A two-wheeler accident warning system and method

Abstract

The present application relates to the field of radio measurement test, specifically, a two-wheeled vehicle accident early warning system and method.The technical scheme provided by the present application aims at the incomplete coverage of rearview mirror caused by the narrow body of two-wheeled vehicle, the visual blind area formed by the imbalance of turning head in the front direction when riding, and the risk of difficult prediction of fast coming vehicle in the side rear direction, through the combination of "millimeter wave radar (front + side rear) + ultrasonic sensor (directly rear)", the core risk area of two-wheeled vehicle riding is accurately covered, and the problem of incomplete coverage of traditional single sensor is solved; through priority sorting (front collision > directly rear approach > side rear coming) and composite early warning mode, when multiple risks occur at the same time, the rider can quickly focus on the most urgent threat, and the risk avoidance efficiency is improved; and through the combination of millimeter wave radar and ultrasonic sensor, the hardware cost is controllable, and the installation does not need to modify the body structure, and is suitable for various types of two-wheeled electric vehicles.

Description

Technical Field

[0001] This invention relates to the field of radio measurement and testing, and more specifically, to a two-wheeled vehicle accident early warning system and method. Background Technology

[0002] In recent years, two-wheeled electric vehicles have become a mainstream tool for short-distance commuting and last-mile delivery in cities due to their flexibility, convenience, and low energy consumption, with global annual sales exceeding ten million units. However, their safety features are weak. There are no physical barriers while riding, and due to their narrow bodies and low seating positions, there are significant blind spots: the area 1-5 meters directly behind them is prone to imbalance when turning their heads to observe, forming a "fatal blind spot." Scenarios such as vehicles overtaking from the side or rear, or sudden obstacles in front, can easily lead to collisions. According to statistics, approximately 68% of two-wheeled vehicle accidents are caused by delayed perception of surrounding dangers.

[0003] Existing early warning solutions have significant adaptation flaws: First, they directly adopt automotive millimeter-wave radar technology without optimizing installation dimensions and detection angles for the narrow body of two-wheeled vehicles, resulting in incomplete side and rear coverage; second, a single sensor cannot adequately cover front and rear risks, and purely visual solutions are heavily affected by weather; third, the warning methods do not consider riding posture limitations, and complex screen displays or high-decibel alarms can easily distract attention. These problems make existing technologies insufficient in balancing low cost, high adaptability, and accurate early warning. Therefore, a solution is needed that can provide accurate and effective early warnings for two-wheeled riding scenarios, optimize costs, and is easy to implement. Summary of the Invention

[0004] The purpose of this invention is to provide a targeted, low-cost, simple and easy-to-implement, and accurate and effective two-wheeled vehicle accident early warning solution.

[0005] According to a first aspect of the present invention, a two-wheeled vehicle accident warning system is provided, the system comprising:

[0006] The millimeter-wave radar is installed in the center of the handlebars of the two-wheeled vehicle, tilted forward at a first angle α1 and set horizontally without deflection, to detect the first obstacle target T1 in the main area A1 in front and the second obstacle target T2 in the auxiliary area A2 to the side and rear.

[0007] An ultrasonic sensor is installed at the center of the rear of the two-wheeled vehicle, horizontally tilted backward and downward at a second angle α2, to detect the third obstacle target T3 in the auxiliary area A3 directly behind.

[0008] The control unit is electrically connected to the millimeter-wave radar and the ultrasonic sensor, respectively, and is used to receive detection data and determine the risk level and risk area based on a preset algorithm.

[0009] The warning unit includes a handlebar vibration module that conforms to the physiological characteristics of the hands gripping the handlebars when riding a two-wheeled vehicle. The warning unit is electrically connected to the control unit and is used to issue corresponding warning signals based on the risk level and risk area.

[0010] According to some embodiments, in the system of the first aspect of the present invention, the detection area of ​​the millimeter-wave radar includes:

[0011] The main area ahead, A1, has a distance range of 1. The azimuth range is the central axis ± the third angle α3, and the first obstacle target T1 includes vehicles, pedestrians and roadblocks directly in front;

[0012] Side-rear auxiliary area A2, distance range is the second distance The azimuth range is the first view range θ1 to the left and the first view range θ1 to the right of the center axis. The second obstacle target T2 includes oncoming vehicles from the left rear and right rear adjacent lanes.

[0013] Among them, the horizontal field of view of the millimeter-wave radar is greater than or equal to the fourth angle α4, and the ranging range is the third distance. The azimuth accuracy is less than or equal to the fifth angle α5.

[0014] According to some embodiments, in the system of the first aspect of the present invention, the control unit includes a region priority module for:

[0015] When both the forward main area A1 and the side-rear auxiliary area A2 of the millimeter-wave radar detect risks simultaneously, the risk alarm in the forward main area A1 shall be processed first.

[0016] When both the millimeter-wave radar's rear-side auxiliary area A2 and the ultrasonic sensor's direct-rear auxiliary area A3 detect a risk simultaneously, priority is determined based on distance thresholds: if the distance to the third obstacle target T3 directly behind is less than the fourth distance... If the risk alarm in the rear auxiliary area A3 is positive, the risk alarm in the side auxiliary area A2 will be processed first. Otherwise, the risk alarm in the side auxiliary area A2 will be processed first.

