CN121375803A - Vehicle status recognition method, device, equipment and medium based on triaxial accelerometer - Google Patents
Vehicle status recognition method, device, equipment and medium based on triaxial accelerometerInfo
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Abstract
The application provides a vehicle state identification method, device, equipment and medium based on a triaxial accelerometer, and relates to the technical field of automobile electronics. The method comprises a calibration stage, a data acquisition stage, a deviation value calculation stage, a vehicle state identification and decision stage, a vehicle state decision stage and a vehicle state decision stage, wherein the calibration stage is used for calculating and storing an initial posture angle theta 1 1 representing a horizontal stationary state of a vehicle, the data acquisition stage is used for calculating a real-time posture angle theta 2 2 representing a real-time state of the vehicle, the deviation value calculation stage is used for calculating a posture deviation value delta theta based on the initial posture angle theta 1 1 and the real-time posture angle theta 2 2, at least one group of posture deviation thresholds are preset, the posture deviation value delta theta is compared with the posture deviation thresholds, at the same time, at least two vehicle state signals are obtained through a vehicle communication interface, and the vehicle current state is comprehensively judged based on a comparison result of the posture deviation value delta theta and the posture deviation thresholds and the vehicle state signals. The application can realize reliable and accurate identification of the vehicle state with extremely low cost through the triaxial accelerometer, and obviously reduces the false triggering rate.
Description
Technical Field
The application relates to the technical field of automobile electronics, in particular to a method and a device for identifying a vehicle state based on a triaxial accelerometer, electronic equipment and a storage medium.
Background
The vehicle state identification (for short, vehicle state identification) is one of key functions in an automobile electronic system, and the key requirement is to accurately judge whether the vehicle is in a state of normal running, tilting, overturning or collision in real time, so as to provide basis for subsequent safety control (such as airbag triggering), abnormal early warning (such as anti-theft tilting alarm) and data statistics (such as driving behavior analysis).
Currently, the mainstream solution for achieving high-precision vehicle state identification in the industry relies on Inertial Measurement Units (IMUs). The IMU is generally integrated with the triaxial accelerometer and the triaxial gyroscope, can collect acceleration data and angular velocity data simultaneously, and solves the vehicle attitude through a data fusion algorithm, so that motion interference is effectively counteracted, and recognition accuracy is high. However, IMU hardware is expensive (typically 5-10 times that of a tri-axial accelerometer) and requires a high computational power on a mating micro-processing unit (MCU), making it difficult to use in large scale in economical passenger cars, commercial vehicles, or low cost post-loading vehicle-mounted devices such as simple anti-theft devices.
To reduce the cost, some schemes attempt to implement vehicle state recognition using only a low cost tri-axial accelerometer (G-sensor for short). The inherent drawbacks of the G-sensor limit its reliability in that the G-sensor measures the vector sum of all accelerations to which the vehicle is subjected, including both the gravitational acceleration component used to determine attitude and the linear acceleration (e.g., acceleration, braking) and centrifugal acceleration (e.g., cornering) components generated by the vehicle's motion. In the running process of the vehicle, the motion acceleration component can seriously interfere with the extraction of the gravity acceleration component, so that the deviation of the attitude calculation result based on the G-sensor is extremely large, and false triggering is caused. For example, when a vehicle is suddenly braked, the vehicle is easily misjudged to be inclined forwards, when the vehicle is turned, the vehicle is easily misjudged to be inclined sideways, and the false triggering rate is as high as more than 30%, so that the actual application requirements cannot be met.
Thus, there is a strong need in the art for a vehicle state identification scheme that can achieve high reliability identification while maintaining low cost.
Disclosure of Invention
The application aims to provide a vehicle state identification method, device, electronic equipment and storage medium based on a triaxial accelerometer, which can realize reliable and accurate identification of the vehicle state with extremely low cost and remarkably reduce false triggering rate.
