A method, device and system for processing real vehicle test data of an expressway

Abstract

The application provides a superhighway real vehicle test data processing method, device and system, relates to the technical field of highway engineering and intelligent transportation, and comprises the following steps: a corresponding relationship between the horizontal and vertical plane design parameters of a test road and the vehicle speed corresponding to the two-dimensional coordinate position of a vehicle is established according to the two-dimensional coordinate position of the vehicle; and data fusion is performed on the horizontal and vertical plane design parameters, the vehicle speed and the acceleration of the vehicle to obtain a corresponding relationship among the horizontal and vertical plane design parameters, the vehicle speed and the acceleration. The application accurately establishes the corresponding relationship between the real vehicle dynamic driving data and the horizontal and vertical plane design parameters of the road, overcomes the problem that the prior art based on theoretical derivation and analogy extension lacks sufficient real vehicle test basis, solves the difficult problem that the key parameter values of the horizontal and vertical plane indexes cannot be verified and supported by actual test data, and leads to insufficient research results, and provides real and reliable data support for the design of the horizontal and vertical plane indexes of the superhighway.

Description

Technical Field

[0001] This invention relates to the fields of highway engineering and intelligent transportation technology, and in particular to a method, device and system for processing real vehicle test data of ultra-high-speed highways. Background Technology

[0002] With the rapid development of automotive technology, the demand for ultra-highway construction is increasing, making the study of its horizontal and vertical alignment parameters crucial. Road alignment directly affects the driving safety of vehicles under ultra-high-speed conditions. However, previous highway design parameters were mostly based on conventional speed limits, and when facing ultra-high-speed conditions, they are difficult to accurately reflect the real dynamic response of vehicles under complex alignments, resulting in insufficient basis for evaluating key design parameters.

[0003] To address the parameter evaluation challenges under ultra-high-speed conditions, existing research methods primarily rely on traditional vehicle-road driving models, employing theoretical derivations for analysis. For key parameters determining horizontal and vertical indices, such as lateral force coefficients and centrifugal acceleration, current techniques largely utilize research findings under conventional speed limits, estimating and assigning values ​​through theoretical extrapolation or analogy to infer the vehicle's driving conditions.

[0004] However, the existing technologies based on theoretical derivation and analogical extension lack sufficient real-vehicle testing, resulting in a lack of verification and support for the values ​​of key parameters from actual experimental data, thus making the research results unconvincing. Therefore, in order to provide real and reliable data support for the design of the horizontal and vertical alignment parameters of ultra-highways, how to accurately establish the correspondence between real-vehicle dynamic driving data and road horizontal and vertical alignment design parameters has become an urgent problem to be solved in this field. Summary of the Invention

[0005] This invention provides a method, apparatus, and system for processing real vehicle test data of ultra-high-speed roads, in order to solve the technical problem of how to accurately establish the correspondence between real vehicle dynamic driving data and road horizontal and vertical design parameters.

[0006] This invention provides a method for processing real-vehicle test data of ultra-high-speed highways, including: Establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed corresponding to the two-dimensional coordinate position based on the vehicle's two-dimensional coordinate position; Data fusion is performed on the horizontal and vertical plane design parameters, the vehicle speed, and the vehicle acceleration to obtain the correspondence between the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration.

[0007] According to the present invention, a method for processing real-vehicle test data of an ultra-highway is provided, which establishes a correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed corresponding to the two-dimensional coordinate position based on the vehicle's two-dimensional coordinate position, including: Determine the design station number of the test road corresponding to the two-dimensional coordinate position; Determine the horizontal and vertical design parameters corresponding to the design station number; Establish the correspondence between the horizontal and vertical plane design parameters and the vehicle speed corresponding to the two-dimensional coordinate position.

[0008] According to the present invention, a real-vehicle test data processing method for ultra-high-speed roads fuses the horizontal and vertical plane design parameters, the vehicle speed, and the vehicle acceleration to obtain the correspondence between the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration, including: The timestamps for the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration are obtained. Establish the correspondence between the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration that have the same timestamp.

