Intelligent vehicle computer for preventing brutal driving and control method thereof

Abstract

The present invention proposes an intelligent vehicle machine and a control method thereof for preventing brutal driving, which relate to the field of motor vehicle driving safety technology. A virtual dynamic image is generated by acquiring first information located at a preset distance in front of or behind a vehicle, a non-drivable interval is determined according to the virtual dynamic image, and second information of a driver manipulating the vehicle is acquired through the intervention of an auxiliary brake. A first virtual acceleration and a virtual driving direction are generated according to the second information. A first virtual time and a first virtual braking time are generated according to the first virtual acceleration and the preset distance. When the virtual driving direction is consistent with the direction of the non-drivable interval and the first virtual time is greater than the first virtual braking time, if the accelerator is not released or the brake is stepped on within the response time, the auxiliary brake is started for braking and the accelerator is disconnected at the same time. In this way, the driver's driving behavior can be predicted and intervened to prevent the driver from engaging in brutal driving behavior, thereby ensuring safe driving of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of motor vehicle driving safety, and in particular to an intelligent vehicle machine for preventing brutal driving and a control method thereof. Background Art

[0002] With the rapid increase in the number of motor vehicles, the accident rate of vehicles is getting higher and higher, and reckless driving often occurs (deliberately colliding with others, deliberately colliding with surrounding shops, etc.). Among them, the driver's unhealthy driving psychology is the original cause of reckless driving accidents. If the driver's driving style can be monitored and analyzed during the driving process, and predictions can be made, and intervention can be made when driving behaviors that violate common sense are made, the life and property safety of all parties can be effectively protected.

[0003] Therefore, it is necessary to propose an intelligent vehicle machine and its control method to prevent brutal driving to intervene in the driver's brutal driving behavior, thereby ensuring safe driving of the vehicle. Summary of the invention

[0004] In order to solve the above problems, the present invention proposes an intelligent vehicle machine for preventing brutal driving and a control method thereof to intervene in the driver's brutal driving behavior, thereby ensuring safe driving of the vehicle.

[0005] The present invention is achieved through the following technical solutions:

[0006] The present invention proposes an intelligent vehicle control method for preventing brutal driving, comprising the following steps:

[0007] Acquire first information at a preset distance in front of or behind the vehicle, the first information including vehicle speed, image information, object distance information, and biological far infrared information, and generate a virtual dynamic image based on the first information;

[0008] Determine whether there is a non-drivable section in the virtual dynamic image, wherein the non-drivable section includes a biological walking section, an obstacle placement section, and a longitudinal section space;

[0009] If it exists, the auxiliary brake for intervening in the vehicle brake control system is awakened and put into a standby state;

[0010] Acquire second information of the driver controlling the vehicle, the second information including accelerator pedaling amount information, gear information, and steering wheel rotation amount information, generate a first virtual acceleration based on the accelerator pedaling amount information and the gear information, and generate a virtual driving direction based on the steering wheel rotation amount information and the gear information, wherein the accelerator pedaling amount includes accelerator pedaling depth and pedaling time;

[0011] Generate a first virtual time used to reach the non-drivable section according to the vehicle speed, the first virtual acceleration, and the preset distance, and generate a first virtual braking time used in the process of reaching the non-drivable section according to the first virtual acceleration, the preset distance, and the image information;

[0012] Determine whether the virtual driving direction is consistent with the direction of the non-drivable section;

[0013] If yes, determining whether the first virtual time is greater than the first virtual braking time;

[0014] If yes, then the time taken for the first virtual braking is subtracted from the first virtual time to obtain the strain time;

[0015] Determine whether the first virtual acceleration decreases to within a preset threshold range within the strain time;

[0016] If not, the auxiliary brake is activated to brake and the accelerator is disconnected at the same time.

[0017] Furthermore, the step of generating a virtual dynamic image based on the first information includes:

[0018] Two preset high-definition cameras are used to obtain image information of the images in front of or behind the vehicle;

[0019] Two ultrasonic ranging sensors are used to obtain distance information and road information of objects in front of or behind the vehicle;

[0020] Using far infrared sensors to obtain biological far infrared information from the front or rear of the vehicle;

[0021] Determining whether the first pattern in the image information does not change during the driving of the vehicle;

[0022] If yes, the first pattern is assumed to be a road, and then a virtual road image is generated;

[0023] Determining whether the second pattern in the image information has the same changing pattern during the vehicle driving process;

[0024] If yes, the second pattern is assumed to be a road landscape, and then a virtual road landscape image is generated;

[0025] Determining whether the third pattern in the image information increases as the area of ​​the first pattern decreases, and the ultrasonic ranging sensor does not detect the distance information of the object ahead and the road depth change information;

