CN105035074A - Vehicle active safety control method based on portable intelligent equipment - Google Patents

Abstract

The present invention provides a vehicle active safety control method based on a portable smart device. The portable smart device is placed in the vehicle. The method includes: making the first camera of the portable smart device acquire the facial image and/or body posture of the driver in the car image; make the portable smart device check the risk of the driver being in a fatigue driving state according to the previously obtained image; in response to the presence of the aforementioned risk, make the portable smart device send a first signal to the ECU of the vehicle; and the ECU of the vehicle receives the first signal After the signal, the driving speed limit of the vehicle is controlled and the seat belts of the driver and/or passenger are tightened. Using the vehicle seat belt control method of the present invention, the driver's fatigue driving risk can be detected through the smart phone, and the ECU of the vehicle can send a signal to the possible danger, and the vehicle ECU can actively control and tighten the seat belt to prevent traffic safety accidents occurrence or reduce the harm of traffic safety accidents.

Description

Vehicle active safety control method based on portable smart device

technical field

Various aspects of the present invention relate to the technical field of vehicle control, in particular to a vehicle active safety control method and system, and in particular to a vehicle active safety control method based on a portable smart device.

Background technique

For a long time, people's research on vehicle active safety control has never stopped. In the existing technology, vehicle active safety control technologies include ABS, EBD, ESP, ACC, BSD, EBA, LDWS, VSC, HMWS, FCWS, HUD, HDC, tire pressure monitoring, chip anti-theft, reversing image, automatic sensor headlights , automatic sensing wipers, etc., all of these prior technologies are realized based on the vehicle electronic system. On the one hand, the design of the electronic and/or hydraulic control system is complicated; The data bus of the auxiliary control is collinear, which occupies more communication resources. At the same time, once the line fails or is damaged, the maintenance work is extremely cumbersome, complicated and expensive.

For example, Chinese patent application No. 2012102162069 proposes a system and method for remote monitoring and warning of fatigue driving based on physiological information analysis. The input end of the EEG acquisition device is connected to the driver's cerebral cortex, and the output end of the EEG acquisition device transmits EEG signals. To the upper computer, the upper computer outputs the fatigue signal to the lower computer, and the lower computer outputs the alarm signal to the mobile phone module. The mobile phone module can be used to enable the driver monitoring personnel to query the driver's driving status in real time, and timely remind the driver to prevent fatigue driving; when the driver is in a fatigue driving state, the present invention can timely alarm by analyzing the EEG signal, When driving, the lower computer sends alarm information to the monitoring personnel's mobile phone by controlling the mobile phone module, so as to improve the detection and early warning ability of the driver's fatigue driving.

With the development of portable smart devices, especially smart phones (also known as portable smart devices, portable smart terminals, mobile terminals, cellular communication devices/terminals, etc.), research on their application to automotive active safety control has begun in the prior art. For example, Chinese patent application No. 2014104953266 discloses a real-time monitoring and early warning method for fatigue driving based on the Android platform. The system design uses a portable smart device equipped with an Android operating The GPS positioning and gyroscope sensors that come with the smart device calculate and store the acceleration and steering wheel angle data during vehicle driving every 1s, and then use the wavelet transform to extract the db5 wavelet scale 1 normalization of the acceleration from the stored data every 10s Energy, standard deviation of steering wheel steering angular velocity, normalized energy of steering wheel steering db5 wavelet scale 4 are used as fatigue judgment indicators, and then the indicators are brought into the counting model to determine the fatigue degree. The early warning system divides the fatigue degree into: awake, mild fatigue, Moderate fatigue, deep fatigue level four. Finally, according to the judgment results of the counting model, different early warning measures are taken for different fatigue degrees. The system design and implementation cost is low, the reliability is high, and it is easy to realize market promotion. The system implementation does not involve vehicle modification, and real-time monitoring of driving status is realized.

As another example, Chinese Patent No. 2012105171905 discloses a method for car driving fatigue warning on a mobile phone platform, which can quickly popularize car driving fatigue warning and greatly improve the safety factor of driving vehicles. The software is mainly implemented by invoking existing hardware devices on portable smart devices: 1. Combining image recognition technology and audio analysis technology to monitor the steering wheel of the car; 2. Combining audio analysis technology and acceleration monitoring to analyze the driving status of the car and complete the collision Event recognition; 3. Through the software, if the steering wheel is not operated for a long time or driving for a long time, it will issue a fatigue driving warning to remind the driver to take a rest. After the collision, obtain the location information and send a text message for help, and automatically call for help. Incoming calls can be monitored while driving, and can be set to automatically reject or automatically answer in outdoor mode. While ensuring the accuracy and stability of the fatigue warning function, maximize the function integration including the rescue function in the event of an accident to speed up the speed of rescue after the accident.