[0009] The present invention provides a method for processing real-vehicle test data of ultra-high-speed roads, which further includes: Record the driver's curve perception information and vehicle stability perception information for each target section of the test road.

[0010] According to the present invention, a method for processing real vehicle test data of an ultra-highway is provided, wherein each of the target road segments includes an acceleration segment, an adjustment segment, a test segment, and a deceleration segment.

[0011] According to the present invention, a method for processing real-vehicle test data of an ultra-highway is provided, wherein the turning radius or turning direction of each target road segment is different.

[0012] The present invention provides a method for processing real-vehicle test data of ultra-high-speed roads, which further includes: Record information about the driver's active perceptions during vehicle operation.

[0013] The present invention provides a method for processing real-vehicle test data of ultra-high-speed roads, which further includes: Record the recorder's evaluation of the driver's appearance and condition during vehicle operation.

[0014] This invention also provides a real-vehicle test data processing system for ultra-high-speed highways, comprising: The vehicle driving behavior collector is used to collect the vehicle speed and two-dimensional coordinate position during the vehicle's driving process; An inertial measurement unit is used to collect acceleration along three axes during vehicle movement. The processor is used to establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed based on the two-dimensional coordinate position; and to perform data fusion on the horizontal and vertical design parameters, the vehicle speed and the vehicle acceleration to obtain the correspondence between the horizontal and vertical design parameters, the vehicle speed and the acceleration.

[0015] The present invention also provides a real-vehicle test data processing device for ultra-high-speed roads, characterized in that it includes: The mapping module is used to establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed corresponding to the two-dimensional coordinate position based on the vehicle's two-dimensional coordinate position. The fusion module is used to fuse the horizontal and vertical plane design parameters, the vehicle speed, and the vehicle acceleration to obtain the correspondence between the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration.

[0016] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the above-described method for processing real vehicle test data of ultra-high-speed roads.

[0017] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the real vehicle test data processing method for ultra-high-speed roads as described above.

[0018] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method for processing real-vehicle test data of ultra-high-speed roads.

[0019] The present invention provides a method, device, and system for processing real-vehicle test data of ultra-highways. By establishing the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed based on the two-dimensional coordinate position of the vehicle, and further fusing the horizontal and vertical design parameters, vehicle speed, and vehicle acceleration to obtain a comprehensive correspondence among the three, the corresponding relationship between the real-vehicle dynamic driving data and the road horizontal and vertical design parameters is accurately established. This overcomes the problem that existing technologies based on theoretical derivation and analogical extension lack sufficient real-vehicle test foundation, and solves the problem that the key parameter values ​​that determine the horizontal and vertical indicators lack verification and support from actual test data, resulting in insufficient persuasiveness of research results. It provides real and reliable data support for the design of horizontal and vertical indicators of ultra-highways. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0021] Figure 1 This is a flowchart illustrating the method for processing real-vehicle test data of ultra-high-speed highways provided by the present invention.

[0022] Figure 2 This is a schematic diagram of the driver curve perception and vehicle stability perception questionnaire provided by the present invention.

[0023] Figure 3 This is a schematic diagram of the structure of the ultra-high-speed vehicle test data processing system provided by the present invention.

[0024] Figure 4 This is a schematic diagram of the structure of the ultra-high-speed vehicle test data processing device provided by the present invention.

[0025] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this 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 this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0027] The following is combined with Figures 1 to 5 This invention describes a method, apparatus, and system for processing real-vehicle test data of ultra-high-speed highways.

[0028] Figure 1 This is a flowchart illustrating the real-vehicle test data processing method for ultra-high-speed highways provided by the present invention, as shown below. Figure 1 As shown, the method includes, but is not limited to, steps S1 and S2.

[0029] Step S1: Establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed corresponding to the two-dimensional coordinate position based on the two-dimensional coordinate position of the vehicle.