In a first aspect, an embodiment of the present application provides a vehicle state identifying method based on a triaxial accelerometer, including:
S1, in a calibration stage, placing a vehicle on an absolute horizontal plane, controlling a triaxial accelerometer to acquire initial acceleration data at the moment, and calculating and storing an initial attitude angle theta 1 representing a horizontal stationary state of the vehicle based on the initial acceleration data, wherein the initial attitude angle is an inverse cosine value of an included angle between a gravity acceleration vector and a Z axis of the vehicle in the initial state;
S2, in a data acquisition stage, controlling the triaxial accelerometer to acquire triaxial real-time acceleration data of the vehicle in real time in the running process of the vehicle, and calculating a real-time attitude angle theta 2 representing the real-time state of the vehicle based on the triaxial real-time acceleration data, wherein the real-time attitude angle is an inverse cosine value of an included angle between a gravity acceleration vector and a Z axis of the vehicle in a motion state;
S3, calculating a posture deviation value delta theta based on an initial posture angle theta 1 and a real-time posture angle theta 2, wherein the posture deviation value delta theta is the absolute value of the difference between the real-time posture angle theta 2 and the initial posture angle theta 1, namely delta theta= |theta 2 – θ1 |, and is used for representing the deviation degree of the current posture of the vehicle relative to a horizontal reference;
S4, at least one group of gesture deviation thresholds are preset in the vehicle state recognition and decision stage, the gesture deviation value delta theta is compared with the gesture deviation thresholds, at least two vehicle state signals are obtained through a vehicle communication interface, and the current state of the vehicle is comprehensively judged based on the comparison result of the gesture deviation value delta theta and the gesture deviation thresholds and the vehicle state signals.
In one possible implementation, the calculation formula of the attitude angle θ is:
Wherein, the For the X-axis real-time acceleration value,For the real-time acceleration value of the Y-axis,And the real-time acceleration value is the Z-axis.
In a possible implementation manner, the method further includes:
After the initial attitude angle theta 1 is calculated, verifying whether the value of theta 1 is within a preset range, and if the value is beyond, re-executing the calibration stage.
In a possible implementation manner, the vehicle communication interface is a CAN bus interface, and the CAN bus interface establishes bidirectional data communication with a vehicle controller of a vehicle, so as to obtain a vehicle state signal in real time, where the vehicle state signal includes a vehicle speed signal and a vehicle power mode signal.
In a possible implementation manner, the gesture deviation threshold includes a first deviation threshold Δa and a second deviation threshold Δb;
The comprehensively judging the current state of the vehicle based on the comparison result of the attitude deviation value delta theta and the attitude deviation threshold value and the whole vehicle state signal comprises the following steps:
When the vehicle speed signal represents the vehicle speed to be 0, judging that the vehicle is in a normal state if delta theta is less than or equal to delta A, judging that the vehicle is in an inclined state if delta A is less than or equal to delta B, and judging that the vehicle is in a turning state if delta theta is more than delta B;
and suspending the tilt and rollover state recognition logic based on the attitude deviation value delta theta when the vehicle speed signal characterizes a vehicle speed greater than 0.
In a possible implementation manner, the comprehensively judging the current state of the vehicle based on the comparison result of the attitude deviation value Δθ and the attitude deviation threshold and the vehicle state signal further includes:
When the vehicle power mode signal characterizes that the power is in the OFF gear or the ACC gear, the first deviation threshold value Δa and the second deviation threshold value Δb are adjusted down by a preset angle to activate high-sensitivity anti-theft tilt/overturn monitoring.
In a possible implementation manner, the method further includes:
Verifying the duration of the attitude deviation value Δθ after determining that the vehicle is in a tilted or flipped state;
If the duration of delta theta exceeding the corresponding deviation threshold value is greater than or equal to the preset duration, outputting a tilting or overturning state signal, and if the duration is smaller than the preset duration, judging that the state signal is not output, wherein the state signal is not output.