[0017] According to some embodiments, in the system of the first aspect of the present invention, the control unit includes a dynamic threshold module, for:

[0018] The first safe distance threshold of the millimeter-wave radar is dynamically adjusted based on the current vehicle speed. The calculation formula is the first safe distance threshold. =Current vehicle speed × ,in, For speed safety factor;

[0019] When the current vehicle speed is detected to be less than the first speed v1, the second safe distance threshold of the ultrasonic sensor is set. Set to the fifth distance ;

[0020] When the current vehicle speed is detected to be greater than the first speed v1, the second safety distance threshold of the ultrasonic sensor is set. Set to sixth distance .

[0021] According to some embodiments, in the system of the first aspect of the present invention, the dynamic threshold module is further configured to:

[0022] When a two-wheeled vehicle is detected to be turning, the third safety distance threshold of the rear-side auxiliary area A2 on the inside of the turn will be set. Increase the seventh distance ;

[0023] When the two-wheeled vehicle is detected to be accelerating, the fourth safety distance threshold of the main area A1 ahead will be set. Increase current acceleration × The correction value, where, This is the distance safety factor.

[0024] According to some embodiments, in the system of the first aspect of the present invention, the control unit includes a risk assessment module, used for:

[0025] Based on millimeter-wave radar detection data, when the distance between the first obstacle target T1 and the two-wheeled vehicle is less than the first safe distance threshold... When the relative speed is less than or equal to 0, it is judged as a risk of forward collision;

[0026] Based on millimeter-wave radar detection data, when the distance between the second obstacle target T2 and the two-wheeled vehicle is less than the first safe distance threshold... If the relative speed is greater than the current vehicle speed, it is judged as a risk of a vehicle approaching from the side or rear.

[0027] Based on the detection data from the ultrasonic sensor, when the distance between the third obstacle target T3 and the two-wheeled vehicle is less than the second safe distance threshold... If the distance continuously decreases in three consecutive tests, it is judged as a risk of a vehicle approaching from directly behind.

[0028] According to some embodiments, in the system of the first aspect of the present invention, the risk assessment module is further configured to:

[0029] The first obstacle target T1 and the second obstacle target T2 detected by the millimeter-wave radar are classified. When they are identified as motorcycles or electric vehicles, a first safe distance threshold is set. Reduce the eighth distance ;

[0030] Dynamic trend analysis is performed on the third obstacle target T3 detected by the ultrasonic sensor. When the rate of change of the distance between the third obstacle target T3 and the two-wheeled vehicle is greater than the rate of change threshold, the alarm level is increased.

[0031] According to some embodiments, in the system of the first aspect of the present invention, the handlebar vibration module includes a central vibration component, a left vibration component, and a right vibration component, for generating vibrations at different locations according to the risk area;

[0032] The early warning unit also includes:

[0033] The seat cushion vibration module generates vibration when a risk is detected directly behind the seat.

[0034] The sound alarm module is used to generate alarm sounds of different frequencies according to the risk level.

[0035] According to some embodiments, in the system of the first aspect of the present invention, the alarm method of the early warning unit specifically includes:

[0036] When a forward collision risk is detected, the central vibration unit is triggered to vibrate continuously.

[0037] When a risk of a vehicle approaching from the left rear is detected, the left vibration component is triggered to vibrate intermittently.

[0038] When a risk of a vehicle approaching from the right rear is detected, the right-side vibration component is triggered to vibrate intermittently.

[0039] When a risk of a vehicle approaching from directly behind is detected, the seat cushion vibration module is triggered to vibrate continuously.

[0040] According to a second aspect of the present invention, a two-wheeled vehicle accident early warning method is proposed, applied to a system as described in the first aspect of the present invention, comprising the following steps:

[0041] S1. Detect the first obstacle target T1 in the main area A1 ahead and the second obstacle target T2 in the auxiliary area A2 behind and to the side using millimeter-wave radar, and obtain the range, azimuth and relative speed;

[0042] S2. Detect the third obstacle target T3 in the auxiliary area A3 directly behind using an ultrasonic sensor, and obtain the distance;

[0043] S3. The control unit determines the dynamic threshold and processes the detection data from the millimeter-wave radar and ultrasonic sensors in conjunction with the dynamic threshold to determine the risk level and risk area;

[0044] S4. The early warning unit issues corresponding vibration and sound warning signals based on the risk level and risk area;

[0045] Among them, the dynamic threshold is based on a preset algorithm and is dynamically adjusted according to the current speed and driving status of the two-wheeled vehicle; the risk level is determined according to the distance change trend and relative speed of different obstacle targets.

[0046] The solution proposed in this invention has the following beneficial effects:

[0047] 1. Addressing the unique safety blind spot issues of two-wheeled vehicles, providing full-scene blind spot coverage. Addressing the incomplete rearview mirror coverage due to the narrow body of two-wheeled vehicles, the visual blind spot directly behind due to loss of balance when turning the head while riding, and the difficulty in predicting fast-approaching vehicles from the side and rear, a combination of "millimeter-wave radar (front + side and rear) + ultrasonic sensor (directly behind)" accurately covers the core risk areas when riding two-wheeled vehicles (1-30 meters in front, 5-30 meters to the side and rear, and 0.5-5 meters directly behind), solving the problem of incomplete coverage by traditional single sensors;

[0048] 2. Precise early warning adapted to the characteristics of two-wheeled vehicle riding scenarios. Existing solutions mostly adopt four-wheeled vehicle technology and do not take into account the characteristics of two-wheeled vehicles, such as the lack of a closed cabin, low speed, and the impact of vehicle tilt angle on balance. This results in problems such as mismatched installation space, warning methods that interfere with riding, and threshold settings that do not meet the needs of low-speed scenarios.