[0030] The vehicle is a test vehicle used for real-world testing. It can be a passenger car model, and its characteristic parameters include a top speed greater than 210 km / h, a 0-100 km / h acceleration time of less than 9 seconds, a vehicle production time of less than 4 years, and a mileage of less than 80,000 km. The test road is a real road environment for real-world testing, which can be a highway or a paved road such as asphalt concrete pavement.

[0031] Two-dimensional coordinates represent the vehicle's spatial position on the driving plane, which can include latitude and longitude coordinates or X and Y coordinates in a Cartesian coordinate system. Horizontal and vertical design parameters are the geometric and physical static indicators of the road's alignment during design, and can include lateral force coefficients, curve turning radii, transition curve lengths, longitudinal slope gradients, or vertical curve radii. During the high-speed test stabilization section, the vehicle speed can be stabilized at 120 km / h, 140 km / h, 160 km / h, 180 km / h, 200 km / h, and 220 km / h to collect real-world data at different speeds.

[0032] Establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed. For example, when the vehicle driving behavior collector installed on the vehicle obtains the current two-dimensional coordinate position of the vehicle as (X1, Y1) through GPS (Global Positioning System) and obtains the current vehicle speed as 160km / h through OBD (On-Board Diagnostics), by querying the geographic information database of the road design drawings, it is found that the coordinates (X1, Y1) fall exactly on a curve with a turning radius of 2000 meters. Thus, the turning radius of 2000 meters is associated with the current vehicle speed of 160km / h by using a data table mapping method.

[0033] Step S1 can establish a basic physical spatial position mapping relationship between the dynamic operating state characteristics of the vehicle when it is traveling at ultra-high speed and the static road geometric characteristics.

[0034] Step S2 involves fusing the horizontal and vertical plane design parameters, vehicle speed, and vehicle acceleration to obtain the corresponding relationship between the horizontal and vertical plane design parameters, vehicle speed, and acceleration.

[0035] Acceleration can include the acceleration of a vehicle in three axes (X, Y, and Z axes, where X represents longitudinal, Y represents lateral, and Z represents vertical) in three-dimensional space, and can be collected by an IMU (Inertial Measurement Unit).

[0036] For example, the mapping relationship between horizontal and vertical design parameters, vehicle speed, and acceleration can be established by mapping the data pair (turning radius 2000 meters - vehicle speed 160 km / h) established in the previous step with the lateral acceleration of 0.2g and longitudinal acceleration of 0.1g measured by the IMU device at the same moment. This results in a comprehensive data stream containing the complete mapping relationship (turning radius 2000 meters - vehicle speed 160 km / h - lateral acceleration 0.2g). This constructs a comprehensive analytical data model that covers objective factors of road design and the vehicle's all-round dynamic response (speed and three-axis acceleration), providing basic support for subsequent evaluation.

[0037] As described above, this invention establishes the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed based on the two-dimensional coordinate position of the vehicle. Furthermore, it fuses the horizontal and vertical design parameters, vehicle speed, and vehicle acceleration to obtain a comprehensive correspondence among the three. This accurately establishes the correspondence between the dynamic driving data of the actual vehicle and the horizontal and vertical design parameters of the road. It overcomes the problem that existing technologies based on theoretical derivation and analogical extension lack sufficient real-vehicle test foundations. It also solves the problem that the key parameter values ​​that determine the horizontal and vertical indicators lack verification and support from actual test data, resulting in insufficient persuasiveness of the research results. This provides real and reliable data support for the design of the horizontal and vertical indicators of ultra-highways.

[0038] In one embodiment, step S1 may further include: Determine the design station number of the test road corresponding to the two-dimensional coordinate position; Determine the horizontal and vertical design parameters corresponding to the design station number; Establish the correspondence between the horizontal and vertical design parameters and the vehicle speed corresponding to the two-dimensional coordinate position.