In a second aspect, an embodiment of the present application provides a vehicle state recognition device based on a triaxial accelerometer, including:
The calibration module is used for placing the vehicle on an absolute horizontal plane, controlling the triaxial accelerometer to acquire initial acceleration data at the moment, and calculating and storing an initial attitude angle theta 1 representing a horizontal stationary state of the vehicle based on the initial acceleration data, wherein the initial attitude angle is an anticcosine value of an included angle between a gravity acceleration vector and a Z axis of the vehicle in the initial state;
The data acquisition module is used for controlling the triaxial accelerometer to acquire triaxial real-time acceleration data of the vehicle in real time in the running process of the vehicle, and calculating a real-time attitude angle theta 2 representing the real-time state of the vehicle based on the triaxial real-time acceleration data, wherein the real-time attitude angle is an inverse cosine value of an included angle between a gravity acceleration vector and a Z axis of the vehicle in a motion state;
The deviation value calculating module is used for calculating a posture deviation value delta theta based on the initial posture angle theta 1 and the real-time posture angle theta 2, wherein the posture deviation value delta theta is the absolute value of the difference value between the real-time posture angle theta 2 and the initial posture angle theta 1, namely delta theta= |theta 2 – θ1 |, and is used for representing the deviation degree of the current posture of the vehicle relative to the horizontal reference;
The vehicle state recognition and decision module is used for presetting at least one group of gesture deviation threshold values, comparing the gesture deviation value delta theta with the gesture deviation threshold values, acquiring at least two vehicle state signals through a vehicle communication interface, and comprehensively judging the current state of the vehicle based on the comparison result of the gesture deviation value delta theta and the gesture deviation threshold values and the vehicle state signals.
In one possible implementation, the calculation formula of the attitude angle θ is:
Wherein, the For the X-axis real-time acceleration value,For the real-time acceleration value of the Y-axis,And the real-time acceleration value is the Z-axis.
In a possible implementation manner, the calibration module is further configured to:
After the initial attitude angle theta 1 is calculated, verifying whether the value of theta 1 is within a preset range, and if the value is beyond, re-executing the calibration stage.
In a possible implementation manner, the vehicle communication interface is a CAN bus interface, and the CAN bus interface establishes bidirectional data communication with a vehicle controller of a vehicle, so as to obtain a vehicle state signal in real time, where the vehicle state signal includes a vehicle speed signal and a vehicle power mode signal.
In a possible implementation manner, the gesture deviation threshold includes a first deviation threshold Δa and a second deviation threshold Δb;
The vehicle state identification and decision module is specifically used for:
When the vehicle speed signal represents the vehicle speed to be 0, judging that the vehicle is in a normal state if delta theta is less than or equal to delta A, judging that the vehicle is in an inclined state if delta A is less than or equal to delta B, and judging that the vehicle is in a turning state if delta theta is more than delta B;
and suspending the tilt and rollover state recognition logic based on the attitude deviation value delta theta when the vehicle speed signal characterizes a vehicle speed greater than 0.
In a possible implementation manner, the vehicle state identification and decision module is further specifically configured to:
When the vehicle power mode signal characterizes that the power is in the OFF gear or the ACC gear, the first deviation threshold value Δa and the second deviation threshold value Δb are adjusted down by a preset angle to activate high-sensitivity anti-theft tilt/overturn monitoring.
In a possible implementation manner, the vehicle state identification and decision module is further configured to:
Verifying the duration of the attitude deviation value Δθ after determining that the vehicle is in a tilted or flipped state;
If the duration of delta theta exceeding the corresponding deviation threshold value is greater than or equal to the preset duration, outputting a tilting or overturning state signal, and if the duration is smaller than the preset duration, judging that the state signal is not output, wherein the state signal is not output.
In a third aspect, the application provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor executing the computer program to perform the method according to the first aspect.
In a fourth aspect, the present application provides a computer readable storage medium having stored thereon computer readable instructions executable by a processor to implement the method according to the first aspect.