[0049] 3. Efficient response with risk grading and multiple warning modes. By prioritizing (frontal collision > direct rear approach > side and rear approach) and using a composite warning mode, it ensures that when multiple risks occur simultaneously, riders can quickly focus on the most urgent threat, improving hazard avoidance efficiency;

[0050] 4. Low cost and high efficiency, easy to popularize and implement. The combination of millimeter-wave radar and ultrasonic sensors keeps hardware costs under control, and installation does not require modification of the vehicle body structure, making it compatible with various affordable two-wheeled electric vehicles (such as shared vehicles and delivery vehicles). Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without exceeding the scope of protection claimed by the present invention.

[0052] Figure 1 This is a schematic diagram of an embodiment 1000 of a two-wheeled vehicle accident warning system according to the present invention;

[0053] Figure 2 for Figure 1 A schematic diagram of the structure of the control unit 30 in embodiment 1000;

[0054] Figure 3 for Figure 1A schematic diagram of the structure of the early warning unit 40 in embodiment 1000;

[0055] Figure 4 This is a flowchart illustrating an embodiment 2000 of a two-wheeled vehicle accident early warning method according to the present invention;

[0056] Figure 5 This is a schematic diagram showing the installation positions of the millimeter-wave radar 10 and the ultrasonic sensor 20 in Embodiment 1000 of the present invention;

[0057] Figure 6 This is a schematic diagram of the detection areas of the millimeter-wave radar 10 and the ultrasonic sensor 20 in Embodiment 1000 of the present invention. Detailed Implementation

[0058] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0059] See Figure 1 , Figure 1 This is a schematic diagram of an embodiment 1000 of a two-wheeled vehicle accident warning system according to the present invention. Figure 1 As shown, Embodiment 1000 includes a millimeter-wave radar 10, an ultrasonic sensor 20, a control unit 30, and an early warning unit 40.

[0060] In some specific embodiments, the millimeter-wave radar 10 is specifically configured as follows: it is installed in the center of the handlebars of a two-wheeled vehicle, which is suitable for the installation space of most two-wheeled vehicles with a handlebar width of ≤0.6m; at the same time, it is tilted forward at a first angle α1 and set horizontally without deflection, covering the main front area A1 and the auxiliary side and rear area A2 located in the direction directly in front of the vehicle.

[0061] In some specific embodiments, the horizontal field of view of the millimeter-wave radar 10 is greater than or equal to the fourth angle α4, and the ranging range is the third distance. The azimuth accuracy is less than or equal to the fifth angle α5. For example, the millimeter-wave radar 10 is a 24GHz short-range millimeter-wave radar with a weight of ≤30g, a horizontal field of view of ≥120°, a ranging range of 0.5~50 meters, and an azimuth accuracy of ≤3°.

[0062] In some specific embodiments, the first angle α1 is between 8° and 10°, so that the detection range of the millimeter-wave radar 10 can cover the main front region A1 and the auxiliary side-rear region A2. For example, the first angle α1 is 10°.

[0063] In some specific embodiments, the range of the main front region A1 includes: a distance range of a first distance. The azimuth range is the central axis ± the third angle α3. Optionally, the first distance... The first distance is any value between 30m and 50m, the third angle α3 is any value between 30° and 60°, and the first distance is any value between 30m and 50m. The values ​​of the third angle α3 depend on the performance of the selected millimeter-wave radar 10. For example, the first range... If the distance is 30m and the third angle α3 is 30°, then the main area A1 in front is the area within 30m in front of the vehicle, within ±30° of the centerline.

[0064] In some specific embodiments, the millimeter-wave radar 10 detects a first obstacle target T1 within the main forward region A1. Optionally, the first obstacle target T1 includes vehicles, pedestrians, and roadblocks directly in front.

[0065] In some specific embodiments, the range of the rear-side auxiliary region A2 includes: a distance range of a second distance. The azimuth range is the first viewing angle range θ1 to the left and the first viewing angle range θ1 to the right of the central axis. Optionally, the second distance... The distance is any value from 5m to 30m, and the first viewing angle range is [30°, 90°]. For example, in some specific embodiments, the side-rear auxiliary area A2 is the area on the left and right sides diagonally behind the vehicle, with the angle on both sides relative to the center line being between 30° and 90°, and the distance being within 30m.

[0066] In some specific embodiments, the millimeter-wave radar 10 detects a second obstacle target T2 within the rear-side auxiliary area A2. Optionally, the second obstacle target T2 includes oncoming vehicles from the left and right rear adjacent lanes.

[0067] In some specific embodiments, the ultrasonic sensor 20 is specifically configured as follows: it is installed at the center of the rear of the two-wheeled vehicle, avoiding obstruction by the rear fender; it is positioned horizontally backward and tilted downward at a second angle α2 to cover the blind spot directly behind the vehicle that cannot be observed through the rearview mirror while riding, i.e., the rear auxiliary area A3. For example, in some specific embodiments, the range of the rear auxiliary area A3 includes a distance of 0.5m to 5m and an angle within ±15° of the vehicle's centerline. For example, in some specific embodiments, the ultrasonic sensor 20 is an improved version of HC-SR04, adapted to the 12V power supply system of the two-wheeled electric vehicle (converted to 5V via a DC-DC module), with a ranging range of 2cm to 4m and a response time ≤30ms.