Although these existing technologies utilize portable smart devices to carry out active safety control, such as automobile safety defense alarm, automobile fault diagnosis, lane detection, vehicle detection, pedestrian detection, result analysis and calculation and remind the driver, fatigue detection and remind the driver or accelerate The speed of rescue after an accident, what it wants to solve is to remind in advance and rescue after the event, but in fact, it cannot effectively prevent the occurrence of traffic safety accidents when accidents such as fatigue driving, obstacles suddenly appearing in front, etc. .

Contents of the invention

A first aspect of the present invention provides a vehicle active safety control method based on a portable smart device, where the portable smart device is placed in the vehicle, the method comprising:

Make the first camera of the portable smart device acquire the facial image and/or body posture image of the driver in the vehicle;

Make the portable smart device check the risk of the driver being in a fatigue driving state based on the image data obtained above;

causing the portable smart device to send a first signal to an ECU of the vehicle in response to the presence of the foregoing risk; and

After receiving the first signal, the ECU of the vehicle controls the speed limit of the vehicle and tightens the safety belts of the driver and/or passengers.

It should be understood that all combinations of the foregoing concepts, as well as additional concepts described in more detail below, may be considered part of the inventive subject matter of the present disclosure, provided such concepts are not mutually inconsistent. Additionally, all combinations of claimed subject matter are considered a part of the inventive subject matter of this disclosure.

The foregoing and other aspects, embodiments and features of the present teachings can be more fully understood from the following description when taken in conjunction with the accompanying drawings. Other additional aspects of the invention, such as the features and/or advantages of the exemplary embodiments, will be apparent from the description below, or learned by practice of specific embodiments in accordance with the teachings of the invention.

Description of drawings

The figures are not intended to be drawn to scale. In the drawings, each identical or nearly identical component that is illustrated in various figures may be represented by a like reference numeral. For purposes of clarity, not every component may be labeled in every drawing. Embodiments of the various aspects of the invention will now be described by way of example with reference to the accompanying drawings, in which:

FIG. 1 is a schematic diagram illustrating a vehicle active safety control system based on a portable smart device according to some embodiments of the present invention.

2 is a schematic diagram illustrating a portable smart device according to some embodiments of the present invention.

Fig. 3 is a schematic diagram illustrating the principle of binocular stereoscopic imaging according to some embodiments of the present invention.

Fig. 4 is a schematic flowchart illustrating a method for active safety control of a vehicle based on a portable smart device according to some embodiments of the present invention.

Detailed ways

In order to better understand the technical content of the present invention, specific embodiments are given together with the attached drawings for description as follows.

Aspects of the invention are described in this disclosure with reference to the accompanying drawings, which show a number of illustrated embodiments. Embodiments of the present disclosure are not necessarily intended to include all aspects of the invention. It should be appreciated that the various concepts and embodiments described above, as well as those described in more detail below, can be implemented in any of numerous ways, since the concepts and embodiments disclosed herein are not limited to any implementation. In addition, some aspects of the present disclosure may be used alone or in any suitable combination with other aspects of the present disclosure.

FIG. 1 is a schematic diagram illustrating a vehicle active safety control system based on a portable smart device according to some embodiments of the present invention. The vehicle active safety control system includes a vehicle and a portable smart device 100 inside the vehicle. The portable smart device 100 communicates with the vehicle's ECU (Electronic Control Unit, also called a trip computer) 200 via wired or wireless transmission to realize data and and/or transmission of signals. For example, the communication between the portable smart device 100 and the ECU 200 of the vehicle is realized through a wireless network such as a Bluetooth network or a wireless local area network, or a wired transmission method such as a USB data line or a dedicated interface data line.

In this example, which will be described in more detail below, the portable smart device 100 detects the facial image and/or body posture image of the driver of the vehicle, and recognizes this image to check the risk of the driver being in a fatigue driving state. Based on such risk, a first signal is sent to the ECU 200 of the vehicle, and the ECU 200 of the vehicle performs corresponding processing based on the first signal, controlling the speed limit of the vehicle and controlling the automatic tightening of the seat belt. These first signal based controls will be described in more detail below.

