Vehicle driving state monitoring device

Abstract

The utility model relates to the technical field of automobile driving, and provides a vehicle driving state monitoring device which comprises a steering wheel, a steering shaft and a shell, the steering wheel is fixedly connected with the steering shaft, the shell is arranged on the outer side of the steering shaft, and the vehicle driving state monitoring device further comprises a mounting assembly, an adjusting assembly and a camera. The mounting assembly comprises a sliding assembly, a base, a first supporting rod and a second supporting rod, the sliding assembly is arranged in the mounting groove, the base is arranged at the end, away from the sliding assembly, of the mounting groove, one end of the first supporting rod is hinged to the base, and the camera is arranged at the end, away from the base, of the first supporting rod through the adjusting assembly. The bottom of the first supporting rod is connected with the sliding assembly through a second supporting rod, one end of the second supporting rod is hinged to the first supporting rod, and the other end of the second supporting rod is hinged to the sliding assembly. The driver state monitoring device solves the problem that a camera of an existing driver state monitoring device is prone to shielding an instrument panel and is difficult to adapt to drivers with different heights or sitting postures.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle driving, and more particularly, to a vehicle driving state monitoring device. Background Art

[0002] In the automotive field, driver monitoring (Driver Monitoring System, DMS) is a key safety assistance technology aimed at improving driving safety and preventing traffic accidents by monitoring the driver's behavior and physiological state. Driver monitoring technology mainly uses devices such as cameras and infrared sensors to monitor the driver's eye movement, head posture, drowsiness, distraction, and physiological indicators such as heart rate and respiration, so as to timely detect the driver's discomfort state and give reminders or interventions.

[0003] Currently, the camera device for photographing the driver's face is usually installed on the steering column of the vehicle's steering wheel. The camera usually needs to protrude a certain height on the steering column to clearly identify the driver's expression during in-vehicle video calls and driver fatigue monitoring. Since the position of the traditional camera is usually fixed and non-liftable, it is difficult to adapt to drivers of different heights or sitting postures. Moreover, when not in use, the camera protruding from the steering column will block the dashboard, which is likely to cause discomfort to the driver. Therefore, we propose a vehicle driving state monitoring device. Summary of the Utility Model

[0004] The purpose of the utility model is to provide a vehicle driving state monitoring device to solve the problems that the camera of the existing driver state monitoring device in the background art is likely to block the dashboard and is difficult to adapt to drivers of different heights or sitting postures.

[0005] To achieve the above purpose, the technical solution of the utility model provides a vehicle driving state monitoring device, including a steering wheel, a steering shaft, and a housing. The steering wheel is fixedly connected to the steering shaft, and the housing is arranged outside the steering shaft. The device further includes a mounting component, an adjusting component, and a camera. An installation groove is provided on the housing. The mounting component includes a sliding component, a base, a first support rod, and a second support rod. The sliding component is arranged in the installation groove, and the base is arranged at one end of the installation groove away from the sliding component. One end of the first support rod is hinged to the base, and the camera is arranged at the end of the first support rod away from the base through the adjusting component. The bottom of the first support rod is connected to the sliding component through the second support rod. One end of the second support rod is hinged to the first support rod, and the other end of the second support rod is hinged to the sliding component.

[0006] Further, the sliding assembly includes a first driving device, a first slider, and a slide bar disposed in the installation groove. There is a rotational connection between the output end of the first driving device and the slide bar. The first slider is sleeved on the slide bar, and the top of the first slider is hinged to the second support rod.

[0007] Further, the slide bar is a threaded rod, the first slider is a nut, and the threaded rod and the nut are matched with each other.

[0008] Further, the first driving device adopts a micro DC motor.

[0009] Further, the sliding assembly further includes a guide rail and a second slider. The guide rail is disposed at the bottom of the threaded rod and is matched with the threaded rod. The second slider is slidably connected to the guide rail, and the second slider is fixedly connected to the nut.

[0010] Further, the adjustment assembly adopts an electric pan-tilt head, and the camera is disposed on the electric pan-tilt head.

[0011] Further, a proximity sensor is further disposed at the bottom of the housing, and the proximity sensor is used to monitor whether the driver is in the driver's seat.

[0012] Further, an LED lamp group is further disposed around the camera, and the wavelength range of the LED lamp group is 850nm - 940nm.

[0013] Further, the monitoring device further includes a controller disposed in the housing, and the controller is electrically connected to the proximity sensor, the LED lamp group, the sliding assembly, the camera, and the electric pan-tilt head.