[0068] In some specific embodiments, the control unit 30 is an electronic device with simple data processing capabilities. For example, in some specific embodiments, the control unit 30 of the present invention can be directly integrated into the existing MCU controller of the two-wheeled vehicle itself, without the need for additional components.

[0069] In some specific embodiments, the control unit 30 includes a region priority module, used to determine the risks that the rider needs to address first when multiple risks occur simultaneously, thereby achieving efficient risk avoidance. In some specific embodiments, the control unit 30 includes a dynamic threshold module, used to adapt to the different safety requirements of two-wheeled vehicles in low-speed scenarios (such as residential areas) and medium-speed scenarios (such as roads), adjusting the threshold through speed linkage to make the warning logic fit the actual riding scenario. In some specific embodiments, the control unit 30 includes a risk judgment module, used to determine the risk area and risk level based on the data detected by the millimeter-wave radar 10 and the ultrasonic sensor 20, combined with the safety thresholds of different areas, and control the warning unit 40 to generate a warning.

[0070] In some specific embodiments, the warning unit 40 includes a handlebar vibration module that conforms to the physiological characteristics of the hands gripping the handlebars when riding a two-wheeled vehicle. The handlebar vibration module is used to issue corresponding warning signals according to the risk level and risk area, so that the rider can clearly perceive the risk without looking down or making other movements.

[0071] In some specific embodiments, the handlebar vibration module includes a central vibration component, a left-side vibration component, and a right-side vibration component, for generating vibrations at different locations based on the risk area determined by the control unit 30.

[0072] In some specific embodiments, the warning unit 40 further includes: a seat vibration module for generating vibration when a risk is detected directly behind; and an audible alarm module for generating alarm sounds of different frequencies according to the risk level.

[0073] According to such Figure 1 The core innovation of the proposed solution, as shown in the embodiments, lies in the division of labor and cooperation among sensors based on the risk level of the scene, specifically including:

[0074] 1. This invention breaks away from the conventional thinking that higher sensor performance is always better, and does not pursue full-scene coverage of a single type of sensor. This invention is not a simple combination of two simple sensors, but rather, based on the risk scenarios of two-wheeled electric vehicles, it allows different technologies to focus on their strengths: high-cost millimeter-wave radar focuses on high-speed moving targets at medium to long distances, such as oncoming vehicles or overtaking from the side or rear; low-cost ultrasonic sensors focus on close-range, low-speed, high-risk scenarios, such as close-range rear-end collisions.

[0075] 2. Taking into full account the characteristics of two-wheeled vehicles: Two-wheeled vehicles are narrow (approximately 0.5 meters), and riders have a low seating position, making them prone to losing balance when turning their heads to look directly behind. Furthermore, rearview mirrors only cover the side and rear, leaving a 1-5 meter blind spot directly behind, both physically and operationally. This invention is the first to focus ultrasonic waves on this neglected high-risk area, rather than simply copying the wide-area coverage of automotive reversing radar.

[0076] 3. Traditional two-wheeled vehicle safety solutions, such as single millimeter-wave radar, camera + AI, etc., cost more than 200 yuan, which is difficult to popularize in affordable electric vehicles (average price of 2,000-3,000 yuan) and shared electric vehicles. The innovation of the present invention lies in using a minimalist design to reduce costs and break through the threshold of popularization of safety technology. Specifically, it includes: (1) minimalist hardware, the combination of millimeter-wave radar, ultrasonic sensor and vibration module, with a total hardware cost of about 100 yuan; (2) minimalist algorithm, abandoning complex target recognition algorithms, based on the characteristics of low speed of two-wheeled vehicles and the fact that the application scenarios are mostly non-motorized vehicle lanes, the risk is judged only by the distance change trend, which can be directly integrated into the existing controller of electric vehicles, further reducing costs.

[0077] Figure 2 for Figure 1 A schematic diagram of the control unit 30 in embodiment 1000. (See attached diagram.) Figure 2 As shown, the control unit 30 includes a region priority module 31, a dynamic threshold module 32, and a risk assessment module 33.

[0078] In some specific embodiments, the control unit 30 includes a region priority module 31, which is used to determine the risks that the rider needs to deal with first when multiple risks occur simultaneously, so as to achieve efficient risk avoidance.

[0079] In some specific embodiments, the specific process of priority determination by the region priority module 31 includes:

[0080] When both the forward main area A1 and the side-rear auxiliary area A2 of the millimeter-wave radar detect risks simultaneously, the risk alarm in the forward main area A1 shall be processed first.

[0081] When both the millimeter-wave radar's rear-side auxiliary area A2 and the ultrasonic sensor's direct-rear auxiliary area A3 detect a risk simultaneously, priority is determined based on distance thresholds: if the distance to the third obstacle target T3 directly behind is less than the fourth distance... If the risk alarm in the rear auxiliary area A3 is positive, then the risk alarm in the side rear auxiliary area A2 will be processed first; otherwise, the risk alarm in the side rear auxiliary area A2 will be processed first. For example, in some specific embodiments, the fourth distance... =1.5m.

[0082] In some specific embodiments, the control unit 30 includes a dynamic threshold module 32, which is used to adapt to the different safety requirements of two-wheeled vehicles in low-speed scenarios (such as residential areas) and medium-speed scenarios (such as roads). The threshold is adjusted in conjunction with vehicle speed so that the warning logic fits the actual riding scenario.