In a further description, the portable smart device 100 further detects the obstacle image outside the vehicle, and obtains the distance between the obstacle and the vehicle accordingly, and based on the comparison result of this distance with a set first threshold , send a second signal to the ECU 200 of the vehicle, and the vehicle ECU 200 performs corresponding processing based on the second signal, and controls to increase the application of the vehicle brake and/or further tighten the vehicle safety belt, such as increasing the tightening force, speed wait.

FIG. 2 is a schematic diagram illustrating a portable smart device 100 according to some embodiments of the present invention. In this example, the portable smart device 100 is configured as a smartphone 100 . In some other embodiments, the portable smart device 100 can also be configured as a smart device (electronic device) with display, processing and network connection functions, such as a portable tablet computer (PAD), a personal mobile digital terminal (PDA), and the like. Next, a smart phone is taken as an example to describe an exemplary implementation of the object of the present invention.

2, smart phone 100 includes one or more processing units (CPU) 101, memory controller 102, peripheral interface 103, wireless communication device 104, external port 105, rear camera 1061, front camera 1062, audio circuit 107, one or more microphones 1071, one or more speakers 1072, memory 120, I/O subsystem 130, touch screen 132, other output or control devices 134, one or more motion sensors 140, and one or more Positioning device 150. These components communicate via one or more data buses/signal lines 160 . The smartphone 100 shown in FIG. 1 is just an example, and the components of the smartphone 100 may have more or fewer components than those shown in the illustration, or have different component configurations. The various components shown in Figure 1 may be implemented using hardware, software, or a combination of hardware and software, including one or more signal processing and/or integrated circuits.

The aforementioned one or more processors (CPU) 101, as the control and execution core components of the smart phone 100, run various programs and/or instruction sets stored in the memory 120, so as to realize various functions of the smart phone 100 and perform data processing. related processing.

The memory 120 includes a high-speed random access memory for data caching, and also includes a non-volatile memory, such as one or more flash memory devices (FLASH), or other non-volatile solid-state storage devices. In some embodiments, the memory 120 may also include a memory remote from the aforementioned one or more processors 101, such as a network-attached memory accessed via the wireless communication device 104 or the external port 105 and a communication network, where the communication network may be Internet, one or more internal networks, local area network (LAN), storage area network (SAN), wide area network (WLAN), etc., or other suitable combination.

The memory controller 102 controls access to the memory 120 by components of the smart phone 100 such as one or more processors 101 and peripheral interfaces 103 .

The peripheral interface 103 is used to couple the input and output peripherals of the smart phone 100 to the processor 101 and the memory 120 .

Processor 101, memory controller 102, and peripheral interface 103 may be implemented on a single chip, such as chip 110 shown in FIG. 1 . In other examples, they may also be implemented on multiple separate chips.

The wireless communication device 104 is configured to implement communication between the smart phone 100 and a communication network and other devices. For example, the exchange of data information is realized through electromagnetic waves, and the wireless communication device 104 performs reception and transmission of electromagnetic waves, and converts electromagnetic waves into electrical signals or converts electrical signals into electromagnetic waves. The wireless communication device 104 may include known circuits and/or modules for performing these functions, such as antenna systems, RF transceivers, subscriber identification cards (SIMs), CODEC chipsets, digital signal processors, etc., or combinations thereof . These wireless communication devices 104 communicate via wireless communications with communication networks such as the Internet, intranets, wireless networks such as cellular telephone networks, wireless local area networks (LANs), metropolitan area networks (MANs) and/or other devices. wait. These wireless communications may be based on at least one of a variety of communication protocols and standards, including but not limited to Global System for Mobile Communications (GSM), Enhanced Data GSM Environment (EDGE), Wideband Code Division Multiple Access (W-CDMA), code Division Multiple Access (CDMA), Bluetooth (Bluetooth), Wi-Fi based on IEEE standards, Voice over Internet Protocol (VoIP), Instant Messaging (IM), Short Message Service (SMS), or any other suitable letter of agreement.

External interface 105, such as universal serial bus interface (USB), FireWire interface 1394 (FireWire), high-definition multimedia interface (HDMI), VGA interface, etc., is suitable for direct or indirect coupling via network (such as Internet, WLAN, etc.) connected to other devices.