[0039] Design stationing is a specialized surveying and engineering numbering system used in road engineering to mark specific mileage locations along a route. It can include whole stationings (e.g., K1+000, where K represents Kilometer 1) and additional stationings (e.g., K1+300, representing a point 300 meters above the 1-kilometer mark). For example, after obtaining the two-dimensional coordinates (X1, Y1), they are vertically projected onto the centerline trajectory of the test road. The actual trajectory length from the projection point to the road's starting point is calculated to be 1300 meters, thus directly determining the corresponding design stationing as K1+300.

[0040] The horizontal and vertical alignment design parameters corresponding to the design station can be determined by consulting the construction drawings of the test road's horizontal and vertical alignment, accessing the electronic road alignment design parameter ledger, or executing SQL (Structured Query Language) relational matching queries in the project management database. For example, based on the design station K1+300 derived in the previous step, inputting it into the road design ledger database as a search condition, the query reveals that the horizontal and vertical alignment design parameters for the section from station K1+300 to K2+447 are "left-turn curve, turning radius of 2050 meters," thus determining the horizontal and vertical alignment design parameters corresponding to this two-dimensional coordinate position.

[0041] Establish the correspondence between the horizontal and vertical design parameters and the corresponding vehicle speeds at two-dimensional coordinate positions. For example, pair and encapsulate the parameter "turning radius 2050 meters" extracted by querying the ledger with the vehicle speed "140 km / h" recorded at the same coordinate point at the same time node, and store it in a complete record in the test record database.

[0042] This invention determines the test road design station corresponding to the two-dimensional coordinate position, and then determines the horizontal and vertical design parameters corresponding to the design station. By using the design station as an intermediate bridge transition, it achieves accurate spatial alignment and matching between the dynamic spatial coordinates of the actual vehicle and the static road engineering drawing data, thereby improving the spatial accuracy of the established correspondence between the horizontal and vertical design parameters and the vehicle speed.

[0043] In one embodiment, step S2 may further include: Obtain the timestamps for the horizontal and vertical design parameters, vehicle speed, and acceleration. Establish the correspondence between the horizontal and vertical design parameters, vehicle speed, and acceleration with the same timestamp.

[0044] A timestamp is a character sequence or numerical label that records the specific time when a measured event or state occurs. It can include Unix absolute timestamps, timestamps recorded by GPS satellite clock systems (year, month, day, hour, minute, second, millisecond), or millisecond / microsecond-level relative timestamps generated by the internal clocks of individual sensors. Timestamps can be obtained by parsing the network packet headers of data packets generated by various hardware sensors, reading the time field in local log files, or calling the underlying time function library of the computer operating system. For example, the system timestamp for when the vehicle speed reaches 160 km / h can be extracted from the data stream header of the vehicle driving behavior collector as "10:05:20:300 milliseconds," and the timestamp field accompanying a certain Z-axis acceleration acquisition can also be extracted from the data stream log of the IMU as "10:05:20:300 milliseconds."

[0045] Establish a correspondence between horizontal and vertical design parameters, vehicle speed, and acceleration with the same timestamp. For example, use the extracted timestamp "10:05:20:30" as the unique primary key, search for data with the same primary key in the cache queue, and merge the turning radius parameter of 2000 meters, vehicle speed of 160 km / h, and the triaxial acceleration value collected by the IMU at that time into the same unified data tuple or table.

[0046] This invention obtains the timestamps of horizontal and vertical design parameters, vehicle speed, and vehicle acceleration, and then establishes a correspondence between parameters and data with the same timestamp. This enables high-precision synchronous fusion of multi-source dynamic data collected by heterogeneous devices in the time domain, eliminates data misalignment interference caused by device sampling time differences, and ensures the objectivity and reliability of the established correspondence.

[0047] In one embodiment, the method for processing real-vehicle test data of the ultra-highway according to the present invention may further include: Record the driver's curve perception information and vehicle stability perception information for each target section of the test road.

