CN203832265U - Bus driver driving behavior detection system - Google Patents

Abstract

The utility model belongs to the technical field of driver behavior detection and discloses a driving behavior detection system of a bus driver. The bus driver's driving behavior detection system includes a base station positioning system, and the base station positioning system includes a bus driver's mobile phone and a plurality of base stations, and is characterized in that it also includes a data processing unit for receiving the location of the base station positioning system. A wireless signal receiver for data; the signal input end of the data processing unit is electrically connected to the output end of the wireless signal receiver; the signal output end of the data processing unit is electrically connected to a data memory.

Description

A driving behavior detection system for bus drivers

technical field

The utility model belongs to the technical field of driver behavior detection, in particular to a driving behavior detection system of a bus driver.

Background technique

In recent years, urban public transportation has been paid more and more attention by the government and welcomed by urban travelers because of its huge role in alleviating congestion and ensuring smooth traffic. In the urban traffic environment, a typical bus driver's driving behavior - emergency braking (sudden braking) and rapid acceleration, seriously endangers the safety of driving and affects the comfort of riding.

In order to standardize the operation of buses and ensure the safety and service level of buses, at present, GPS-based on-board instruments are mainly used to record driving data and realize functions such as overspeed warning and arrival reminder. However, the emergency braking and rapid acceleration driving behavior of the bus driver cannot be detected.

Utility model content

The purpose of the utility model is to propose a driving behavior detection system of a bus driver. The utility model does not need to install a satellite signal receiver (such as a GPS signal receiver), but records the driving data through the mobile phone of the bus driver, obtains the data of rapid deceleration and rapid acceleration of the bus in operation, and realizes the monitoring of the bus driver. Records of such driving behaviors as sudden braking and rapid acceleration.

In order to achieve the above-mentioned technical purpose, the utility model adopts the following technical solutions to realize.

A bus driver driving behavior detection system, including a base station positioning system, the base station positioning system includes a bus driver's mobile phone and a plurality of base stations, is characterized in that it also includes a data processing unit, used to receive the base station positioning system A wireless signal receiver for positioning data; the signal input end of the data processing unit is electrically connected to the output end of the wireless signal receiver; the signal output end of the data processing unit is electrically connected to a data memory.

The characteristics and further improvement of this technical solution are:

The base station positioning system is used to locate the bus driver's mobile phone in real time by using the time difference of arrival positioning method, and is used to send the positioning data of the bus driver's mobile phone to the outside through a wireless channel; the wireless signal receiver is used to receive The positioning data of the bus driver's mobile phone from the base station positioning system, and used to send the positioning data of the bus driver's mobile phone to the data processing unit; positioning data to obtain the rapid acceleration data and rapid deceleration data of the bus driver, and to send the rapid acceleration data and rapid deceleration data of the bus driver to the data storage; the rapid acceleration data includes the rapid acceleration time and rapid deceleration data The acceleration of the bus corresponding to the acceleration moment, the rapid deceleration data includes the rapid deceleration moment and the acceleration of the bus corresponding to the rapid deceleration moment.

The data processing unit is an ARM processor, a single-chip microcomputer or a microprocessor, and the data storage is a Huawei OceanStor S2200T storage system.

The signal output end of the data processing unit is electrically connected to a display screen.

Described a kind of bus driver's driving behavior detection system also comprises vehicle-mounted CAN bus, and ignition pulse sensor is arranged on the engine ignition coil of described bus, and the signal output terminal of described ignition pulse sensor is electrically connected vehicle-mounted CAN bus, so The signal input end of the data processing unit is electrically connected to the vehicle CAN bus.

The beneficial effects of the utility model are: the utility model does not need to install a satellite signal receiver (such as a GPS signal receiver), but records the driving data through the mobile phone of the bus driver, and obtains the rapid deceleration data and the rapid deceleration data of the bus during operation. Acceleration data to realize the recording of the driving behavior of the bus driver, such as emergency braking and rapid acceleration. The utility model has the characteristics of simple structure and convenient use.