The rear camera 1061 and the front camera 1062 provide video and/or image input functions of the smart phone 100 . The rear camera 1061 and the front camera 1062 have an optical lens and an image sensor, and the image sensor is used to capture the image of the subject formed by the optical lens to obtain image data. The rear camera 1061 and the front camera 1062 are activated under control to acquire image data and/or video data in the direction to be photographed. These image data and/or video data are transmitted to the peripheral interface 103 and/or the memory 120 through the data bus or the signal line 160 for subsequent processing.

In this example, the rear camera 1061 of the smartphone 100 is preferably a binocular camera, or even a multi-camera. The front camera 1062 is a binocular or monocular camera.

The audio circuit 107 , the microphone 1071 and the speaker 1072 provide an audio interface between the user and the portable smart device 100 . The audio circuit 107 receives audio data from the peripheral interface 103 and converts them into electrical signals, and transmits these electrical signals to the speaker 1072, and the speaker 1072 converts the electrical signals into sound waves audible to human ears. The audio circuit also receives the electrical signal converted from the sound wave by the microphone, converts the electrical signal into audio data, and then transmits the audio data to the peripheral interface 103 and/or the memory 120 for subsequent processing. Audio data may be retrieved from and/or transmitted to memory 120 and/or wireless communication device 104 by peripherals interface 103 . In some embodiments, the audio circuit 107 also includes a headphone/receiver jack adapted to accept input/output peripherals.

The I/O subsystem 130 provides an interface between the input/output peripherals of the smartphone 100 and the peripherals interface 103 . I/O peripherals include touch screen 132, other input/control devices, or other similar devices. The I/O subsystem 130 of this example includes a touch screen controller 131 and one or more other input controllers 133 . The one or more other input controllers 133 receive/send electrical signals from/to other input/control devices. The input/control devices 134 include physical buttons (eg, push buttons, rocker buttons, etc.), dials, slide switches, joysticks, rotary multi selectors, and the like.

The touch screen 132 also provides input and output interfaces between the smart phone 100 and the user. The touch screen controller 131 receives/transmits electrical signals from/to the touch screen. The touch screen 132 provides visual output to the user, including text, graphics, video and any combination thereof.

The touch screen 132 is adapted to accept user's input based on haptic and/or tactile sense. Touch screen 132 has a touch-sensitive surface that receives user input. Touchscreen 132 and touchscreen controller 131 (along with any associated modules and/or instruction sets stored in memory 120) detect contact (and continuation and/or interruption of contact) on the touchscreen, and The detected contact is translated into an interaction with a user interface displayed on the touch screen, such as one or more soft keys.

In some embodiments, contact between the touch screen 132 and the user is based on one or more fingers. In other examples, the contact between the touch screen 132 and the user is based on an external device, such as a capacitive pen.

The touch screen 132 can be a touch-sensitive device based on LCD and LED technology, and can use one of a variety of touch-sensitive technologies to detect contact and contact continuity and interruption, such as capacitance, resistance, infrared and surface acoustic wave technology, close to sensor arrays, etc.

One or more motion sensors 140 are used to acquire motion state data and/or spatial data of the smart phone 100 and/or equipment, tools, devices, etc. to which the smart phone 100 is attached/attached/installed. Data is transferred to peripheral interface 103 via data bus or signal line 160 for processing.

The motion sensor 140 includes sensing devices such as an electronic gyroscope, an electronic compass, an acceleration sensor, an inclination sensor, etc., and is used to obtain the portable smart device 100 and/or the device to which the portable smart device 100 is attached/attached/installed. , tools, and various motion state data of devices. In some examples, the motion sensor 140 in the portable smart device 100 is composed of at least two types of motion sensors listed or not listed above, so as to function as a motion sensor. The effect of information fusion can be maximized.

One or more locating devices 150 are used to acquire geographic location data of the smart phone 100 and/or the equipment, device, or tool to which/attached/installed to the smart phone 100 . The acquired data is transmitted to the peripheral interface 103 through the data bus or signal line 160 for processing.

The positioning device 150 includes, for example, a global positioning system (GPS) satellite positioning receiving module, a Glonass (Glonass) satellite positioning receiving module, a Galileo (Galileo) satellite positioning receiving module, a Beidou satellite positioning receiving module, and the like. In some examples, the positioning device 150 is composed of the above at least two receiving modules. The positioning device 150 is suitable for receiving (sampling) positioning signals of satellites, so as to obtain position data (position vectors) of different epochs. The speed can be calculated by using these position data.