[0026] If yes, the third pattern is assumed to be a longitudinal section, and then a virtual longitudinal section image is generated;

[0027] Determining whether a rate of decrease in the distance between the object and the vehicle in the object distance information is equal to a travel speed of the vehicle;

[0028] If yes, the object is assumed to be a placed object in the road, and the outline of the fixed placed object is marked with a first color, and then a virtual placed object is generated;

[0029] Determine whether the organism in the far infrared information is the object;

[0030] If yes, marking the outline of the object with a second color and then generating a virtual creature;

[0031] The virtual road image, the virtual road landscape image, the virtual longitudinal section image, the virtual placed object and the virtual organism are synthesized into a virtual dynamic image.

[0032] Furthermore, the step of determining whether the second pattern in the image information has the same changing pattern during the vehicle driving process includes:

[0033] Acquire a second pattern and a vehicle travel speed;

[0034] determining whether the second pattern is proportionally enlarged with a perspective effect;

[0035] If so, determine whether the amplification rate is proportional to the vehicle's speed;

[0036] If so, it is assumed that the changing rule of the second pattern during the driving process of the vehicle is the same.

[0037] Furthermore, the step of determining whether the rate of decrease of the distance between the object and the vehicle in the object distance information is equal to the vehicle travel speed includes:

[0038] If not, then determine whether the rate at which the distance between the object and the vehicle decreases is greater than the vehicle's travel speed;

[0039] If yes, the object is assumed to be an object moving towards each other on the road, and the outline of the object moving towards each other is marked with a third color, and then a first virtual placement object is generated;

[0040] If not, the object is assumed to be an object moving in the same direction on the road, and the outline of the object moving in the same direction is marked with a fourth color, and then a second virtual placement object is generated.

[0041] Furthermore, the step of determining whether there is a non-drivable section in the virtual dynamic image includes:

[0042] Acquire a first image in the virtual dynamic image located in the driving direction of the vehicle;

[0043] determining whether the first image is a virtual creature;

[0044] determining whether the first image is a virtually placed object;

[0045] determining whether the first image is a virtual longitudinal section image;

[0046] If one of the above three is true, or two of the above three are true, or all three are true, then the first image is marked as a non-drivable section.

[0047] Furthermore, the step of determining whether there is a non-drivable section in the virtual dynamic image further includes:

[0048] Acquire a second image located in the driving direction of the vehicle in the virtual dynamic image, the second image being located on one side of the first image;

[0049] determining whether the second image is a virtual creature;

[0050] determining whether the second image is a virtually placed object;

[0051] determining whether the second image is a virtual longitudinal section image;

[0052] If all three of the above are negative, the second image is marked as a safe driving zone;

[0053] Determining whether the second image is located on the left side of the first image;

[0054] If yes, then play the first pre-recorded prompt voice;

[0055] If not, the second pre-recorded prompt voice is played.

[0056] Furthermore, the step of generating the first virtual acceleration based on the accelerator pedaling amount information and the gear position information includes:

[0057] Obtain the trampling depth and trampling time, and record them;

[0058] The theoretical acceleration corresponding to the combination of the pre-stored accelerator pedaling depth and the gear position information is called;

[0059] The theoretical acceleration and the pedaling time are correspondingly combined to form multiple sets of theoretical acceleration and corresponding pedaling time, and the multiple sets of theoretical acceleration are ranked from high to low;

[0060] Define the top 30% of the ranking as the maximum threshold interval;

[0061] Obtaining the sum of multiple sets of theoretical accelerations and corresponding pedaling times within the maximum threshold interval, then screening out the maximum value of the multiple sets of theoretical accelerations within the maximum threshold interval, and defining the maximum value as the first theoretical acceleration, and defining the sum of the corresponding pedaling times as the first pedaling time corresponding to the first theoretical acceleration;

[0062] Obtaining the sum of multiple sets of theoretical accelerations and corresponding pedaling times within the maximum threshold interval, and then calculating the average value of the multiple sets of theoretical accelerations within the maximum threshold interval, and defining the average value as the second theoretical acceleration, and defining the sum of the corresponding pedaling times as the second pedaling time corresponding to the second theoretical acceleration;

[0063] Determine whether the first pedaling time is greater than two-thirds of the sum of the remaining pedaling time;

[0064] If yes, the first theoretical acceleration is assumed to be the first virtual acceleration;

[0065] If not, the second theoretical acceleration is assumed to be the first virtual acceleration.