Compared with the prior art, the vehicle state identification method based on the three-axis accelerometer is provided, in a calibration stage, a vehicle is placed on an absolute horizontal plane, the three-axis accelerometer is controlled to collect initial acceleration data at the moment, an initial attitude angle theta 1 representing a horizontal static state of the vehicle is calculated and stored based on the initial acceleration data, in a data collection stage, the three-axis accelerometer is controlled to collect three-axis real-time acceleration data of the vehicle in real time in a vehicle running process, a real-time attitude angle theta 2 representing the real-time state of the vehicle is calculated based on the three-axis real-time acceleration data, an attitude deviation value delta theta is calculated based on the initial attitude angle theta 1 and the real-time attitude angle theta 2, at least one group of attitude deviation thresholds are preset, the attitude deviation values delta theta and the attitude deviation thresholds are compared, at least two vehicle state signals are obtained through a vehicle communication interface, and the current state of the vehicle is comprehensively judged based on a comparison result of the attitude deviation value delta theta and the attitude deviation thresholds and the vehicle state signals. Compared with the prior art, the application can realize reliable and accurate identification of the vehicle state with extremely low cost through the triaxial accelerometer, and obviously reduces the false triggering rate.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the application. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:
FIG. 1 shows a flow chart of a three-axis accelerometer-based vehicle state identification method provided by an embodiment of the application;
FIG. 2 shows a schematic view of an attitude angle θ provided by an embodiment of the present application;
FIG. 3 is a schematic diagram of a three-axis accelerometer-based vehicle state recognition device according to an embodiment of the present application;
fig. 4 shows a schematic diagram of an electronic device according to an embodiment of the present application.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
It is noted that unless otherwise indicated, technical or scientific terms used herein should be given the ordinary meaning as understood by one of ordinary skill in the art to which this application belongs.
In addition, the terms "first" and "second" etc. are used to distinguish different objects and are not used to describe a particular order. Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus.
The application creatively utilizes the low-cost G-sensor, and realizes the identification reliability of the comparable high-order sensor under the extremely low hardware cost through simple single-point static calibration, accurate space included angle calculation algorithm and intelligent enabling logic based on the whole vehicle signal fusion.
Referring to fig. 1, fig. 1 is a flowchart of a vehicle state recognition method based on a triaxial accelerometer according to an embodiment of the present application, including the following steps S101 to S104:
S101, in a calibration stage, placing a vehicle on an absolute horizontal plane, controlling a triaxial accelerometer to acquire initial acceleration data at the moment, and calculating and storing an initial attitude angle theta 1 representing a horizontal stationary state of the vehicle based on the initial acceleration data, wherein the initial attitude angle is an inverse cosine value of an included angle between a gravity acceleration vector and a Z axis of the vehicle in the initial state;
The triaxial accelerometer is subjected to single-point calibration in an absolute horizontal plane, and measured data of the triaxial accelerometer comprise an X-axis acceleration value, a Y-axis acceleration value and a Z-axis acceleration value. Conventional IMUs or complex systems require multi-point and multi-pose calibration. The application simplifies the process, and only needs to stop the vehicle on an absolute horizontal plane (such as a horizontal table of a 4S shop or a maintenance workshop), and execute a calibration command once after the system is electrified, the G-sensor reading (the components of gravity acceleration on three axes) at the moment can be defined as a horizontal reference, and an initial calibration angle is calculated, so that the process is greatly convenient for production and after-sale maintenance.
The calculation formula of the attitude angle theta is as follows:
Wherein, the For the X-axis real-time acceleration value,For the real-time acceleration value of the Y-axis,And the real-time acceleration value is the Z-axis. The formula has definite physical meaning and small calculated amount, and is very suitable for running on an embedded MCU with limited resources. By monitoring the change of the angle theta relative to the initial calibration angle, whether the vehicle is leaning forward, backward, rolling or turning can be accurately perceived.
As shown in fig. 2, the attitude angle θ characterizes the angle between the Z-axis of the vehicle and the gravitational acceleration vector, the change of which directly reflects the degree of pitch or roll of the vehicle.
In some embodiments, the method further comprises the step of verifying whether the value of θ 1 is within a predetermined range after calculating the initial attitude angle θ 1, and if so, re-executing the calibration phase.
S102, in a data acquisition stage, controlling the triaxial accelerometer to acquire triaxial real-time acceleration data of a vehicle in real time in the running process of the vehicle, and calculating a real-time attitude angle theta 2 representing the real-time state of the vehicle based on the triaxial real-time acceleration data, wherein the real-time attitude angle is an inverse cosine value of an included angle between a gravity acceleration vector and a Z axis of the vehicle in a motion state;
S103, calculating a posture deviation value delta theta based on an initial posture angle theta 1 and a real-time posture angle theta 2, wherein the posture deviation value delta theta is the absolute value of the difference between the real-time posture angle theta 2 and the initial posture angle theta 1, namely delta theta= |theta 2 – θ1 |, and is used for representing the deviation degree of the current posture of the vehicle relative to a horizontal reference;
S104, in a vehicle state recognition and decision stage, at least one group of gesture deviation thresholds are preset, the gesture deviation value delta theta is compared with the gesture deviation thresholds, at least two vehicle state signals are obtained through a vehicle communication interface, and the current state of the vehicle is comprehensively judged based on the comparison result of the gesture deviation value delta theta and the gesture deviation thresholds and the vehicle state signals.