Smartphone 100 also includes a power system 180 for powering various components. The power system 180 includes a power management system, one or more power sources (battery or AC), a charging system, power failure detection circuits, power conversion circuits/inverters, power status indication circuits, and the like.

In some embodiments, as shown in FIG. 2 , the software components of the smartphone 100 include an operating system, a communication module (or an instruction set), a contact and/or motion module (or an instruction set), a ranging module (or an instruction set), a distance Examine the module (instruction set) and one or more applications (or instruction sets).

Operating systems, such as Linux, OS, WINDOWS, Android systems, or embedded systems such as Vxworks, have functions for controlling and managing routine system tasks (such as memory management, storage device control, power management, etc.) Various software components and/or drivers that communicate between similar software and hardware components.

A communication module facilitates communication with other devices via one or more external ports 105 . And the communication module also includes various software for processing data received by the external port 105 and/or the wireless communication device 104 .

The contact and/or motion module works with the touch screen controller 130 to detect contact with the touch screen 132 . This module includes software for performing various operations associated with the detection of contact with the touch screen 132, such as determining whether a contact occurs, whether the contact is continuous, and tracking movement on the touch screen, determining whether the contact is continuous or interruption.

The fatigue detection module includes an instruction set or a software component for performing fatigue detection according to a fatigue detection algorithm. These facial image-based fatigue detection algorithms can be implemented using known algorithms in the prior art. An example of these will be described below.

Based on the fatigue detection of facial images, the fatigue degree is calculated according to the open and closed state of human eyes combined with the blink frequency to obtain the driver's risk of fatigue driving. Specifically, for example, first, according to the front-facing camera 1062 of the portable smart device 100, the driver's face image in the cockpit is collected, and a method such as AdaBoost is used to locate the face; Algorithms such as valueization determine the position of the human eye; finally, the degree of fatigue is calculated based on the opening and closing state of the human eye combined with the blinking frequency. Based on this fatigue level, it can be obtained that the driver is at risk of fatigue driving. Such algorithms and technologies, such as "Driver Fatigue Detection Based on Facial Features" proposed by Yuan Jian, Yao Minghai, etc., "Research on Driver Fatigue Driving Detection Method Based on Human Eye Recognition Technology" proposed by Gao Fadeng, etc. Relevant documents have already been disclosed, and will not be repeated here.

In other examples, the aforementioned fatigue detection based on facial images can also adopt the method involved in the "Research on Driver Fatigue Detection Based on Human Eye Detection" proposed by Xiang Ke et al., the method includes: first, based on image recognition The driver's eyes are detected, the eye opening and closing state is recognized in the successfully detected human eye area, and the PERCLOS value is calculated, and finally the fatigue driving risk is analyzed and judged based on the calculated PERCLOS value.

In some other embodiments, fatigue detection can also be recognized based on human body posture. For example, the existing well-known DOZER technology uses the tilt angle of the head to detect whether it is drowsy, that is, the degree of fatigue driving.

A ranging module, including software components such as those suitable for binocular ranging. Compared with the ranging of monocular cameras, the use of binocular cameras can achieve accurate distance measurement. For example, by using the image data collected by the rear binocular camera 1061 of the portable smart device, the distance between the vehicle and the obstacle in front of the vehicle captured by the rear camera 1061 is obtained through a binocular ranging algorithm. This type of binocular ranging algorithm can be realized by using known algorithms in the prior art. An example of these will be described below.

Fig. 3 is a schematic diagram illustrating the principle of binocular stereoscopic imaging according to some embodiments of the present invention. As shown in the figure, O _l and O _r represent the optical centers of the left and right cameras (binocular cameras) respectively. The distance between the projected centerlines of the two cameras, that is, the baseline distance is denoted as B. f _c represents the effective focal length of the camera, and the focal lengths of the two cameras are the same. The image planes of the two cameras are located on the same plane, and the optical axes are parallel. The two cameras watch the same feature point P of the space object at the same moment, and obtain the images of point P on the "left eye" and "right eye" respectively, and their image coordinates are respectively p _l = (X _l , Y _l ), p _r =(X _r , Y _r ). Assuming that the images of the two cameras are on the same plane, the image coordinates Y of the feature point P(x _c , y _c , z _c ) are the same, that is, Y _r =Y _l =Y, then it can be obtained from the triangular geometric relationship:

$\left\{\begin{array}{c}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}\frac{{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}}{{\mathrm{<span\; class="notranslate">\; z</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}}\\ {\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}\frac{{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; B</span>}}{{\mathrm{<span\; class="notranslate">\; z</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}}\\ \mathrm{<span\; class="notranslate">\; Y</span>}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; f</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}\frac{{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}}{{\mathrm{<span\; class="notranslate">\; z</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span>$

Let the parallax be D=X _l -X _r . From this, the three-dimensional coordinates of the feature point P in the camera coordinate system can be calculated as:

$\left\{\begin{array}{c}{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; BX</span>}}_{\mathrm{<span\; class="notranslate">\; l</span>}}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; D.</span>}\\ {\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; BY</span>}}_{\mathrm{<span\; class="notranslate">\; l</span>}}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; D.</span>}\\ {\mathrm{<span\; class="notranslate">\; z</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; Bf</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; D.</span>}\end{array}\right.<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>$

At the same time, the distance from the feature point to the origin of the coordinate system can be easily obtained:

$\mathrm{<span\; class="notranslate">\; the\; s</span>}<span\; class="notranslate">\; =</span>\sqrt{{\mathrm{<span\; class="notranslate">\; x</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; the\; y</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; z</span>}}_{\mathrm{<span\; class="notranslate">\; c</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}}<span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 3</span>}<span\; class="notranslate">\; )</span>$

Therefore, as long as any point on the image plane of the left camera can find the corresponding matching point on the image plane of the right camera (the two are points at the same point in space on the image plane of the left and right cameras), the three-dimensional position of the point can be determined. coordinate.

In order to use the binocular camera for distance measurement, the binocular camera can be calibrated first, and the stereo correction algorithm such as Bouguet stereo correction is used to perform stereo correction on the binocular camera; The same feature point on the target is extracted at the sub-pixel level; finally, the distance measurement is realized according to the extracted matching corner coordinates combined with the binocular vision distance measurement formula.

Apparently, the software components described above are just an example, and the software components of the ranging module in the portable smart device 100 of the present disclosure can also be implemented in other ways in the known technology that are not listed in the present disclosure, including A program/software component that is not currently developed or written.

The distance checking module includes a software component for checking the comparison result of the distance between the obstacle and the vehicle and the set first threshold. The aforementioned first threshold can be set in advance by the user, the driver, the production, sales or operator of the portable smart device, and the like. This first threshold also corresponds to different drivers and driving patterns in different situations, such as for new drivers or high-speed driving patterns (over 60KM/H), the aforementioned first threshold usually has a higher value, such as 100m or greater value, and for experienced drivers or low-speed driving mode (below 20KM/H), the aforementioned first threshold usually has a lower value, such as 50m or less value. Of course, these illustrations do not limit the present invention, but are merely illustrative illustrations.

The one or more applications include a voice call application such as a cellular network, a short message application, an instant messaging application, a map application, an online music playback application, an online video playback application, an online reading application, and the like. When the cellular communication device 100 receives a newly arrived incoming call, or a newly arrived short message, or a newly arrived IM message, or a message pushed by a new map application, or a message promoted by an online music playing application/online video playing application/online reading application Online play recommendations, and/or update prompts for these applications, etc., new arrival messages such as these will generate reminder messages on the cellular communication device 100, such as text (screen is lit and displayed), playing sound (prompt tone) , physical vibration, and indicator light feedback to provide feedback in at least one way, which is beneficial for the user to know in time.

FIG. 4 is a schematic flowchart illustrating a method for active safety control of a vehicle based on a portable smart device according to some embodiments of the present invention, wherein the detection of driver fatigue is exemplarily implemented through facial image recognition.

As shown in FIG. 1, the vehicle active safety control method based on the portable smart device, in general, the portable smart device 100 detects the facial image of the driver of the vehicle, and recognizes the image to check that the driver is in a fatigue driving state risks of. Based on such risk, a first signal is sent to the ECU 200 of the vehicle, and the ECU 200 of the vehicle performs corresponding processing based on the first signal, controlling the traveling speed limit of the vehicle and tightening the seat belts of the driver and/or passengers. These first signal based speed limits will be described in more detail below.

In a further solution, the portable smart device 100 further detects the image of the obstacle outside the vehicle, and obtains the distance between the obstacle and the vehicle accordingly, and based on the comparison result of this distance with a set first threshold , send a second signal to the ECU 200 of the vehicle, and the ECU 200 of the vehicle executes corresponding processing based on the second signal, controlling to increase the application of the vehicle brake and/or controlling the further tightening of the vehicle safety belt, such as increasing the tightening force, speed.