[0048] The vehicle driver is the person who participates in the actual vehicle test and is responsible for controlling the vehicle's status. Ideally, they should be a professional test driver with 5 years or more of driving experience or 30,000 kilometers or more.

[0049] The target road segment is a specific road section that is pre-planned for data collection, and may include straight sections, curved sections, or tunnels.

[0050] Curve perception information is the driver's subjective judgment and feedback on the curvature of the current road alignment, which may include, for example... Figure 2 The table lists the corresponding options in detail: A (does not feel the curve), B (felt the curve slightly), C (felt the curve), and D (felt the curve exists).

[0051] Vehicle stability perception information refers to the driver's subjective sense of the degree of urgency regarding the vehicle's stability at extremely high speeds, and may include, for example... Figure 2 The table lists the corresponding options in detail: A (very stable), B (relatively stable), C (slightly unstable), D (already unstable), and E (very unstable when turning, with a risk of tipping over).

[0052] Curve perception and vehicle stability perception information can be recorded through various methods, such as the driver verbally describing their experience during testing, which is then recorded by the co-driver using pen and paper; the driver automatically recording the information using an in-vehicle intelligent voice recognition system; or completing an electronic survey form after testing on each target road segment. For example, when driver P1 is traveling at 160 km / h through the target road segment from K3+748 to K4+672, they can verbally state their perception as "I have felt the curve, and I feel a slight instability." The co-driver can then then... Figure 2 In the "1. Curve perception and vehicle stability perception" section of the survey form, select option C.

[0053] Figure 2 The survey form header must also record basic environmental information including: weather, form number, vehicle number, driver number, test date (year, month, day), test type, test number, and test departure time (hour, minute, second); the form body is also divided into sections such as road segment number and road segment condition to facilitate the recording of the above-mentioned perception information.

[0054] This invention introduces subjective human perception data as a new evaluation dimension into the real-vehicle test data processing of ultra-high-speed roads by recording the curve perception information and vehicle stability perception information of vehicle drivers on various target road sections of the test road. This makes the research on the horizontal and vertical indicators of ultra-high-speed roads no longer limited to the analysis of a single objective mechanical parameter, thus enabling a more comprehensive evaluation of the comfort of road design under ultra-high-speed conditions.

[0055] In one embodiment, each target road segment may include an acceleration segment, an adjustment segment, a test segment, and a deceleration segment.

[0056] The acceleration section is a preparatory climb zone specifically designed to allow test vehicles to accelerate continuously from a low starting speed until they reach the target ultra-high speed range (e.g., 120 km / h to 220 km / h). It can correspond to, for example... Figure 2 The starting part of the middle section 2: K1+300K2+447 (this section is the acceleration section and tunnel 1).

[0057] The adjustment section is a transition buffer zone used by the driver to make minor adjustments to the steering wheel after reaching the target maximum speed, thereby stabilizing the vehicle's driving posture and speed. It can correspond to, for example... Figure 2 The latter half of section 3: K2+794K3+748 (this section is Tunnel 2 and the adjustment section).

[0058] The test section is a curve range used to formally collect and analyze the core operational data required when the vehicle is maintaining a stable ultra-high speed. It can correspond to... Figure 2The included road sections are: Section 4: K3+748K4+672 test section, Section 5: K4+672K5+670 test section, and Section 6: K6+415K7+750 test section.

[0059] The deceleration section is a braking buffer zone specifically designed for the vehicle to safely slow down and leave the test area after all the actual vehicle test actions are completed. It can correspond to, for example... Figure 2 Section 7 of the road: K8+185K8+700 deceleration zone.

[0060] In addition, as an aid, it can also include the straight section during the initial stage, i.e. Figure 2 Section 1 of the road: K1-000~K1+300.

[0061] This invention further subdivides the target road segment into acceleration, adjustment, testing, and deceleration segments, ensuring that the vehicle's speed and attitude gradually stabilize when entering the core testing segment. This eliminates the interference to the driver's perception caused by unstable acceleration and deceleration conditions, thereby improving the effectiveness of the recorded vehicle stability perception information.