[0014] The beneficial effects of the present utility model include:

[0015] 1. For the vehicle driving state monitoring device provided by the present utility model, by setting the installation assembly, the sliding assembly, and the camera, when the sliding assembly slides along the installation groove towards the steering wheel side, the second support rod pushes the first support rod, making its angle relative to the base larger, so that the camera rises; on the contrary, when the sliding assembly slides towards the side away from the steering wheel, the angle of the first support rod gradually becomes smaller, and the camera then descends accordingly; the camera can adjust its height as needed to ensure that regardless of the driver's height or driving posture, the best field of view can be captured; when not in use, the camera can be retracted, avoiding interference with the driver's field of view in the cockpit. Description of the Drawings

[0016] To more clearly illustrate the technical solutions of the embodiments of the present utility model, the following will briefly introduce the drawings required for use in the embodiments of the present utility model. It should be understood that the following drawings only show certain embodiments of the present utility model and should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0017] Figure 1 Structural schematic diagram of the vehicle driving state monitoring device provided by the first embodiment of the present utility model;

[0018] Figure 2 Structural schematic diagram of the vehicle driving state monitoring device provided by the second embodiment of the present utility model;

[0019] Figure 3 Control schematic diagram of the vehicle driving state monitoring device provided by the embodiment of the present utility model;

[0020] Icons: 100 - Steering wheel, 200 - Steering shaft, 300 - Housing, 310 - Installation groove, 320 - Proximity sensor, 330 - Controller, 400 - Sliding assembly, 410 - First driving device, 420 - First slider, 430 - Slide bar, 440 - Guide rail, 450 - Second slider, 500 - Base, 600 - First support rod, 700 - Second support rod, 800 - Camera, 810 - Adjustment assembly, 820 - LED light group. Detailed implementation manners

[0021] The following will describe the technical solutions in the embodiments of the present utility model in conjunction with the drawings in the embodiments of the present utility model.

[0022] It should be noted that similar reference numerals and letters indicate similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. It should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of this utility model is usually placed during use. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present application. In addition, the terms "first", "second", "third", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0023] Please refer to Figures 1 to 3As shown in the figure, a vehicle driving state monitoring device provided by at least one embodiment of the present disclosure includes a steering wheel 100, a steering shaft 200, and a housing 300. The steering wheel 100 is fixedly connected to the steering shaft 200. The housing 300 is disposed outside the steering shaft 200. It further includes a mounting assembly, an adjusting assembly 810, and a camera 800. An installation groove 310 is provided on the housing 300. The mounting assembly includes a sliding assembly 400, a base 500, a first support rod 600, and a second support rod 700. The sliding assembly 400 is disposed in the installation groove 310. The base 500 is disposed at one end of the installation groove 310 away from the sliding assembly 400. One end of the first support rod 600 is hinged to the base 500. The camera 800 is disposed at the end of the first support rod 600 away from the base 500 through the adjusting assembly 810. The bottom of the first support rod 600 is connected to the sliding assembly 400 through the second support rod 700. One end of the second support rod 700 is hinged to the first support rod 600, and the other end of the second support rod 700 is hinged to the sliding assembly 400. Specifically, the mounting assembly can reciprocate in the horizontal direction of the installation groove 310. The base 500 is fixedly connected to one end of the installation groove 310 close to the steering wheel 100. While providing a fulcrum for the first support rod 600, the base 500 can also serve as a limiting member for the sliding assembly 400. One end of the first support rod 600 is hinged to the base 500, and the other end is installed with the camera 800 through the adjusting assembly 810. The adjusting assembly 810 is used to adjust the angle of the camera 800. The adjusting assembly 810 can adopt a spherical joint. The camera 800 can adjust its height as the angle of the first support rod 600 changes. That is, the first support rod 600 realizes the angle change through the second support rod 700 at the bottom. When the sliding assembly 400 moves in the chute, the angle between the first support rod 600 and the base 500 is changed through the second support rod 700, thereby controlling the lifting of the camera 800. When the sliding assembly 400 slides along the installation groove 310 towards the steering wheel 100 side, the second support rod 700 pushes the first support rod 600, making its angle relative to the base 500 larger, so that the camera 800 rises. On the contrary, when the sliding assembly 400 slides towards the side away from the steering wheel 100, the angle of the first support rod 600 gradually becomes smaller, and the camera 800 drops accordingly. In this embodiment, the camera 800 can adjust its height as needed to ensure that the best view can be captured regardless of the driver's height or driving posture. When not in use, the camera 800 can be retracted to avoid interfering with the driver's view in the cockpit.