Specifically, Fig. 4 describes the implementation of the above process in more detail.

Make the first camera of the portable smart device acquire the facial image of the driver in the car (301).

As disclosed above, preferably, the front camera is used to obtain the facial image of the driver in the vehicle. Driven or/and triggered to take a facial image of the driver inside the vehicle. These images are transmitted to the peripheral interface 103 through, for example, a data bus or a signal line for subsequent processing and application.

The portable smart device checks the driver's risk of being in a fatigue driving state according to the previously obtained image data (302).

The portable smart device 100 is called by its processor to execute one or more fatigue detection modules stored in the memory, so as to identify based on the acquired facial image, judge the driving state of the driver, and determine whether it is in a fatigue driving state , if yes, there is a risk of being in a state of fatigue driving.

In response to the presence of the aforementioned risk, the portable smart device sends a first signal to the ECU of the vehicle (303).

In this example, the portable smart device 100 detects that the driver has a risk of fatigue driving through the operation of its software components, and sends a first signal to the ECU of the vehicle based on the risk judgment result. The first signal is intended to indicate to the ECU of the vehicle that the driver is at risk of being in a fatigue driving state, and it is hoped that the ECU can respond in time and make corresponding controls to reduce the occurrence of hazards or disasters.

After receiving the first signal, the ECU of the vehicle controls the travel speed limit of the vehicle and automatically tightens the safety belts of the driver and/or passengers (304).

The ECU of the vehicle, as the core module of vehicle driving, braking and other management and control, is responsible for the active and passive control of the vehicle.

Referring to FIG. 1 , the ECU 200 of the vehicle controls the speed limit of the vehicle after receiving the first signal. The speed limit of the control vehicle mentioned here specifically, in some optional examples, includes: at least one of deceleration, downshifting, speed limit, and gear limit.

The ECU 200 controls the vehicle to perform at least one of deceleration, downshifting, speed limit, and gear limit according to the first signal. The restrictions here are easy to implement on automatic transmission vehicles, new energy vehicles (such as hybrid vehicles, pure electric vehicles, fuel cell vehicles), and vehicles with assisted driving and/or automatic driving functions. For example, send a control signal to the braking system of the vehicle through the ECU200, so that the braking system of the vehicle takes effect, thereby decelerating the vehicle; or send a control signal to the transmission of the vehicle through the ECU200, to reduce or gradually reduce (such as while decelerating) stalls.

As the core component of vehicle control, the ECU200 of the vehicle is responsible for the driving, braking, driving of lights, driving of lights, fault detection, opening of car windows, sunroof control, door control, navigation control, and wiper control in the vehicle. wait. In some embodiments, the ECU 200 of the vehicle also includes a plurality of auxiliary ECUs that control different auxiliary functions and a main control ECU that controls key functions such as driving and braking of the vehicle. Some of the control functions listed above are in some examples It is usually performed by the main control ECU, such as vehicle driving, braking, etc., while other control functions are completed by the auxiliary ECU, such as car light driving, indicator light driving, fault detection, car window opening, sunroof control, door control, navigation control, wiper control, etc. Communication between ECUs and between ECUs and control nodes is usually carried out via the data bus of the vehicle, such as CAN bus, LIN bus and so on.

In some preferred solutions, the ECU of the vehicle controls the maximum speed and/or the maximum gear position of the vehicle after receiving the first signal. Such as limiting to a lower gear, thereby reducing or eliminating the possible hazards or risks caused by fatigue driving.

Seat belt mechanisms that support electrically controlled adjustments are already in use in the public domain, such as those already in use on vehicles produced by Toyota Motor Corporation, Mercedes-Benz, and in this case detected by a smartphone When the driver is at risk of fatigue driving, a signal containing risk judgment information is sent to the ECU of the vehicle, and the ECU of the vehicle makes corresponding actions to control the automatic tightening of the seat belt, such as driving and controlling the motor of the seat belt to achieve safety. Automatic tightening of the belt.

In some embodiments, the control of the automatic tightening of the seat belt can be implemented in various ways, such as based on a set tightening force, and/or a predetermined tightening speed and so on.