[0062] In one embodiment, the turning radius or turning direction of each target road segment is different.

[0063] The turning radius R is the physical size of the local radius of curvature when the road centerline is curved, and can include design radii of various different scales, such as... Figure 2 The list includes different levels such as R: 2050 meters, R: 2200 meters, R: 2000 meters, and R: 2650 meters. Turning directions include left turns and right turns.

[0064] By combining different turning radii and turning directions, different target road segment alignments can be created, which can correspond to... Figure 2 The document details six combinations: curve 2 of road segment 2 (left turn, turning radius R: 2050), curve 3 of road segment 3 (right turn, turning radius R: 2200), curve 4 of road segment 4 (left turn, turning radius R: 2000), curve 5 of road segment 5 (right turn, turning radius R: 2000), curve 6 of road segment 6 (left turn, turning radius R: 2650), and curve 7 of road segment 7 (right turn, turning radius R: 2200).

[0065] This invention enriches the test samples of road horizontal and vertical alignments during the testing process by setting target road sections with different turning radii or turning directions, enabling the recorded curve perception information to cover a variety of complex road geometric environments and enhancing the generalization ability of data processing results under different road alignment conditions.

[0066] In one embodiment, the method for processing real-vehicle test data of the ultra-highway according to the present invention may further include: Record information about the driver's active perceptions during vehicle operation.

[0067] Driver-initiated perception information refers to the driver's subjective and proactive evaluation and feedback regarding the driving workload and their own psychological state under extreme driving conditions at ultra-high speeds. This may include... Figure 2 The “2. Driver’s Active Feelings” section of Table 2 lists four levels of detailed options: A (Relaxed, easy to drive); B (Slightly nervous, slightly difficult to drive, acceptable); C (Relatively nervous, difficult to drive, generally acceptable); and D (Very nervous, very difficult to drive, unacceptable). It can also include the driver’s open-ended verbal statements.

[0068] Driver-generated information can be recorded through various methods, including recording the entire conversation with a voice recorder followed by human transcription, recording the conversation in real-time using a paper form with checkmarks, or using touch-based blind operation with multi-function buttons integrated into the steering wheel for scoring. For example, when the test vehicle reached its maximum speed of 220 km / h and entered a right turn curve with a radius of 2000 meters, the driver proactively stated, "I feel extremely nervous now, the driving is very difficult, and this is an unacceptable state." The accompanying recorder then... Figure 2 In column 2 of the table, check option D.

[0069] This invention, by recording the driver's active perception information during vehicle operation, further introduces the driver's psychological load and tolerance assessment dimension for the difficulty of ultra-high-speed driving. This ensures that the resulting correspondence not only reflects the objective physical limits of vehicle dynamics but also takes into account the subjective psychological operation threshold of real drivers.

[0070] In one embodiment, the method for processing real-vehicle test data of the ultra-highway according to the present invention may further include: Record the recorder's evaluation of the driver's appearance and condition during vehicle operation.

[0071] The recorder is an independent staff member who participates in real-vehicle testing and is specifically responsible for observing the environment and recording data. The perceptual state evaluation information is an objective assessment of the driver's external physical reactions, facial expressions, and driving posture, obtained by a third-party observer (i.e., the recorder) through visual observation or behavioral monitoring. This assessment may include... Figure 2 The options listed in Section 3 at the bottom of the table (i.e., “3. Recorder’s evaluation of the driver’s appearance”) are: A (relaxed), B (slightly nervous), C (somewhat nervous), and D (very nervous).