Specifically, the vehicle communication interface is a CAN bus interface, and the CAN bus interface establishes bidirectional data communication with a vehicle controller of a vehicle and is used for acquiring a vehicle state signal in real time, wherein the vehicle state signal comprises a vehicle speed signal and a vehicle power supply mode signal. The application fuses the whole vehicle signals (such as the vehicle speed and the power supply mode) as enabling conditions, for example, the inclination/overturn judgment is carried out only when the vehicle is stationary (the vehicle speed=0), and the motion acceleration interference is effectively filtered.
In some embodiments, the gesture deviation threshold includes a first deviation threshold ΔA and a second deviation threshold ΔB, for example, the first deviation threshold ΔA may be set to 60 degrees and the second deviation threshold ΔB may be set to 120 degrees.
In the step S104, based on the comparison result of the attitude deviation value Δθ and the attitude deviation threshold and the vehicle state signal, the current state of the vehicle is comprehensively determined, which may be implemented as follows:
When the vehicle speed signal represents the vehicle speed to be 0, judging that the vehicle is in a normal state if delta theta is less than or equal to delta A, judging that the vehicle is in an inclined state if delta A is less than or equal to delta B, and judging that the vehicle is in a turning state if delta theta is more than delta B;
and suspending the tilt and rollover state recognition logic based on the attitude deviation value delta theta when the vehicle speed signal characterizes a vehicle speed greater than 0.
According to the application, a vehicle speed signal is introduced, and when the vehicle speed is zero, the inclination or overturning state identification based on the attitude angle theta is started, so that the influence of linear acceleration and centrifugal acceleration generated by the motion of the vehicle on G-sensor reading is eliminated. The vehicle power mode signal is introduced, and the rollover monitoring function is activated only in a specific power mode (such as OFF gear or ACC gear, vehicle standing/standby) to reduce the risk of false alarms during normal running of the vehicle.
In some embodiments, in the step S104, based on the comparison result of the posture deviation value Δθ and the posture deviation threshold and the vehicle state signal, the method may further include:
When the vehicle power mode signal characterizes that the power is in the OFF gear or the ACC gear, the first deviation threshold value Δa and the second deviation threshold value Δb are adjusted down by a preset angle to activate high-sensitivity anti-theft tilt/overturn monitoring.
In some embodiments, the method further comprises the steps of verifying the duration of the attitude deviation value delta theta after the vehicle is judged to be in the inclined or overturned state, outputting an inclined or overturned state signal if the duration of the delta theta exceeding the corresponding deviation threshold value is greater than or equal to a preset duration, and judging to be instant interference and not outputting the state signal if the duration is smaller than the preset duration.
The vehicle state identification method based on the triaxial accelerometer provided by the embodiment of the application has the following beneficial effects:
1. The cost is obviously optimized, namely a monovalent three-axis accelerometer (G-sensor) is adopted to replace a high Inertial Measurement Unit (IMU), so that the hardware cost is greatly reduced, the cost barrier of the traditional scheme is broken, and the economic vehicle and low-cost afterloading market demand are met.
2. The recognition is reliable, the false alarm rate is low, the optimal judgment scene (such as starting tilting/overturning recognition when the vehicle is only stationary) is intelligently screened by fusing the vehicle signals such as the vehicle speed, the power supply mode and the like, the acceleration interference generated by the vehicle motion is filtered from the source, the recognition reliability is obviously improved, and the false triggering risk is effectively reduced.
3. The algorithm is simple and efficient, the core attitude angle calculation logic has definite physical meaning and small operation amount, has low performance requirement on a micro processing unit (MCU), can be adapted to a low-calculation-force embedded chip, and is easy to quickly integrate and develop and realize production landing.
4. The calibration operation is convenient, namely, a single-point horizontal calibration scheme is adopted, a complex multi-gesture calibration process is not needed, the calibration link in the production assembly is greatly simplified, and the operation difficulty and the time cost of after-sales maintenance are reduced.