[0083] In some specific embodiments, the specific process of the dynamic threshold module 32 setting the dynamic threshold includes:

[0084] Based on the current vehicle speed, the first safe distance threshold of the millimeter-wave radar 10 is dynamically adjusted. The calculation formula is the first safe distance threshold. =Current vehicle speed × ,in, For speed safety factors; for example, in some specific embodiments, =1.2;

[0085] When the current vehicle speed is detected to be less than the first speed v1, the second safe distance threshold of the ultrasonic sensor 20 is set. Set to the fifth distance For example, in some specific embodiments, the first speed v1 = 10 km / h, and the fifth distance... =2m;

[0086] When the current vehicle speed is detected to be greater than the first speed v1, the second safety distance threshold of the ultrasonic sensor 20 is set. Set to sixth distance For example, in some specific embodiments, the sixth distance =1.5m.

[0087] In some specific embodiments, the dynamic threshold module 32 is also used to adjust the threshold when the vehicle is turning and accelerating, and the specific process includes:

[0088] When a two-wheeled vehicle is detected to be turning, the third safety distance threshold of the rear-side auxiliary area A2 on the inside of the turn will be set. Increase the seventh distance For example, in some specific embodiments, the seventh distance =0.5m. When the two-wheeled vehicle is detected to be accelerating, the fourth safety distance threshold of the main area A1 ahead will be set. Increase current acceleration × The correction value, where, For distance safety factor. Optionally, =2.

[0089] In some specific embodiments, the control unit 30 includes a risk assessment module 33, which is used to determine the risk area and risk level based on the data detected by the millimeter-wave radar 10 and the ultrasonic sensor 20, combined with the safety threshold of different areas, and control the early warning unit 40 to generate an early warning.

[0090] In some specific embodiments, the risk assessment module 33 assesses the risk by including:

[0091] Based on the detection data from millimeter-wave radar 10, when the distance between the first obstacle target T1 and the two-wheeled vehicle is less than the first safe distance threshold... When the relative speed is less than or equal to 0, it is judged as a risk of forward collision; based on the detection data of millimeter-wave radar 10, when the distance between the second obstacle target T2 and the two-wheeled vehicle is less than the first safe distance threshold... If the relative speed is greater than the current vehicle speed, it is judged as a risk of a vehicle approaching from the side or rear; based on the detection data of the ultrasonic sensor 20, when the distance between the third obstacle target T3 and the two-wheeled vehicle is less than the second safe distance threshold... If the distance continuously decreases in three consecutive tests, it is judged as a risk of a vehicle approaching from directly behind.

[0092] In some specific embodiments, the risk assessment module 33 is also used to: classify the first obstacle target T1 and the second obstacle target T2 detected by the millimeter-wave radar 10, and when identified as a motorcycle or electric vehicle, set a first safe distance threshold. Reduce the eighth distance Dynamic trend analysis is performed on the third obstacle target T3 detected by the ultrasonic sensor. When the rate of change of the distance between the third obstacle target T3 and the two-wheeled vehicle exceeds a rate of change threshold, the alarm level is increased. Optionally, in some specific embodiments, the eighth distance... =0.3m.

[0093] Figure 3 for Figure 1 A schematic diagram of the structure of the early warning unit 40 in embodiment 1000. (See attached diagram.) Figure 3 As shown, the warning unit 40 includes a handlebar vibration module 41, a seat vibration module 42, and an audible alarm module 43.

[0094] In some specific embodiments, the handlebar vibration module 41 is designed to conform to the physiological characteristics of the hands gripping the handlebars when riding a two-wheeled vehicle, and includes a central vibration component, a left-side vibration component, and a right-side vibration component to generate vibrations at different locations according to the risk area. The saddle vibration module 42 is used to generate vibration when a risk is detected directly behind.

[0095] In some specific embodiments, the warning unit 40 uses the handlebar vibration module 41 and the seat vibration module 42 to issue an alarm for the risk area in the following ways:

[0096] When a forward collision risk is detected, the central vibration component of the handlebar vibration module 41 is triggered to vibrate continuously; when a vehicle approaching from the left rear is detected, the left vibration component of the handlebar vibration module 41 is triggered to vibrate intermittently; when a vehicle approaching from the right rear is detected, the right vibration component of the handlebar vibration module 41 is triggered to vibrate intermittently; when a vehicle approaching from directly behind is detected, the seat vibration module 42 is triggered to vibrate continuously.

[0097] In some specific embodiments, the sound alarm module 43 is used to generate alarm sounds of different frequencies according to the risk level, and the warning unit 40 uses the sound alarm module 43 to issue an alarm on the risk level in the following ways:

[0098] When a low-risk scenario is detected, the sound alarm module 43 outputs a low-frequency single tone of 45dB~50dB, at a frequency of 1 time per two seconds. This gentle sound alerts the rider to a potential risk, and, in conjunction with the direction of the risk indicated by the handlebar vibration module 41 and the seat vibration module 42, further alerts the rider. Optionally, a low-risk scenario can be defined as: a stationary obstacle within 15m~20m of the main forward area A1, or an oncoming vehicle traveling at a slightly faster speed within 10m~15m of the auxiliary side-rear area A2.

[0099] When a medium-risk scenario is detected, the sound alarm module 43 outputs a mid-frequency dual-tone of 50dB~55dB, with the frequency increased to 1 beat / second. The volume is comparable to the ambient noise of a main urban road (approximately 55dB), neither harsh nor obtrusive. At this time, the cyclist judges the need for caution based on the moderate-intensity sound and adjusts their route slightly according to the vibration location, such as shifting 0.5 meters to the opposite side. Optionally, a medium-risk scenario can be defined as: a vehicle slowing down within 8m~15m of the main area A1 ahead, or a vehicle rapidly approaching within 5m~10m of the auxiliary area A2 to the side and rear.