[0072] The recorder can continuously observe with the naked eye and manually check off items. Figure 2The system records evaluation information on the driver's physical condition through various methods, including using corresponding options in a form, generating electronic tags based on facial expression and fatigue recognition technology from an infrared camera deployed in the vehicle, or combining the driver's limb stiffness and movement frequency to assist in generating a rating result. For example, when the vehicle was passing through a left-turn test section at 200 km / h, the recorder observed that the driver had tense facial muscles, sweating on the forehead, and gripping the steering wheel tightly with both hands. After a comprehensive assessment, the recorder determined that the driver was in a state of tension and subsequently checked "C: Relatively Tense" in item 3 of the form and signed to confirm.

[0073] This invention adds an independent third-party observation dimension, unaffected by the driver's subjective defensive emotions, by recording the recorder's evaluation of the driver's apparent state during vehicle operation. This effectively supplements the data on the driver's state from external behavioral verification, thereby improving the objectivity and authenticity of the overall human factors state test data.

[0074] like Figure 3 As shown, the real-vehicle test data processing system for ultra-high-speed highways provided by this invention includes: The vehicle driving behavior collector is used to collect the vehicle speed and two-dimensional coordinate position during the vehicle's driving process; An inertial measurement unit is used to collect acceleration along three axes during vehicle movement. The processor is used to establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed based on the two-dimensional coordinate position; it performs data fusion on the horizontal and vertical design parameters, vehicle speed and vehicle acceleration to obtain the correspondence between the horizontal and vertical design parameters, vehicle speed and acceleration.

[0075] The vehicle driving behavior collector is a comprehensive data acquisition terminal device installed in the test vehicle and specifically used to capture vehicle position and driving dynamic parameters. It may include a professional vehicle-mounted T-BOX device that integrates a GPS positioning chip and a vehicle OBD bus direct connection reading module or a high-precision navigation satellite speedometer.

[0076] It can receive multi-band satellite positioning message signals through its built-in antenna, perform decoding and calculation to obtain two-dimensional plane coordinates of latitude and longitude, and at the same time send commands through the CAN (Controller Area Network) bus interface to read the real-time pulse data of the wheel speed sensor transmitted by the vehicle's underlying ECU (Electronic Control Unit) to obtain the dynamic vehicle speed.

[0077] An inertial measurement unit (IMU) is a precision electronic device used to measure the three-axis attitude angle changes and acceleration magnitude of a measured object in space. It can include consumer-grade or industrial-grade microelectromechanical system (MEMS) accelerometer modules or high-precision fiber optic gyroscope positioning attitude systems, etc.

[0078] The processor can include a CPU (Central Processing Unit), a GPU (Graphics Processing Unit) with parallel computing capabilities, a microcontroller unit (MCU), or a backend industrial-grade computer platform. The processor can retrieve and execute software algorithm instructions stored on the hard drive, injecting the two-dimensional coordinate data stream parsed by the vehicle driving behavior collector as input into a localized road network spatial GIS database for SQL interval matching and calculation. This extracts static road parameters corresponding to the spatial point, such as the turning radius. Then, based on a system relative clock alignment algorithm, such as setting a millisecond-level time tolerance window, it performs array matching and matrix merging operations on the vehicle speed data and the three-axis acceleration data asynchronously transmitted from the IMU unit at the same time. Finally, the merged result is output as a data mapping table and stored in the cache or on the hard drive.

[0079] This invention integrates three major functional modules: a vehicle driving behavior acquisition unit, an inertial measurement unit, and a processor. It achieves automated extraction and hardware-level data fusion of vehicle speed, two-dimensional coordinate position, and three-axis acceleration data. This provides a reliable physical foundation for constructing the correspondence between real vehicle dynamic data and horizontal and vertical design parameters, and improves the automation level of real vehicle test data processing for ultra-high-speed highways.

[0080] The following describes the vehicle test data processing device for ultra-high-speed highways provided by the present invention. The vehicle test data processing device for ultra-high-speed highways described below can be referred to in correspondence with the vehicle test data processing method for ultra-high-speed highways described above.