[0066] Furthermore, the step of generating a virtual driving direction based on the steering wheel rotation amount information and the gear position information includes:

[0067] Get the steering wheel rotation angle;

[0068] Get the gear information that is set;

[0069] Recalling pre-stored tire rotation angle information corresponding to the steering wheel rotation angle;

[0070] A virtual driving direction is generated according to the gear position information and the tire rotation angle information.

[0071] Furthermore, the step of generating a first virtual time used to reach the non-drivable section according to the vehicle speed, the first virtual acceleration, and the preset distance, and generating a first virtual braking time used in the process of reaching the non-drivable section according to the first virtual acceleration, the preset distance, and the image information, includes:

[0072] Obtaining the vehicle's speed, first virtual acceleration, and preset distance;

[0073] Calculating a first virtual time according to a relationship between a preset distance, a vehicle speed, and a first virtual acceleration;

[0074] Calculating a virtual driving speed of the vehicle according to the first virtual acceleration and the first virtual time;

[0075] Calling the pre-stored braking time corresponding to the vehicle's driving speed;

[0076] The braking time is assigned to the first virtual braking time.

[0077] An intelligent vehicle machine for preventing barbaric driving, according to the intelligent vehicle machine control method for preventing barbaric driving described above, comprises a vehicle body, and further comprises:

[0078] A first acquisition module, used to acquire first information located at a preset distance in front of or behind the vehicle, and generate a virtual dynamic image based on the first information;

[0079] A first judgment module is used to judge whether there is a non-drivable section in the virtual dynamic image;

[0080] A first execution module, for waking up the auxiliary brake for intervening in the vehicle brake control system, if any, and putting it in a standby state;

[0081] a second acquisition module, for acquiring second information of the driver controlling the vehicle, the second information including accelerator pedaling amount information, gear position information, and steering wheel rotation amount information, generating a first virtual acceleration based on the accelerator pedaling amount information and the gear position information, and generating a virtual driving direction based on the steering wheel rotation amount information and the gear position information;

[0082] a calculation module, configured to generate a first virtual time used to reach the non-drivable section and a first virtual braking time used in the process of reaching the non-drivable section according to the first virtual acceleration and the preset distance;

[0083] The second judgment module is used to judge whether the virtual driving direction is consistent with the direction of the non-driving zone;

[0084] A third judgment module is used to judge whether the first virtual time is greater than the first virtual braking time;

[0085] A second execution module is used for, if yes, subtracting the first virtual braking time from the first virtual time to obtain the strain time;

[0086] A fourth judgment module, used to judge whether the first virtual acceleration decreases to a preset threshold range within the strain time;

[0087] The third execution module is used to start the auxiliary brake to brake if no, and disconnect the accelerator at the same time.

[0088] Beneficial effects of the present invention:

[0089] The present invention generates a virtual dynamic image by acquiring first information located at a preset distance in front of or behind a vehicle, then determines a non-drivable section based on the virtual dynamic image, intervenes in the vehicle brake control system through an auxiliary brake, and then acquires second information of the driver controlling the vehicle, generates a first virtual acceleration and a virtual driving direction through the second information, generates a first virtual time and a first virtual braking time based on the first virtual acceleration and the preset distance, and calculates the response time when the virtual driving direction is consistent with the direction of the non-drivable section and the first virtual time is greater than the first virtual braking time. If the first virtual acceleration is not reduced to a preset threshold range within the response time, the auxiliary brake is activated for braking, and the throttle is disconnected at the same time. In this way, the driver's driving behavior can be predicted and intervened to prevent the driver from engaging in brutal driving behavior, thereby ensuring safe driving of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0090] Figure 1 A schematic flow chart of an intelligent vehicle control method for preventing brutal driving according to the present invention;

[0091] Figure 2 It is an overall schematic diagram of the intelligent vehicle machine for preventing barbaric driving of the present invention;

[0092] Figure 3 The structure block diagram of the intelligent vehicle machine for preventing brutal driving of the present invention.

[0093] The reference numerals are as follows:

[0094] A first acquisition module 10, a first judgment module 20, a first execution module 30, a second acquisition module 40, a calculation module 50, a second judgment module 60, a third judgment module 70, a second execution module 80, a fourth judgment module 90, a third execution module 100, a storage module 11, an auxiliary brake 12, a high-definition camera 13, an ultrasonic ranging sensor 14, and a far-infrared sensor 15. DETAILED DESCRIPTION

[0095] In order to more clearly and completely illustrate the technical solution of the present invention, the present invention is further described below in conjunction with the accompanying drawings.