Description of drawings

Fig. 1 is the structural representation of a kind of bus driver's driving behavior detection system of the present utility model;

Fig. 2 is the workflow schematic diagram of a kind of bus driver's driving behavior detection system of the present utility model;

Fig. 3 is the storage effect schematic diagram of the data memory of the present utility model;

FIG. 4 is a schematic diagram of the display effect of the display screen of the present invention.

Detailed ways

Below in conjunction with accompanying drawing, the utility model is further described:

Referring to Fig. 1, it is a schematic structural diagram of a bus driver's driving behavior detection system of the present invention. The bus driver's driving behavior detection system includes a base station positioning system and a vehicle-mounted CAN bus 1. The above-mentioned base station positioning system includes a bus driver's mobile phone and a plurality of base stations, and is used to monitor the bus driving by using the time difference of arrival (TDOA) method. The bus driver's mobile phone is used for real-time positioning, and is used to send the positioning data of the bus driver's mobile phone to the outside through the wireless channel. An ignition pulse sensor is installed on the ignition coil of the bus engine, and the signal output end of the ignition pulse sensor is electrically connected to the vehicle CAN bus 1. When the bus engine is started (that is, when the bus is started), the ignition pulse sensor can generate an ignition pulse signal, at this time, the ignition pulse sensor sends the ignition pulse signal to the vehicle CAN bus. When the engine of the bus stops working, the ignition pulse sensor can only generate a low-level signal, and the ignition pulse sensor will send the low-level signal to the vehicle CAN bus 1.

The above bus driver driving behavior detection system also includes a wireless signal receiver and a data processing unit arranged in the bus. The data processing unit is an ARM processor, a single-chip microcomputer or a microprocessor. The signal input end of the data processing unit is electrically connected to the output end of the wireless signal receiver and the vehicle CAN bus 1 respectively. The wireless signal receiver is used for receiving the positioning data of the bus driver's mobile phone from the base station positioning system, and for sending the positioning data of the bus driver's mobile phone to the data processing unit. For example, the wireless signal receiver adopts nRF2401 wireless transmission chip. The data processing unit is used to obtain the rapid acceleration data and rapid deceleration data of the bus driver according to the received positioning data of the bus driver's mobile phone. The rapid acceleration data includes the rapid acceleration moment and the acceleration of the bus corresponding to the rapid acceleration moment, and the rapid deceleration data includes the rapid deceleration moment and the acceleration of the bus corresponding to the rapid deceleration moment. The signal output end of the data processing unit is electrically connected to a data memory, and the data processing unit is used to send the bus driver's rapid acceleration data and rapid deceleration data to the data memory, and the data memory is a Huawei OceanStor S2200T storage system.

In the embodiment of the present invention, the signal output terminal of the data processing unit is electrically connected to a display screen, for example, the display screen adopts an 18.5-inch MBUS-185B display screen produced by Mercedes. The display screen is used to display the rapid acceleration data and rapid deceleration data of the bus driver under the control of the data processing unit.

The working process of a bus driver's driving behavior detection system of the present invention is described below. Referring to FIG. 2 , it is a schematic diagram of the working process of a bus driver's driving behavior detection system of the present invention. The workflow of the bus driver's driving behavior detection system includes the following steps:

S1: The base station positioning system uses the arrival time difference positioning method to locate the bus driver's mobile phone, and sends the positioning data of the bus driver's mobile phone to the outside through the wireless channel. The positioning data of the mobile phone of the bus driver includes: the latitude and longitude of the location of the mobile phone of the bus driver. The wireless signal receiver receives the positioning data of the bus driver's mobile phone from the base station positioning system in real time, and sends the positioning data of the bus driver's mobile phone to the data processing unit in real time. The following describes the process of positioning the bus driver's mobile phone by the base station positioning system using the time difference of arrival positioning method: According to the bus driver's mobile phone ID, the bus driver's mobile phone is located using the time difference of arrival positioning (TDOA) method , to collect the latitude and longitude of the current location of the bus driver's mobile phone (that is, the latitude and longitude of the current location of the bus). The Time Difference of Arrival (TDOA) method determines the position of the mobile phone (mobile phone) on the hyperbola with the two base stations as the focus by measuring the time difference between the arrival of the signal and the two base stations, and establishes more than two hyperbolic equations, and the two hyperbolas The intersection point is the position coordinates of the transmitter (i.e. mobile phone).