In the embodiment, a vehicle state identification method based on the triaxial accelerometer is provided, and correspondingly, the application further provides a vehicle state identification device based on the triaxial accelerometer. The vehicle state recognition device based on the triaxial accelerometer can implement the vehicle state recognition method based on the triaxial accelerometer, and the vehicle state recognition device based on the triaxial accelerometer can be realized in a mode of software, hardware or combination of software and hardware. For example, the tri-axis accelerometer based vehicle state identification apparatus may include integrated or separate functional modules or units to perform the corresponding steps in the methods described above. Referring to fig. 3, a three-axis accelerometer-based vehicle state recognition device 10 of the present application includes:
The calibration module 101 is configured to place the vehicle on an absolute horizontal plane, control the triaxial accelerometer to collect initial acceleration data at the moment, calculate and store an initial attitude angle θ 1 representing a horizontal stationary state of the vehicle based on the initial acceleration data, where the initial attitude angle is an arccosine value of an included angle between a gravity acceleration vector and a Z axis of the vehicle in the initial state;
the data acquisition module 102 is configured to control the triaxial accelerometer to acquire triaxial real-time acceleration data of the vehicle in real time during running of the vehicle, and calculate a real-time attitude angle θ 2 representing a real-time state of the vehicle based on the triaxial real-time acceleration data, where the real-time attitude angle is an inverse cosine value of an included angle between a gravity acceleration vector and a Z axis of the vehicle in a motion state;
The deviation value calculating module 103 is configured to calculate a deviation value Δθ of the current posture of the vehicle with respect to the horizontal reference based on the initial posture angle θ 1 and the real-time posture angle θ 2, where the deviation value Δθ is an absolute value of a difference value between the real-time posture angle θ 2 and the initial posture angle θ 1, i.e., Δθ= |θ 2 – θ1 |;
The vehicle state recognition and decision module 104 is configured to preset at least one set of gesture deviation thresholds, compare the gesture deviation value Δθ with the gesture deviation thresholds, obtain at least two vehicle state signals through the vehicle communication interface, and comprehensively determine the current state of the vehicle based on the comparison result of the gesture deviation value Δθ and the gesture deviation thresholds and the vehicle state signals.
In one possible implementation, the calculation formula of the attitude angle θ is:
Wherein, the For the X-axis real-time acceleration value,For the real-time acceleration value of the Y-axis,And the real-time acceleration value is the Z-axis.
In a possible implementation, the calibration module 101 is further configured to:
After the initial attitude angle theta 1 is calculated, verifying whether the value of theta 1 is within a preset range, and if the value is beyond, re-executing the calibration stage.
In a possible implementation manner, the vehicle communication interface is a CAN bus interface, and the CAN bus interface establishes bidirectional data communication with a vehicle controller of a vehicle, so as to obtain a vehicle state signal in real time, where the vehicle state signal includes a vehicle speed signal and a vehicle power mode signal.
In a possible implementation manner, the gesture deviation threshold includes a first deviation threshold Δa and a second deviation threshold Δb;
the vehicle state recognition and decision module 104 is specifically configured to:
When the vehicle speed signal represents the vehicle speed to be 0, judging that the vehicle is in a normal state if delta theta is less than or equal to delta A, judging that the vehicle is in an inclined state if delta A is less than or equal to delta B, and judging that the vehicle is in a turning state if delta theta is more than delta B;
and suspending the tilt and rollover state recognition logic based on the attitude deviation value delta theta when the vehicle speed signal characterizes a vehicle speed greater than 0.
In a possible implementation manner, the vehicle state identification and decision module 104 is further specifically configured to:
When the vehicle power mode signal characterizes that the power is in the OFF gear or the ACC gear, the first deviation threshold value Δa and the second deviation threshold value Δb are adjusted down by a preset angle to activate high-sensitivity anti-theft tilt/overturn monitoring.
In a possible implementation manner, the vehicle state identification and decision module 104 is further configured to:
Verifying the duration of the attitude deviation value Δθ after determining that the vehicle is in a tilted or flipped state;
If the duration of delta theta exceeding the corresponding deviation threshold value is greater than or equal to the preset duration, outputting a tilting or overturning state signal, and if the duration is smaller than the preset duration, judging that the state signal is not output, wherein the state signal is not output.