[0096] Please refer to Figure 1 The present invention proposes an intelligent vehicle control method for preventing brutal driving, comprising the following steps:

[0097] S1: Acquire first information at a preset distance in front of or behind the vehicle, the first information including vehicle speed, image information, object distance information, and biological far infrared information, and generate a virtual dynamic image based on the first information;

[0098] S2: Determine whether there is a non-drivable section in the virtual dynamic image, where the non-drivable section includes a biological walking section, an obstacle placement section, and a longitudinal section space;

[0099] S3: If present, wake up the auxiliary brake for intervening in the vehicle brake control system and put it in a standby state;

[0100] S4: obtaining second information of the driver controlling the vehicle, the second information including accelerator pedaling amount information, gear information, and steering wheel rotation amount information, generating a first virtual acceleration based on the accelerator pedaling amount information and the gear information, and generating a virtual driving direction based on the steering wheel rotation amount information and the gear information, wherein the accelerator pedaling amount includes accelerator pedaling depth and pedaling time;

[0101] S5: generating a first virtual time used to reach the non-drivable section according to the first virtual acceleration and the preset distance, and generating a first virtual braking time used in the process of reaching the non-drivable section according to the first virtual acceleration, the preset distance, and the image information;

[0102] S6: Determine whether the virtual driving direction is consistent with the direction of the non-drivable section;

[0103] S7: If yes, determine whether the first virtual time is greater than the first virtual braking time;

[0104] S8: If yes, subtract the first virtual braking time from the first virtual time to obtain the strain time;

[0105] S9: Determine whether the first virtual acceleration decreases to a preset threshold range within the strain time;

[0106] S10: If not, the auxiliary brake is activated to brake and the accelerator is disconnected at the same time.

[0107] In this embodiment, first information located at a preset distance in front of or behind the vehicle is obtained, the first information including the vehicle's driving speed, image information, object distance information, and biological far-infrared information, and a virtual dynamic image is generated based on the first information. The image information is obtained by shooting the front picture through a preset high-definition camera, and the road information can be identified, such as cement road, asphalt road, dirt road, etc. The object distance information is detected by an ultrasonic ranging sensor to the distance of the object in front, and the biological far-infrared information is detected by a far-infrared sensor to the organism in front; for example, the current driving speed of the vehicle is 30km / h, that is, 0.83m / s, and there are electric poles, pedestrians, and stone piers within 5 meters in front of the vehicle. The electric poles are 4 meters away from the vehicle, the pedestrians are 3.7 meters away from the vehicle, and the stone piers are 4.3 meters away from the vehicle. There is a road under the vehicle, and the vehicle is also traveling at a speed of 8.3m / s. The electric poles and stone piers are stationary relative to the road, and pedestrians are relatively As pedestrians are walking on the road, they are also displacing relative to the stone pillars and electric poles. Based on the distances between the electric poles, pedestrians, stone pillars and the vehicle and their respective motion characteristics, a virtual dynamic image is generated in combination with the road. The virtual dynamic image is established based on the current vehicle speed, that is, it changes every minute and every second with the vehicle speed and the movement of the object; it is determined whether there is a non-drivable interval in the virtual dynamic image. The non-drivable interval includes the biological walking interval, the obstacle placement interval, and the longitudinal section space. For example, if there is a pole 4 meters away from the vehicle, but on one side of the road, and the vehicle's driving direction is not pointing to the pole, then the direction of the pole will not be determined as a non-drivable interval. If a pedestrian walks from right to left on the road at a speed of 0.5m / s and is 3.7 meters away from the vehicle, and at the same time, the vehicle's driving direction intersects with the pedestrian's direction, then the pedestrian's direction will be determined as a biological walking interval. If there is a stone pillar on the road, the stone pillar is 4.3 meters and located in the driving direction of the vehicle, the road area covered by the stone pier is determined to be the obstacle placement interval. If a section appears in front of the vehicle, that is, the road below the vehicle is about to reach the end and there is no other type of road connection, it is determined to be a longitudinal section space; if it exists, the auxiliary brake used to intervene in the vehicle's brake control system is awakened and put in standby state, that is, when an undriveable section appears in front of the vehicle, the auxiliary brake may be activated at any time due to the driver's brutal driving; obtain the second information of the driver's control of the vehicle, the second information includes the accelerator pedaling amount information, the gear information set, and the steering wheel rotation amount information, and generate the first Virtual acceleration generates a virtual driving direction based on the steering wheel rotation amount information and the gear information. The accelerator pedaling amount includes the accelerator pedaling depth and the pedaling time. For example, the driver lightly steps on the accelerator for 1 second. At this time, the first virtual acceleration is generated according to the current accelerator pedaling depth and the 1 second time. However, the first virtual acceleration is not equal to the actual acceleration of the vehicle in a short time. The first virtual acceleration will be greater than the actual acceleration. After all, the actual acceleration must consider the vehicle resistance. When the driver engages the forward gear and turns the steering wheel half a circle to the left, the virtual driving direction is generated according to the forward gear and the steering wheel turning half a circle to the left, that is, moving to the left front; according to the vehicle's driving speed , the first virtual acceleration, and the preset distance generate the first virtual time used to reach the non-drivable section. For example, the vehicle speed is 4m / s, that is, 14.4km / h, the first virtual acceleration is 2 meters per second squared, and the preset distance is 8 meters, then the first virtual time is 1.46s, and the first virtual braking time used to reach the non-drivable section is generated according to the first virtual acceleration, the preset distance, and the image information. For example, the braking distance of 14.4km / h is 5 meters, that is, the vehicle can only travel 3 meters at most before braking. Taking the car with no overload weight of 1.5t as an example, the braking force of the car is 3000N, and the braking distance is related to the road friction coefficient u. In the image information, the recognition If the exit road is an asphalt road, then u=0.6. If the brake is applied at the beginning, the time taken is 1s. This time is calculated and stored in advance based on the vehicle weight, braking force, image information, and vehicle speed. It can be obtained by calling specific data, that is, the first virtual braking time is 1s. It is determined whether the virtual driving direction is consistent with the direction of the non-driving section. For example, if the virtual driving direction is to move forward in a direction offset 15 degrees to the left, and the non-driving section is located in this direction, it is determined that the virtual driving direction is consistent with the direction of the non-driving section. If so, it is determined whether the first virtual time is greater than the first virtual braking time. For example, the first virtual time is 1.5s, the time taken for the first virtual braking is 1s, then the first virtual time is greater than the time taken for the first virtual braking; if so, subtract the time taken for the first virtual braking from the first virtual time to obtain the strain time, for example, if the first virtual time is 1.5s, the time taken for the first virtual braking is 1s, then the strain time is 0.5s; determine whether the first virtual acceleration is reduced to within a preset threshold range within the strain time, and the preset threshold range needs to select a negative number interval less than 0, that is, the driver completely releases the accelerator or steps on the brake, for example, the strain time is 0.5s, within 0 .5s, if the driver is still stepping on the accelerator and the accelerator pedaling amount is still the current amount, that is, the first virtual acceleration is still maintained at 2 meters per second squared, or has not decreased to within the preset threshold range, it is determined that the vehicle is still accelerating; if the first virtual acceleration decreases to within the preset threshold range within the response time, it is determined that the vehicle is decelerating; if not, the auxiliary brake is activated for braking and the accelerator is disconnected at the same time. For example, if the driver is still stepping on the accelerator at this time, that is, the driver has made a barbaric driving behavior at this time, the auxiliary brake will be activated for braking and the accelerator will be disconnected at the same time;.