After the data processing unit receives the positioning data of the bus driver's mobile phone, it also knows the location of the bus driver's mobile phone (acquired through latitude and longitude).

In addition, as another implementation, after the data processing unit receives the positioning data of the bus driver's mobile phone, it can also use the map matching method, the bus driver's mobile phone ID number (provided by the mobile communication network) and the mobile phone The longitude and latitude of the location, compare the running trajectory of the bus driver's mobile phone with the route provided by the digital map database, link the bus driver's mobile phone location with the road network, and determine the bus driver through the pattern recognition and matching process The maximum possible position of the mobile phone on the map, accurately determine the current position of the bus driver's mobile phone, and reduce the influence of the bus driver's positioning error.

S2: The data processing unit obtains the travel distance of the bus in the sampling time period, and the sampling time period refers to: the time period between the current sampling moment and the last sampling moment of the base station positioning system; the data processing unit according to the bus The traveling distance in the sampling period and the sampling frequency of the base station positioning system calculate the instantaneous speed of the bus at the current sampling moment of the base station positioning system; the sampling frequency f of the base station positioning system is greater than or equal to 10Hz; in the data processing unit , according to the instantaneous speed of the bus at the current sampling time of the base station positioning system, the instantaneous speed of the bus at the last sampling time of the base station positioning system, and the sampling frequency f of the base station positioning system, calculate the bus in the sampling time period acceleration inside. The specific instructions are as follows:

The sampling frequency f of the base station positioning system is greater than or equal to 10Hz (indicating that the corresponding sampling interval is less than or equal to 0.1s). Since the corresponding sampling interval is very small, the movement path of the bus driver's mobile phone within the sampling period is considered to be a straight line . The data processing unit obtains the movement distance of the bus driver's mobile phone within the sampling time period. Because the mobile phone of the bus driver and the bus are in the same motion state, at this time, the data processing unit also obtains the running distance L of the bus within the sampling time period.

Since the sampling frequency f of the base station positioning system is greater than or equal to 10 Hz, the corresponding sampling interval Δt is less than or equal to 0.1 s. At this time, the average speed of the bus during the sampling period for:

$\stackrel{<span\; class="notranslate">\; \&OverBar;</span>}{\mathrm{<span\; class="notranslate">\; v</span>}}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; L</span>}<span\; class="notranslate">\; \&CenterDot;</span>\mathrm{<span\; class="notranslate">\; f</span>}$

Because the corresponding sampling interval Δt is less than or equal to 0.1s, the average speed of the bus during the sampling period can be Approximately regarded as the instantaneous speed of the bus at the current sampling moment of the base station positioning system.

Therefore, the data processing unit also obtains the instantaneous speed of the bus at each sampling moment of the base station positioning system. Then, the acceleration a _i of the bus in the sampling period can be obtained according to the following formula: a _i =(v _i -v _i-1 )f, where v _i is the current sampling moment of the bus in the base station positioning system The instantaneous speed of , v _i-1 is the instantaneous speed of the bus at the last sampling moment of the base station positioning system.

S3: The data processing unit judges whether the absolute value of the acceleration of the bus within the sampling period is less than the set acceleration threshold a _max . It is obvious that when the bus accelerates, the acceleration of the bus during the sampling period is greater than zero, and when the bus decelerates, the acceleration of the bus during the sampling period is less than zero. In the embodiment of the utility model, according to the actual investigation and test data, the acceleration and deceleration speed at which the bus passengers feel obviously uncomfortable is about 5m/s ² . Therefore, a _max is set to 5 m/s ² .

S4: If the absolute value of the acceleration of the bus within the above sampling time period is less than the set acceleration threshold a _max , it means that the bus is not accelerating or decelerating rapidly, so return to step S1 to step S3.

If the absolute value of the acceleration of the bus in the above-mentioned sampling time period is greater than or equal to the set acceleration threshold a _max , then it is judged that the current moment is the moment of rapid speed change, and the moment of rapid speed change is the moment of rapid acceleration or rapid deceleration, and step S5 is executed at this time ;Specific instructions are as follows: if the acceleration of the bus in the sampling time period is greater than or equal to the set acceleration threshold a _max , then it is judged that the current moment is a rapid acceleration moment; if the acceleration of the bus in the sampling time period is opposite If the number is greater than or equal to the set acceleration threshold a _max , it is judged that the current moment is the moment of rapid deceleration (in a state of sudden braking).