[0024] Preferably, the sliding assembly 400 includes a first driving device 410, a first slider 420 and a slide bar 430 disposed in the installation groove 310. The output end of the first driving device 410 is rotatably connected to the slide bar 430. The first slider 420 is sleeved on the slide bar 430, and the top of the first slider 420 is hinged to the second support rod 700. Specifically, the first driving device 410 can adopt a motor or a linear actuator, and its output end can be connected to the slide bar 430 through mechanical devices such as gears, belts or sprockets to achieve power transmission. When the motor rotates, the rotational motion is converted into the linear motion of the slide bar 430 through the rotational connection. The first slider 420 is sleeved on the slide bar 430 and has the ability to slide relative to the slide bar 430. The top of the first slider 420 is hinged to the second support rod 700. When the slide bar 430 drives the first slider 420 to slide along the direction of the installation groove 310, the second support rod 700 will also move accordingly, thereby affecting the angle of the first support rod 600 and finally realizing the adjustment of the height of the camera 800. In this embodiment, the design of the sliding assembly 400 makes the lifting action of the camera 800 more stable. Compared with manual adjustment, motor drive can avoid the safety hazards caused by the driver's self-adjustment of the position of the camera 800 during driving.

[0025] Preferably, the slide bar 430 is a threaded rod, and the first slider 420 is a nut. The threaded rod and the nut are matched. The first driving device 410 adopts a micro DC motor. Specifically, the threaded rod is preferably made of high-strength material, and the thread design of the threaded rod needs to be precise to ensure smooth and efficient contact between the nut and it, with the reduction of frictional loss as the criterion. The nut is hinged to the second support rod 700. As the threaded rod rotates, the nut will reciprocate along the threaded rod. Using a micro DC motor as the driving source, the micro DC motor is small in size, high in efficiency and easy to be integrated in a limited space. It should be noted that the rotation speed and torque of the micro DC motor determine the rotation speed and force of the threaded rod, which will affect the lifting speed and stability of the camera 800. In this embodiment, the screw drive has a high positioning accuracy, can realize the fine adjustment of the camera 800, and ensure the best monitoring angle under different drivers and different driving postures. The combination of the micro DC motor and the threaded rod makes the overall structure compact, especially suitable for the narrow space in the cockpit and will not obstruct the driver's line of sight or operation.

[0026] Preferably, the sliding assembly 400 further includes a guide rail 440 and a second slider 450. The guide rail 440 is provided at the bottom of the threaded rod and is matched with the threaded rod. The second slider 450 is slidably connected to the guide rail 440, and the second slider 450 is fixedly connected to the nut. Specifically, the guide rail 440 and the second slider 450 are used to prevent the nut from rotating when the motor drives the threaded rod to rotate. In the above-mentioned screw drive system, the linear motion of the nut along the threaded rod is converted from the rotation of the threaded rod. The nut should only move axially (i.e., the length direction of the threaded rod). However, in reality, due to machining errors, assembly errors, or material properties, etc., the nut may be accompanied by a slight rotation phenomenon. This rotation will cause the nut to deviate from the ideal path during linear motion, affecting the positioning accuracy of the camera. Therefore, in this embodiment, through the cooperation of the second slider 450 and the guide rail 440, this rotation can be effectively suppressed, enhancing the stability of the camera during adjustment. The guide rail 440 provides a lateral constraint, restricting the degree of freedom of the nut in the direction perpendicular to the axis of the threaded rod. The sliding connection between the second slider 450 and the guide rail 440 ensures that the nut can move smoothly along a straight line when driven by the threaded rod. Since the second slider 450 is fixedly connected to the nut, when the nut moves axially along the threaded rod, the second slider 450 slides on the guide rail 440 but does not rotate around the axis of the threaded rod, thus effectively preventing the rotation of the nut. The material and shape of the guide rail 440 depend on its required load-bearing capacity and accuracy requirements. Common ones include V-shaped guide rails, U-shaped guide rails, or rectangular guide rails.

[0027] Preferably, the adjustment assembly 810 adopts an electric pan-tilt head, and the camera 800 is arranged on the electric pan-tilt head. Specifically, the electric pan-tilt head includes two or three independent motors, and each motor is responsible for one degree of freedom (pitch, yaw, or roll) of the pan-tilt head. The motor is connected to the rotating shaft of the electric pan-tilt head through gears, belts, or direct drive to achieve precise rotation control. The camera 800 is fixedly installed on the top of the electric pan-tilt head, and it is ensured that when the pan-tilt head rotates, the camera 800 can stably follow the movement without loosening or vibration. The electric pan-tilt head can achieve multi-axis rotation, enabling the camera 800 to not only adjust the height but also rotate and tilt in the horizontal plane, realizing 360° omnidirectional monitoring and covering all key areas in the cockpit.