[0081] like Figure 4 As shown, the vehicle test data processing device for ultra-high-speed highways provided by the present invention includes: The mapping module is used to establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed corresponding to the two-dimensional coordinate position based on the vehicle's two-dimensional coordinate position. The fusion module is used to fuse horizontal and vertical design parameters, vehicle speed, and vehicle acceleration to obtain the correspondence between horizontal and vertical design parameters, vehicle speed, and acceleration.

[0082] Figure 5 A schematic diagram of the physical structure of an electronic device is provided. This electronic device may include a processor, a communications interface, memory, and a communication bus. The processor, communications interface, and memory communicate with each other via the communication bus. The processor can invoke logical instructions from the memory to execute a method for processing real-vehicle test data from ultra-high-speed highways.

[0083] Furthermore, the logical instructions in the aforementioned memory can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0084] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to execute the above-described methods for processing real-vehicle test data of ultra-high-speed roads.

[0085] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the above-described methods for processing real-vehicle test data of ultra-high-speed highways.

[0086] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0087] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0088] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for processing real-vehicle test data of ultra-high-speed highways, characterized in that, include: Establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed corresponding to the two-dimensional coordinate position based on the vehicle's two-dimensional coordinate position; Data fusion is performed on the horizontal and vertical plane design parameters, the vehicle speed, and the vehicle acceleration to obtain the correspondence between the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration.

2. The method for processing real-vehicle test data of ultra-high-speed highways according to claim 1, characterized in that, Establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed corresponding to the two-dimensional coordinate position, based on the vehicle's two-dimensional coordinate position, including: Determine the design station number of the test road corresponding to the two-dimensional coordinate position; Determine the horizontal and vertical design parameters corresponding to the design station number; Establish the correspondence between the horizontal and vertical plane design parameters and the vehicle speed corresponding to the two-dimensional coordinate position.

3. The method for processing real-vehicle test data of ultra-high-speed highways according to claim 1, characterized in that, Data fusion is performed on the horizontal and vertical plane design parameters, the vehicle speed, and the vehicle acceleration to obtain the correspondence between the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration, including: The timestamps for the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration are obtained. Establish the correspondence between the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration that have the same timestamp.

4. The method for processing real-vehicle test data of ultra-high-speed highways according to claim 1, characterized in that, Also includes: Record the driver's curve perception information and vehicle stability perception information for each target section of the test road.

5. The method for processing real-vehicle test data of ultra-high-speed highways according to claim 4, characterized in that, Each of the target road segments includes an acceleration segment, an adjustment segment, a test segment, and a deceleration segment.

6. The method for processing real-vehicle test data of ultra-high-speed highways according to claim 4, characterized in that, The turning radius or turning direction of each of the target road segments is different.

7. The method for processing real-vehicle test data of ultra-high-speed highways according to claim 1, characterized in that, Also includes: Record information about the driver's active perceptions during vehicle operation.

8. The method for processing real-vehicle test data of ultra-high-speed highways according to claim 1, characterized in that, Also includes: Record the recorder's evaluation of the driver's appearance and condition during vehicle operation.

9. A real-vehicle test data processing system for ultra-high-speed highways, characterized in that, include: The vehicle driving behavior collector is used to collect the vehicle speed and two-dimensional coordinate position during the vehicle's driving process; An inertial measurement unit is used to collect acceleration along three axes during vehicle movement. The processor is used to establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed based on the two-dimensional coordinate position; Data fusion is performed on the horizontal and vertical plane design parameters, the vehicle speed, and the vehicle acceleration to obtain the correspondence between the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration.

10. A real-vehicle test data processing device for ultra-high-speed highways, characterized in that, include: The mapping module is used to establish the correspondence between the horizontal and vertical design parameters of the test road and the vehicle speed corresponding to the two-dimensional coordinate position based on the vehicle's two-dimensional coordinate position. The fusion module is used to fuse the horizontal and vertical plane design parameters, the vehicle speed, and the vehicle acceleration to obtain the correspondence between the horizontal and vertical plane design parameters, the vehicle speed, and the acceleration.

Images