S5: The data processing unit sends the sudden speed change time and the acceleration of the bus corresponding to the sudden speed change time to the data memory. When using the data memory to store data, the acceleration a _i of the bus in the sampling period is divided into positive and negative values. When a _i takes a positive value, it means rapid acceleration. When a _i takes a negative value, it means rapid deceleration. In addition, the rapid acceleration time and rapid deceleration time are given by the data processing unit. Referring to FIG. 3 , it is a schematic diagram of the storage effect of the data memory of the present invention.

In step S5, the data processing unit sends a control signal to the display screen to control the display screen to display the moment of rapid speed change and the acceleration of the bus corresponding to the moment of rapid speed change. Referring to FIG. 4 , it is a schematic diagram of the display effect of the display screen of the present invention.

Preferably, before step S1, the data processing unit receives the signal from the ignition pulse sensor through the vehicle-mounted CAN bus, and if the signal from the ignition pulse sensor changes from a low-level signal to an ignition pulse signal, it means that the bus starts to start. In step S1, the positioning data of the bus driver’s mobile phone received by the data processing unit before the bus starts to start is invalid data, and the data processing unit will not calculate the rapid acceleration data and rapid deceleration of the bus based on these invalid data data (ie, for these invalid data, step S2 to step S5 will not be performed). In step S1, the positioning data of the bus driver's mobile phone received by the data processing unit after the bus starts to start is valid data, and the data processing unit calculates the rapid acceleration data and rapid deceleration data of the bus according to these valid data ( That is, step S2 to step S5 are executed).

In addition, from step S1 to step S5, the data processing unit receives the signal from the ignition pulse sensor through the vehicle CAN bus. If the signal from the ignition pulse sensor changes from the ignition pulse signal to a low level signal, it means that the engine is in the flame-off state. The car is at a standstill. At this time, the positioning data of the bus driver's mobile phone received by the data processing unit is invalid data, and the data processing unit no longer calculates the rapid acceleration data and rapid deceleration data of the bus.

The utility model does not need to install a satellite signal receiver (such as a GPS signal receiver), but records the driving data through the mobile phone of the bus driver, obtains the data of rapid deceleration and rapid acceleration of the bus in operation, and realizes the monitoring of the bus driver. Records of such driving behaviors as sudden braking and rapid acceleration. Through the analysis of recorded data, targeted education and training can be carried out for drivers, and the operation safety and service level of buses can be effectively improved.

Obviously, those skilled in the art can make various changes and modifications to the utility model without departing from the spirit and scope of the utility model. In this way, if these modifications and variations of the utility model fall within the scope of the claims of the utility model and equivalent technologies thereof, the utility model is also intended to include these modifications and variations.

Claims (4)

1. a bus driver driving behavior checking system, comprise architecture system, described architecture system comprises mobile phone and a plurality of base station of bus driver, it is characterized in that, also comprise data processing unit, for receiving the wireless signal receiver of the locating data of architecture system; The signal input part of described data processing unit is electrically connected to the mouth of wireless signal receiver; The signal output part of described data processing unit is electrically connected with data memory.

2. a kind of bus driver driving behavior checking system as claimed in claim 1, is characterized in that, described data processing unit is arm processor, micro controller system or microprocessor, and described data memory is the OceanStor S2200T of Huawei type memory system.

3. a kind of bus driver driving behavior checking system as claimed in claim 1, is characterized in that, the signal output part of described data processing unit is electrically connected with read-out.

4. a kind of bus driver driving behavior checking system as claimed in claim 1, it is characterized in that, also comprise vehicle-mounted CAN bus (1), on the engine igniting coil of described bus, be provided with fire pulse sensor, the signal output part of described fire pulse sensor is electrically connected to vehicle-mounted CAN bus (1), and the signal input part of described data processing unit is electrically connected to vehicle-mounted CAN bus (1).