[0108] The present invention is applicable to horizontal and flat roads, uphill and downhill roads with a small slope, and downhill roads with a large slope, but not applicable to uphill roads with a large slope.

[0109] To summarize, the present invention generates a virtual dynamic image by acquiring first information located at a preset distance in front of or behind the vehicle, then determines the non-drivable section based on the virtual dynamic image, intervenes in the vehicle brake control system through the auxiliary brake, and then acquires second information of the driver controlling the vehicle, generates a first virtual acceleration and a virtual driving direction through the second information, generates a first virtual time and a first virtual braking time based on the first virtual acceleration and the preset distance, and calculates the response time when the virtual driving direction is consistent with the direction of the non-drivable section and the first virtual time is greater than the first virtual braking time if the virtual driving direction is consistent with the direction of the non-drivable section and the first virtual time is greater than the first virtual braking time if the first virtual acceleration is not reduced to the preset threshold range within the response time, the auxiliary brake is activated for braking, and the throttle is disconnected at the same time, so that the driver's driving behavior can be predicted and intervened to prevent the driver from engaging in brutal driving behavior, thereby ensuring safe driving of the vehicle.

[0110] In this embodiment, the step of generating a virtual dynamic image based on the first information includes:

[0111] S110: using two preset high-definition cameras to acquire image information of an image in front of or behind the vehicle;

[0112] S111: using two ultrasonic ranging sensors to obtain object distance information and road depth change information of objects in front of or behind the vehicle;

[0113] S112: using a far infrared sensor to obtain biological far infrared information of biological far infrared rays in front of or behind the vehicle;

[0114] S113: Determine whether the first pattern in the image information does not change during the vehicle driving process;

[0115] S114: If yes, the first pattern is assumed to be a road, and then a virtual road image is generated;

[0116] S115: Determine whether the second pattern in the image information has the same changing pattern during the vehicle driving process;