[0100] When a high-risk scenario is detected, the sound alarm module 43 outputs a high-frequency three-tone sound of 60dB~65dB, with a continuous rapid rhythm, accompanied by vibration, to convey an immediate hazard avoidance command to the rider. The rider can decide whether to prioritize slowing down or avoiding the obstacle through the sound alarm module 43, which is especially suitable for sudden situations (such as vehicles suddenly rushing out from an intersection). Optionally, a high-risk scenario can be defined as: an approaching vehicle within 1m~3m of the auxiliary area A3 directly behind, or a sudden obstacle within 3m~8m of the main area A1 in front.

[0101] Figure 4 This is a flowchart illustrating an embodiment 2000 of a two-wheeled vehicle accident early warning method according to the present invention. Figure 4As shown, Example 2000 includes steps S1-S4.

[0102] In some specific embodiments, in step S1, the first obstacle target T1 in the main area A1 in front and the second obstacle target T2 in the auxiliary area A2 behind are detected by millimeter-wave radar, and the distance, azimuth angle and relative speed are obtained.

[0103] In some specific embodiments, the millimeter-wave radar is specifically configured as follows: it is installed in the center of the handlebars of a two-wheeled vehicle, which is suitable for the installation space of most two-wheeled vehicles with a handlebar width of ≤0.6m; at the same time, it is tilted forward at a first angle α1 and set horizontally without deflection, covering the main front area A1 and the auxiliary side and rear area A2 located in the direction directly in front of the vehicle.

[0104] In some specific embodiments, in step S2, the distance to a third obstacle target T3 in the auxiliary area A3 directly behind is obtained by using an ultrasonic sensor.

[0105] In some specific embodiments, the ultrasonic sensor is specifically configured as follows: it is installed at the center of the rear of the two-wheeled vehicle, avoiding obstruction by the rear wheel mudguard; it is set horizontally backward and tilted downward at a second angle α2 to cover the blind spot directly behind the vehicle body that cannot be observed through the rearview mirror while riding, namely the rear auxiliary area A3.

[0106] In some specific embodiments, in step S3, the control unit determines a dynamic threshold and processes the detection data from the millimeter-wave radar and ultrasonic sensors in conjunction with the dynamic threshold to determine the risk level and risk area.

[0107] In some specific embodiments, in step S3, the process of the control unit determining the dynamic threshold includes:

[0108] Based on the current vehicle speed, the first safe distance threshold of the millimeter-wave radar 10 is dynamically adjusted. The calculation formula is the first safe distance threshold. =Current vehicle speed × ,in, For speed safety factors; for example, in some specific embodiments, =1.2;

[0109] When the current vehicle speed is detected to be less than the first speed v1, the second safe distance threshold of the ultrasonic sensor 20 is set. Set to the fifth distance For example, in some specific embodiments, the first speed v1 = 10 km / h, and the fifth distance... =2m;

[0110] When the current vehicle speed is detected to be greater than the first speed v1, the second safety distance threshold of the ultrasonic sensor 20 is set. Set to sixth distance For example, in some specific embodiments, the sixth distance =1.5m;

[0111] When a two-wheeled vehicle is detected to be turning, the third safety distance threshold of the rear-side auxiliary area A2 on the inside of the turn will be set. Increase the seventh distance For example, in some specific embodiments, the seventh distance =0.5m;

[0112] When the two-wheeled vehicle is detected to be accelerating, the fourth safety distance threshold of the main area A1 ahead will be set. Increase current acceleration × The correction value, where, For distance safety factor. Optionally, =2.

[0113] In some specific embodiments, in step S3, the process by which the control unit processes the detection data from the millimeter-wave radar and ultrasonic sensors in conjunction with dynamic thresholds to determine the risk level and risk area includes:

[0114] S31. Identify risk areas

[0115] Based on millimeter-wave radar detection data, when the distance between the first obstacle target T1 and the two-wheeled vehicle is less than the first safe distance threshold... When the relative speed is less than or equal to 0, it is judged as a risk of forward collision; based on the detection data of millimeter-wave radar, when the distance between the second obstacle target T2 and the two-wheeled vehicle is less than the first safe distance threshold... If the relative speed is greater than the current vehicle speed, it is judged as a risk of a vehicle approaching from the side or rear; based on the detection data of the ultrasonic sensor, when the distance between the third obstacle target T3 and the two-wheeled vehicle is less than the second safe distance threshold... If the distance continuously decreases in three consecutive tests, it is judged as a risk of a vehicle approaching from directly behind.

[0116] S32. Determine the risk level

[0117] If a stationary obstacle is detected within 15m to 20m of the main area A1 ahead, or if a vehicle traveling at a speed slightly faster than the current vehicle is detected within 10m to 15m of the side-rear auxiliary area A2, the current risk level is determined to be a low-risk scenario. If a vehicle slows down within 8m to 15m of the main area A1 ahead, or if a vehicle rapidly approaches within 5m to 10m of the side-rear auxiliary area A2, the current risk level is determined to be a medium-risk scenario. If a vehicle approaches within 1m to 3m of the direct rear auxiliary area A3, or if a sudden obstacle appears within 3m to 8m of the main area A1 ahead, the current risk level is determined to be a high-risk scenario.