The vehicle state recognition device based on the triaxial accelerometer and the vehicle state recognition method based on the triaxial accelerometer provided by the embodiment of the application have the same beneficial effects as the method adopted, operated or realized by the vehicle state recognition device based on the triaxial accelerometer based on the same inventive concept.
The embodiment of the application also provides electronic equipment corresponding to the method provided by the embodiment, wherein the electronic equipment can be a vehicle-mounted terminal or terminal equipment such as a mobile phone, a notebook computer, a tablet computer, a desktop computer and the like so as to execute the vehicle state identification method based on the triaxial accelerometer.
Referring to fig. 4, a schematic diagram of an electronic device according to some embodiments of the present application is shown. As shown in fig. 4, the electronic device 20 includes a processor 200, a memory 201, a bus 202 and a communication interface 203, where the processor 200, the communication interface 203 and the memory 201 are connected through the bus 202, and a computer program that can be run on the processor 200 is stored in the memory 201, and when the processor 200 runs the computer program, the vehicle state identification method based on the triaxial accelerometer provided by any one of the foregoing embodiments of the present application is executed.
The memory 201 may include a high-speed random access memory (RAM: random Access Memory), and may further include a non-volatile memory (non-volatile memory), such as at least one disk memory. The communication connection between the system network element and at least one other network element is implemented via at least one communication interface 203 (which may be wired or wireless), the internet, a wide area network, a local network, a metropolitan area network, etc. may be used.
Bus 202 may be an ISA bus, a PCI bus, an EISA bus, or the like. The buses may be classified as address buses, data buses, control buses, etc. The memory 201 is configured to store a program, and the processor 200 executes the program after receiving an execution instruction, and the vehicle state identification method based on the tri-axial accelerometer disclosed in any of the foregoing embodiments of the present application may be applied to the processor 200 or implemented by the processor 200.
The processor 200 may be an integrated circuit chip with signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware in the processor 200 or by instructions in the form of software. The processor 200 may be a general-purpose processor including a central processing unit (Central Processing Unit, CPU for short), a network processor (Network Processor, NP for short), etc., or may be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, or discrete hardware components. The disclosed methods, steps, and logic blocks in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present application may be embodied directly in the execution of a hardware decoding processor, or in the execution of a combination of hardware and software modules in a decoding processor. The software modules may be located in a random access memory, flash memory, read only memory, programmable read only memory, or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in the memory 201, and the processor 200 reads the information in the memory 201, and in combination with its hardware, performs the steps of the above method.
The electronic equipment provided by the embodiment of the application and the vehicle state identification method based on the triaxial accelerometer provided by the embodiment of the application have the same beneficial effects as the method adopted, operated or realized by the electronic equipment based on the triaxial accelerometer.
The embodiment of the application also provides a computer readable storage medium corresponding to the three-axis accelerometer-based vehicle state identification method provided in the previous embodiment, and a computer program (i.e. a program product) is stored on the computer readable storage medium, wherein the computer program, when being executed by a processor, can execute the three-axis accelerometer-based vehicle state identification method provided in any of the previous embodiments.
It should be noted that examples of the computer readable storage medium may also include, but are not limited to, a phase change memory (PRAM), a Static Random Access Memory (SRAM), a Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), a Read Only Memory (ROM), an Electrically Erasable Programmable Read Only Memory (EEPROM), a flash memory, or other optical or magnetic storage medium, which will not be described in detail herein.
The computer readable storage medium provided by the above embodiment of the present application has the same beneficial effects as the method adopted, operated or implemented by the application program stored in the computer readable storage medium, because of the same inventive concept as the method for identifying the vehicle state based on the triaxial accelerometer provided by the embodiment of the present application.
It should be noted that the above embodiments are only used to illustrate the technical solution of the present application, but not to limit the technical solution of the present application, and although the detailed description of the present application is given with reference to the above embodiments, it should be understood by those skilled in the art that the technical solution described in the above embodiments may be modified or some or all technical features may be equivalently replaced, and these modifications or substitutions do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the present application, and all the modifications or substitutions are included in the scope of the claims and the specification of the present application.
Claims (10)
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