[0117] S116: If yes, the second pattern is assumed to be a road landscape, and then a virtual road landscape image is generated;

[0118] S117: Determine whether the third pattern in the image information increases as the area of ​​the first pattern decreases, and the ultrasonic ranging sensor does not detect the distance information of the object ahead and the road depth change information;

[0119] S118: If yes, the third pattern is assumed to be a longitudinal section, and then a virtual longitudinal section image is generated;

[0120] S119: Determine whether the rate at which the distance between the object and the vehicle decreases in the object distance information is equal to the vehicle travel speed;

[0121] S120: If yes, the object is assumed to be a placed object in the road, and the outline of the fixed placed object is marked with a first color, and then a virtual placed object is generated;

[0122] S121: Determine whether the organism in the far infrared information is an object;

[0123] S122: If yes, marking the outline of the object with a second color, and then generating a virtual creature;

[0124] S123: synthesizing the virtual road image, the virtual road landscape image, the virtual longitudinal section image, the virtual placed object, and the virtual creature into a virtual dynamic image.

[0125] In this embodiment, two preset high-definition cameras are used to acquire image information of the image in front of or behind the vehicle. The two preset high-definition cameras are both located inside the vehicle, one on the left and one on the right, and are set to face forward or backward to acquire image information during driving; two ultrasonic ranging sensors are used to acquire object distance information and road information of objects in front of or behind the vehicle. One ultrasonic ranging sensor is located at the front or rear end of the vehicle and faces horizontally forward or backward to measure the distance of the object, and the other ultrasonic ranging sensor is located on the top of the vehicle and faces the ground at an angle of 15-20 degrees to the front or rear, so as to detect whether the road is continuous, whether there are potholes or sections, that is, to acquire road information; using a far-infrared sensor to obtain biological far-infrared information from biological far-infrared in front of or behind the vehicle, the far-infrared sensor is located at the front or rear end of the vehicle and is used to detect far-infrared emitted by organisms; judging whether the first pattern in the image information does not change during the driving of the vehicle, for example, the first pattern is an asphalt road, which presents one color during the driving process and has no obvious size and color changes, then it is assumed that there is no change; if so, the first pattern is assumed to be a road, and then a virtual road image is generated; if not, it is ignored; judging whether the second pattern in the image information has the same change pattern during the driving of the vehicle, for example, the second pattern is a tree, which changes in equal proportions on one side or both sides of the vehicle during the driving process. If the image is enlarged, it is assumed that the change rule is the same; if so, the second pattern is assumed to be a road landscape, and then a virtual road landscape image is generated; if not, it is ignored; it is determined whether the third pattern in the image information increases as the area of ​​the first pattern decreases, and the horizontally arranged ultrasonic ranging sensor does not detect the distance information of the object in front, and the tilted ultrasonic ranging sensor detects the road depth change information. For example, the third pattern is a ditch, which will increase as the area of ​​the first pattern decreases during driving, the horizontally arranged ultrasonic ranging sensor does not detect any obstructions in front, and the tilted ultrasonic ranging sensor detects that the depth of the road has deepened; if so, the third pattern is assumed to be a longitudinal section, and then Then generate a virtual longitudinal section image; if not, if the horizontally set ultrasonic ranging sensor does not detect the distance information of the object in front, and the tilted ultrasonic ranging sensor does not detect the road depth change information, it is determined that the roads are intersecting, that is, the third pattern is another road; determine whether the distance reduction rate between the object and the vehicle in the object distance information is equal to the vehicle driving speed. For example, if there is a stone pier 5 meters in front of the vehicle, when the vehicle drives past, relatively speaking, the stone pier moves towards the vehicle at the same speed, that is, at this time, the speed of the stone pier is equal to the speed of the vehicle, but in the opposite direction; if so, the object is assumed to be a placed object in the road, and the outline of the fixed placed object is marked with a first color, and then a virtual placed object is generated;Determine whether the creature in the far-infrared information is an object. For example, if there is an object in front of the vehicle, the horizontally set ultrasonic ranging sensor detects that it is 5 meters away from the vehicle, and then the far-infrared sensor detects that the object has far-infrared rays, that is, the object is assumed to be a creature; if so, the contour of the object is marked with a second color, and then a virtual creature is generated; the virtual road image, virtual road landscape image, virtual longitudinal section image, virtual placed object, and virtual creature are synthesized into a virtual dynamic image, that is, in the virtual dynamic image, the virtual road image, virtual road landscape image, virtual longitudinal section image, virtual placed object, and virtual creature will perform corresponding movements at the driving speed of the vehicle to simulate the driving condition of the vehicle. ;

[0126] In this embodiment, the step of determining whether the second pattern in the image information has the same changing pattern during the vehicle driving process includes:

[0127] S1151: Acquire a second pattern and a vehicle travel speed;

[0128] S1152: Determine whether the second pattern is enlarged proportionally with a perspective effect;

[0129] S1153: If yes, determine whether the amplification rate is proportional to the vehicle speed;

[0130] S1154: If so, it is assumed that the changing pattern of the second pattern during the driving process of the vehicle is the same.