In other examples, the control of the automatic tightening of the seat belt can also be set to alternately achieve tightening-relaxation according to the set cycle, that is, intermittent tightening-relaxation; or, irregular tightening Fasten the driver and/or passenger seat belts; or, tighten the driver and/or passenger seat belts with irregular tightening forces.

In some examples, the aforementioned methods further include:

Make the rear camera of the portable smart device 100 acquire images of obstacles outside the vehicle;

The portable smart device 100 performs obstacle distance measurement according to the aforementioned obtained images;

Based on the distance between the obstacle and the vehicle being less than a set first threshold, the portable smart device 100 sends a second signal to the ECU of the vehicle;

After receiving the second signal, the ECU of the vehicle controls to increase the application of the brakes of the vehicle.

In this way, when it is detected that the driver has the risk of driving fatigue, the vehicle's ECU 200 controls the speed limit of the vehicle, and at the same time, when it detects that the distance between the obstacle outside the vehicle and the vehicle is less than the first threshold, the vehicle ECU 200 controls the speed limit of the vehicle. Further increase the application of vehicle brakes to further reduce the risk of collision or reduce the damage caused by collision.

In some specific examples, for example, control enables the vehicle braking system to perform braking with a greater braking torque.

In some more preferred examples, after the ECU of the vehicle receives the aforementioned second signal, it controls to increase the tightening force of the seat belt. And/or, the driver's and/or passenger's seat belt is controlled to be tightened with an irregular tightening force, and/or, the driver's and/or passenger's seat belt is controlled to be tightened with an irregular tightening speed.

In other examples, after the ECU receives the first signal and/or the second signal, it controls to tighten the driver's and/or passenger's safety belts with an irregular tightening force.

In still some examples, after the ECU receives the first signal and/or the second signal, it controls to tighten the driver's and/or passenger's seat belts at an irregular tightening speed.

It should be understood that, on the basis of one or more schematic diagrams and flowcharts shown or implied in FIG. 4, for a person of ordinary skill in the art, one or more software can be directly developed without creative work. to perform the method or processing shown in FIG. 4 .

Although the present invention has been disclosed above with preferred embodiments, it is not intended to limit the present invention. Those skilled in the art of the present invention can make various changes and modifications without departing from the spirit and scope of the present invention.

Therefore, the scope of protection of the present invention should be defined by the claims.

Claims (7)

1. A vehicle active safety control method based on a portable smart device, which is placed in the vehicle, characterized in that the method comprises: Make the first camera of the portable smart device acquire the facial image and/or body posture image of the driver in the vehicle; Make the portable smart device check the risk of the driver being in a fatigue driving state based on the image data obtained above; causing the portable smart device to send a first signal to an ECU of the vehicle in response to the presence of the foregoing risk; and After receiving the first signal, the ECU of the vehicle controls the speed limit of the vehicle and tightens the safety belts of the driver and/or passengers. 2. The vehicle active safety control method based on the portable intelligent device according to claim 1, wherein, in the foregoing method: After receiving the first signal, the ECU of the vehicle controls the vehicle to decelerate. 3. The vehicle active safety control method based on a portable smart device according to claim 1 or 2, wherein, in the foregoing method: The ECU of the vehicle controls the downshifting of the vehicle after receiving the first signal. 4. The vehicle active safety control method based on a portable smart device according to claim 1, wherein, in the foregoing method: After receiving the first signal, the ECU of the vehicle controls the maximum speed and/or the maximum gear position of the vehicle. 5. The vehicle active safety control method based on a portable smart device according to any one of claims 1-4, wherein the aforementioned method further comprises the following steps: Make the second camera of the portable smart device acquire images of obstacles outside the vehicle; Make the portable smart device perform obstacle distance measurement according to the aforementioned images; Based on the distance between the obstacle and the vehicle being less than a set first threshold, the portable smart device sends a second signal to the ECU of the vehicle; After receiving the second signal, the ECU of the vehicle controls to increase the application of vehicle brakes and/or controls to increase the tightening force of the safety belt. 6. The vehicle active safety control method based on a portable smart device according to claim 5, wherein, in the foregoing method: After receiving the first signal and/or the second signal, the ECU controls to tighten the driver's and/or passenger's safety belts with an irregular tightening force. 7. The vehicle active safety control method based on a portable smart device according to claim 5, wherein, in the foregoing method: After receiving the first signal and/or the second signal, the ECU controls to tighten the driver's and/or passenger's safety belts at an irregular tightening speed.