[0118] In some specific embodiments, in step S4, the warning unit issues corresponding vibration and sound warning signals based on the risk level and risk area. The warning unit includes a handlebar vibration module, a seat vibration module, and a sound alarm module. The handlebar vibration module includes a central vibration component, a left-side vibration component, and a right-side vibration component.

[0119] In some specific embodiments, in step S4, the warning unit alarms the risk area through the handlebar vibration module and the seat vibration module in the following ways:

[0120] When a forward collision risk is detected, the central vibration component of the handlebar vibration module is triggered to vibrate continuously; when a vehicle approaching from the left rear is detected, the left vibration component of the handlebar vibration module is triggered to vibrate intermittently; when a vehicle approaching from the right rear is detected, the right vibration component of the handlebar vibration module is triggered to vibrate intermittently; when a vehicle approaching from directly behind is detected, the seat vibration module is triggered to vibrate continuously.

[0121] In some specific embodiments, in step S4, the method by which the early warning unit alerts the risk level through the sound alarm module specifically includes:

[0122] When a low-risk scenario is detected, the sound alarm module outputs a low-frequency monotone of 45dB~50dB, at a frequency of 1 sound per two seconds. This gentle sound alerts the rider to the potential risk, and, in conjunction with the directional risk indicators from the handlebar and saddle vibration modules, further alerts the rider.

[0123] When a medium-risk scenario is detected, the sound alarm module outputs a mid-frequency dual tone of 50dB~55dB, with the frequency increasing to 1 beat per second. The volume is comparable to the ambient noise of a main urban road (approximately 55dB), neither harsh nor obtrusive. At this time, the cyclist judges the need for caution based on the moderate-intensity sound and makes minor adjustments to the riding route according to the location of the vibration, such as shifting 0.5 meters to the opposite side.

[0124] When a high-risk scenario is detected, the audible alarm module outputs a high-frequency three-tone sound of 60dB~65dB, with a continuous, rapid rhythm, accompanied by vibration, to convey an immediate hazard avoidance command to the cyclist. The cyclist can use the audible alarm module to decide whether to prioritize slowing down or avoiding the obstacle, which is especially suitable for emergencies (such as vehicles suddenly rushing out from an intersection).

[0125] Figure 5 This is a schematic diagram showing the installation positions of the millimeter-wave radar 10 and the ultrasonic sensor 20 in Embodiment 1000 of the present invention.

[0126] like Figure 5 As shown, in practical applications, the millimeter-wave radar 10 is embedded in the center of the handlebars of the two-wheeled vehicle below the instrument panel, and is set in a form that is tilted forward at a first angle α1 and horizontal without deflection; the ultrasonic sensor 20 is installed in the center of the rear of the vehicle, and is set horizontally backward and tilted downward at a second angle α2.

[0127] Optionally, the values ​​of the first angle α1 and the second angle α2 are determined by the performance debugging process of the selected actual equipment. The ultimate goal is to enable the detection range of the millimeter-wave radar 10 to cover the main area A1 and the side-rear auxiliary area A2, and to enable the detection range of the ultrasonic sensor 20 to cover the direct rear auxiliary area A3.

[0128] Figure 6 This is a schematic diagram of the detection areas of the millimeter-wave radar 10 and the ultrasonic sensor 20 in Embodiment 1000 of the present invention.

[0129] like Figure 6 As shown, the detection area of ​​the millimeter-wave radar 10 includes a front main area A1 and a side-rear auxiliary area A2, wherein: the front main area A1 specifically includes a range of a first distance. The azimuth range is the central axis ± the third angle α3; the rear-side auxiliary region A2 specifically includes a distance range of the second distance, and an azimuth range of the first viewing angle range θ1 to the left and the first viewing angle range θ1 to the right of the central axis. The detection area of ​​the ultrasonic sensor 20 includes the rear-side auxiliary region A3, specifically including a distance range of the rearward distance... The azimuth range is the central axis ± the fourth angle α4.

[0130] The embodiments of the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of the present invention. Furthermore, any changes or modifications made by those skilled in the art based on the ideas of the present invention, its specific implementation methods, and its application scope, are all within the scope of protection of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A two-wheeler accident warning system characterized by, The application relates to a two-wheeled vehicle with a pre-warning system, comprising: a millimeter wave radar installed at the central position of the handle of the two-wheeled vehicle, which is inclined by a first angle alpha1 forward and arranged horizontally without deflection, and is used for detecting a first obstacle target T1 in a front main area A1 and a second obstacle target T2 in a lateral rear auxiliary area A2; an ultrasonic sensor installed at the central position of the tail of the two-wheeled vehicle, which is arranged horizontally backward and downwardly inclined by a second angle alpha2, and is used for detecting a third obstacle target T3 in a front rear auxiliary area A3; a control unit electrically connected with the millimeter wave radar and the ultrasonic sensor respectively, which is used for receiving detection data and judging a risk level and a risk area based on a preset algorithm; a pre-warning unit comprising a handle vibration module, which is matched with the physiological characteristics of hands holding the handle when the two-wheeled vehicle is ridden; the pre-warning unit is electrically connected with the control unit, and is used for sending corresponding pre-warning signals according to the risk level and the risk area; the control unit comprises a dynamic threshold module, which is used for: Dynamically adjusting a first safety distance threshold of the millimeter wave radar based on a current vehicle speed , the calculation formula is first safety distance threshold = current vehicle speed × , wherein is a speed safety coefficient; when it is detected that the current vehicle speed is less than a first speed v1, setting a second safety distance threshold value of the ultrasonic sensor to a fifth distance ; when it is detected that the current vehicle speed is greater than the first speed v1, setting a second safety distance threshold value of the ultrasonic sensor set to a sixth distance ; the dynamic threshold module is further used for: when it is detected that the two-wheeled vehicle is in a turning state, increasing a third safety distance threshold value of a side rear auxiliary area A2 on an inside of the turn increasing a seventh distance ; When it is detected that the two-wheeled vehicle is in an accelerating state, the fourth safety distance threshold value of the front main region A1 is increased by a correction value of the current acceleration × wherein, the correction value of the current acceleration × is a distance safety factor.