[0131] In this embodiment, a second pattern and a vehicle driving speed are obtained. For example, the second pattern obtained is a tree or a street lamp, and the vehicle driving speed is 15 km / h. It is determined whether the second pattern is geometrically enlarged with a perspective effect. For example, when the vehicle is traveling at a speed of 15 km / h, the street lamp will relatively move from the front toward the vehicle, and will be continuously geometrically enlarged during the movement, and will have a perspective effect. If so, it is determined whether the enlargement rate is proportional to the vehicle driving speed, that is, the greater the vehicle speed, the greater the geometric enlargement rate of the street lamp, and a certain ratio will be formed. If so, it is assumed that the change pattern of the second pattern during the vehicle driving process is the same.

[0132] In this embodiment, the step of determining whether the rate of decrease of the distance between the object and the vehicle in the object distance information is equal to the vehicle travel speed includes:

[0133] S1191: If not, determining whether the rate at which the distance between the object and the vehicle decreases is greater than the vehicle's travel speed;

[0134] S1192: If yes, the object is assumed to be an object moving towards each other on the road, and the contour of the object moving towards each other is marked with a third color, and then a first virtual placement object is generated;

[0135] S1193: If not, the object is assumed to be an object moving in the same direction on the road, and the outline of the object moving in the same direction is marked with a fourth color, and then a second virtual placement object is generated.

[0136] In this embodiment, if not, it is determined whether the rate of decrease of the distance between the object and the vehicle is greater than the vehicle's driving speed. For example, the vehicle is driving and a pedestrian is walking towards the vehicle in front, that is, walking in opposite directions. Relative to the vehicle, the rate of decrease of the distance between the pedestrian and the vehicle is equivalent to the walking rate of the pedestrian plus the driving rate of the vehicle, which is greater than the driving rate of the vehicle. If so, the object is assumed to be an object moving in opposite directions on the road, and the contour of the object moving in opposite directions is marked with a third color, and then a first virtual placed object is generated. If not, the object is assumed to be an object moving in the same direction on the road, and the contour of the object moving in the same direction is marked with a fourth color, and then a second virtual placed object is generated. For example, the vehicle is driving and there is a bicycle driving in the same direction in front, but its driving speed is less than the driving speed of the vehicle. Relative to the vehicle, the rate of decrease of the distance between the bicycle and the vehicle is equivalent to the driving speed of the vehicle minus the driving speed of the bicycle, which is less than the driving speed of the vehicle.

[0137] In this embodiment, the step of determining whether there is a non-drivable section in the virtual dynamic image includes:

[0138] S210: Acquire a first image in the virtual dynamic image located in the driving direction of the vehicle;

[0139] S211: Determine whether the first image is a virtual creature;

[0140] S212: Determine whether the first image is a virtual placed object;

[0141] S213: Determine whether the first image is a virtual longitudinal section image;

[0142] S214: If one of the above three is true, or two of the above three are true, or all three are true, then mark the first image as a non-drivable section.

[0143] In this embodiment, a first image located in the direction of vehicle travel in a virtual dynamic image is obtained; it is determined whether the first image is a virtual creature; it is determined whether the first image is a virtually placed object; it is determined whether the first image is a virtual longitudinal section image; if one of the above three is, or two of the three are, or all three are, the first image is marked as a non-drivable interval; for example, a first image 5 meters in front of the vehicle is obtained, if there is a pedestrian in the first image, the pedestrian is 4 meters away from the vehicle, and occupies the main area in the direction of vehicle travel, it is determined to be a virtual creature, and the first image is marked as a non-drivable interval; for example, a first image 5 meters in front of the vehicle is obtained, if there is a stone pier in the first image, the stone pier is 4 meters away from the vehicle, and occupies the main area in the direction of vehicle travel, it is determined to be a virtually placed object, and the first image is marked as a non-drivable interval; for example, a first image 5 meters in front of the vehicle is obtained, if there is a ditch in the first image, the stone pier is 4.5 meters away from the vehicle, and occupies the main area in the direction of vehicle travel domain, it is judged as a virtual longitudinal section image, and the first image is marked as a non-drivable interval; for example, a first image 5 meters ahead of the vehicle is obtained, if there are stone piers and ditches in the first image, the ditch is 4 meters away from the vehicle, the stone pier is 4.3 meters away from the vehicle, and the two respectively occupy most of the area in the direction of vehicle travel, then it is judged that the virtual placed object and the virtual longitudinal section image appear together, and the first image is marked as a non-drivable interval, which is two of the three; for example, a first image 5 meters ahead of the vehicle is obtained, if there are pedestrians, stone piers, and ditches in the first image, the ditch is 4 meters away from the vehicle, the pedestrian is 3.7 meters away from the vehicle, and the stone pier is 4.3 meters away from the vehicle, and the three respectively occupy most of the area in the direction of vehicle travel, then it is judged that the virtual creature, the virtual placed object and the virtual longitudinal section image appear together, and the first image is marked as a non-drivable interval, which is all three; if all three are not, the first image is marked as a safe driving interval, that is, the vehicle can travel from the direction of the first image.