[0028] As Figure 3As shown in the figure, preferably, a proximity sensor 320 is further provided at the bottom of the housing 300. The proximity sensor 320 is used to monitor whether the driver is in the driver's seat. An LED light group 820 is also provided around the camera 800. The wavelength range of the LED light group 820 is 850nm - 940nm. The monitoring device further includes a controller 330 disposed in the housing 300. The controller 330 is electrically connected to the proximity sensor 320, the LED light group 820, the sliding assembly 400, the camera 800, and the electric pan-tilt head. Specifically, the proximity sensor 320 faces the driver's seat and is triggered when the driver approaches or sits on the driver's seat, sending a signal to the controller 330 indicating that the driver is in place. The LED light group 820 is arranged around the camera 800, and the wavelength range is set at 850nm - 940nm. 850nm - 940nm is the range of near-infrared light, which is invisible to the human eye but can provide sufficient illumination under low light conditions to help the camera 800 capture clear images. The switch and brightness control of the LED light group 820 can be adjusted by the controller 330 according to the ambient light intensity and monitoring needs. The controller 330 is preferably a PLC controller. The controller 330 can be configured to control the switch and brightness of the LED light group 820, the movement of the sliding assembly 400, and the azimuth adjustment of the electric pan-tilt head according to the preset logic to ensure that the camera 800 is always in the best monitoring state.

[0029] In addition to the above description, the following points need to be noted:

[0030] (1) The drawings of the embodiments of the present disclosure only relate to the structures involved in the embodiments of the present disclosure. Other structures can refer to the general design.

[0031] (2) The control programs such as the driving device, sensors, and controllers in the present disclosure are all mature and conventional technologies in the prior art. Those skilled in the art can implement the application of the present invention according to the principles of the same functions in the prior art. This program part is not the innovation point of the present invention.

[0032] (3) Without conflict, the embodiments of the present disclosure and the features in the embodiments can be combined with each other to obtain new embodiments.

[0033] The above is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, and all should be covered by the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. A vehicle driving state monitoring device, comprising a steering wheel (100), a steering shaft (200) and a housing (300), wherein the steering wheel (100) and the steering shaft (200) are fixedly connected, and the housing (300) is arranged outside the steering shaft (200), characterized in that: The invention also comprises a mounting assembly, an adjustment assembly (810) and a camera (800); a mounting groove (310) is provided on the housing (300); the mounting assembly comprises a sliding assembly (400), a base (500), a first support rod (600) and a second support rod (700); the sliding assembly (400) is arranged in the mounting groove (310); the base (500) is arranged at one end of the mounting groove (310) away from the sliding assembly (400); the first support rod ( One end of the first support rod (600) is hinged to the base (500), the camera (800) is arranged at one end of the first support rod (600) away from the base (500) through the adjustment component (810), the bottom of the first support rod (600) is connected to the sliding component (400) through the second support rod (700), one end of the second support rod (700) is hinged to the first support rod (600), and the other end of the second support rod (700) is hinged to the sliding component (400).

2. The vehicle driving state monitoring device according to claim 1, characterized in that: The sliding assembly (400) comprises a first driving device (410) arranged in the installation groove (310), a first sliding block (420) and a sliding rod (430), the output end of the first driving device (410) is rotatably connected to the sliding rod (430), the first sliding block (420) is sleeved on the sliding rod (430), and the top of the first sliding block (420) is hinged to the second support rod (700).

3. The vehicle driving state monitoring device according to claim 2, characterized in that: The sliding rod (430) is a threaded rod, and the first sliding block (420) is a nut, and the threaded rod and the nut match each other.

4. The vehicle driving state monitoring device according to claim 3, characterized in that: The first driving device (410) adopts a micro DC motor.

5. The vehicle driving state monitoring device according to claim 3, characterized in that: The sliding assembly (400) further comprises a guide rail (440) and a second slider (450), wherein the guide rail (440) is arranged at the bottom of the threaded rod and the guide rail (440) and the threaded rod are matched, and the second slider (450) is slidably connected to the guide rail (440), and the second slider (450) is fixedly connected to the nut.

6. The vehicle driving state monitoring device according to any one of claims 1 to 5, characterized in that: The adjustment component (810) adopts an electric pan-tilt platform, and the camera (800) is arranged on the electric pan-tilt platform.

7. The vehicle driving state monitoring device according to claim 6, characterized in that: A proximity sensor (320) is also provided at the bottom of the housing (300), and the proximity sensor (320) is used to monitor whether the driver is in the driving position.

8. The vehicle driving state monitoring device according to claim 7, characterized in that: An LED light group (820) is also arranged around the camera (800), and the wavelength range of the LED light group (820) is 850nm-940nm.

9. The vehicle driving state monitoring device according to claim 8, characterized in that: The monitoring device also includes a controller (330) disposed in the housing (300), and the controller (330) is electrically connected to the proximity sensor (320), the LED light group (820), the sliding component (400), the camera (800), and the electric pan-tilt platform.

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