2. The two-wheeler accident warning system as claimed in claim 1 wherein, the detection area of the millimeter wave radar comprises: The front main area A1 has a distance range of a first distance The first obstacle target T1 includes a vehicle directly in front, a pedestrian, or a roadblock. side rear auxiliary area A2, a distance range is a second distance , an azimuth angle range is a first angle of view range θ1 on the left side of the center axis and a first angle of view range θ1 on the right side, and the second obstacle target T2 includes oncoming vehicles of the left rear and right rear adjacent lanes. The horizontal field of view angle of the millimeter wave radar is greater than or equal to a fourth angle a4, the ranging range is a third distance, and the azimuth angle accuracy is less than or equal to a fifth angle a5. , azimuth angle accuracy less than or equal to a fifth angle a5.

3. The two-wheeler accident warning system as claimed in claim 2 wherein, the control unit comprises an area priority module, which is used for: when the front main area A1 and the lateral rear auxiliary area A2 of the millimeter wave radar detect risks at the same time, the risk alarm of the front main area A1 is preferentially processed; When the side rear assistance area A2 of the millimeter wave radar and the rear assistance area A3 of the ultrasonic sensor detect a risk at the same time, the priority is determined according to a distance threshold: if the third obstacle target T3 in the rear is less than a fourth distance , the risk alarm of the rear assistance area A3 is processed preferentially; otherwise, the risk alarm of the side rear assistance area A2 is processed preferentially.

4. The two-wheeler accident warning system as claimed in claim 1 wherein, the control unit comprises a risk judgment module, which is used for: Based on the detection data from the millimeter-wave radar, when the distance between the first obstacle target T1 and the two-wheeled vehicle is less than a first safe distance threshold... When the relative speed is less than or equal to 0, it is judged as a risk of forward collision; Based on the detection data from the millimeter-wave radar, when the distance between the second obstacle target T2 and the two-wheeled vehicle is less than the first safe distance threshold... If the relative speed is greater than the current vehicle speed, it is judged as a risk of a vehicle approaching from the side or rear. based on the detection data of the ultrasonic sensor, when the distance between the third obstacle target T3 and the two-wheeled vehicle is less than a second safety distance threshold , and the distance continues to decrease in three consecutive detections, it is determined that there is a risk of a vehicle approaching from the rear.

5. The two-wheeler accident warning system as claimed in claim 4, wherein, the risk judgment module is further used for: classifying the first obstacle target T1 and the second obstacle target T2 detected by the millimeter wave radar, when identified as a motorcycle or an electric vehicle, setting the first safety distance threshold reducing the eighth distance ; the third obstacle target T3 detected by the ultrasonic sensor is subjected to dynamic trend analysis, and when the distance change rate between the third obstacle target T3 and the two-wheeled vehicle is greater than a change rate threshold, the alarm level is increased.

6. The two-wheeler accident warning system as claimed in claim 1 wherein, the handle vibration module comprises a central vibration assembly, a left side vibration assembly and a right side vibration assembly, which are used for generating vibrations at different positions according to the risk area; the pre-warning unit further comprises: a seat cushion vibration module, which is used for generating vibrations when a front rear risk is detected; a sound alarm module, which is used for generating alarm sounds with different frequencies according to the risk level.

7. The two-wheeler accident warning system as claimed in claim 6, wherein, the alarm mode of the pre-warning unit specifically comprises: when a front collision risk is detected, the central vibration assembly is triggered to continuously vibrate; when a left side rear vehicle risk is detected, the left side vibration assembly is triggered to intermittently vibrate; when a right side rear vehicle risk is detected, the right side vibration assembly is triggered to intermittently vibrate; when a front rear vehicle approaching risk is detected, the seat cushion vibration module is triggered to continuously vibrate.

8. A method for two-wheeler accident warning, applied to the system according to any one of claims 1-7, characterized in that, The application further relates to a method for pre-warning a two-wheeled vehicle, comprising the following steps: S1. detecting a first obstacle target T1 in a front main area A1 and a second obstacle target T2 in a lateral rear auxiliary area A2 by a millimeter wave radar, and acquiring distances, azimuth angles and relative speeds; S2. detecting a third obstacle target T3 in a front rear auxiliary area A3 by an ultrasonic sensor, and acquiring a distance; S3. a control unit determines a dynamic threshold, and processes the detection data of the millimeter wave radar and the ultrasonic sensor in combination with the dynamic threshold, and judges a risk level and a risk area; S4. a pre-warning unit sends corresponding vibration and sound pre-warning signals according to the risk level and the risk area. The dynamic threshold is based on a preset algorithm and dynamically adjusted according to a current speed and a running state of the two-wheeled vehicle; and the risk level is determined according to a distance variation trend and a relative speed of different obstacle targets.

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