method based on GPS-INS device as described in claim 1, characterized in that: The penalty for going out of bounds Based on the number of times the vehicle went out of bounds To calculate the points deduction; and to set a reference driving path located in the middle of the track on the drift map; Calculate the distance between the vehicle's center point and the reference driving path; if this distance is greater than half the track width, the vehicle is considered to be out of bounds, and the number of times the vehicle goes out of bounds is counted. Number of times out of bounds Points deducted for going out of bounds The relationship is as follows: ； in To set the deduction coefficient, points are deducted for exceeding the limit. Maximum not exceeding .

11. 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. The machine-readable instructions are executed by the processor to perform the steps of the real-time vehicle drift behavior evaluation method based on a GPS-INS device as described in any one of claims 1 to 10.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the real-time vehicle drift behavior assessment method based on a GPS-INS device as described in any one of claims 1 to 10.

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