[0144] In this embodiment, the step of determining whether there is a non-drivable section in the virtual dynamic image further includes:

[0145] S215: Acquire a second image located in the driving direction of the vehicle in the virtual dynamic image, where the second image is located on one side of the first image;

[0146] S216: Determine whether the second image is a virtual creature;

[0147] S217: Determine whether the second image is a virtual placed object;

[0148] S218: Determine whether the second image is a virtual longitudinal section image;

[0149] S219: If all three of the above conditions are negative, then mark the second image as a safe driving zone;

[0150] S220: Determine whether the second image is located on the left side of the first image;

[0151] S221: If yes, then play the first pre-recorded prompt voice;

[0152] S222: If not, then play the second pre-recorded prompt voice.

[0153] In this embodiment, a second image in the virtual dynamic image located in the direction of vehicle travel is obtained, and the second image is located on one side of the first image; it is determined whether the second image is a virtual creature; it is determined whether the second image is a virtual placed object; it is determined whether the second image is a virtual longitudinal section image; the determination method of the second image is the same as the determination method of the first image, if all of the above three are not, the second image is marked as a safe driving zone, that is, the vehicle can travel from the direction of the second image; it is determined whether the second image is located on the left side of the first image, and the determination process is to vertically set a Y axis at the connection between the second image and the first image, and then horizontally set an X axis, with the intersection of the X axis and the Y axis as the zero point, the X axis increases from left to right, the left side of the zero point is negative, and the right side is positive, the second image covers the positive direction is the right side, and the second image covers the negative direction is the left side; if it is the left side, then the first pre-recorded prompt voice is played, and the first pre-recorded prompt voice is "the left side is a safe driving zone, you can drive"; if not, then the second pre-recorded prompt voice is played, and the second pre-recorded prompt voice is "the right side is a safe driving zone, you can drive".

[0154] In this embodiment, the step of generating the first virtual acceleration based on the accelerator pedaling amount information and the gear position information includes:

[0155] S41: Obtaining the trampling depth and trampling time, and recording them;

[0156] S42: calling the theoretical acceleration corresponding to the combination of the pre-stored accelerator pedaling depth and the gear position information;

[0157] S43: Correspondingly combining the theoretical acceleration and the pedaling time to form multiple sets of theoretical acceleration and corresponding pedaling time, and ranking the multiple sets of theoretical acceleration from high to low;

[0158] S44: define the top 30% of the ranking as the maximum threshold interval;

[0159] S45: obtaining the sum of multiple sets of theoretical accelerations and corresponding pedaling times within the maximum threshold interval, then screening out the maximum value of the multiple sets of theoretical accelerations within the maximum threshold interval, and defining the maximum value as a first theoretical acceleration, and defining the sum of the corresponding pedaling times as a first pedaling time corresponding to the first theoretical acceleration;

[0160] S46: obtaining the sum of multiple sets of theoretical accelerations and corresponding pedaling times within the maximum threshold interval, and then calculating the average value of the multiple sets of theoretical accelerations within the maximum threshold interval, and defining the average value as a second theoretical acceleration, and defining the sum of the corresponding pedaling times as a second pedaling time corresponding to the second theoretical acceleration;

[0161] S47: Determine whether the first pedaling time is greater than two-thirds of the sum of the remaining pedaling time;

[0162] S48: If yes, the first theoretical acceleration is assumed to be the first virtual acceleration;

[0163] S49: If not, the second theoretical acceleration is assumed to be the first virtual acceleration.

[0164] In this embodiment, the pedaling depth and pedaling time are obtained and recorded. For example, the total accelerator depth is L, and the driver steps on the accelerator to half of the total depth, then L / 2 is obtained. When the accelerator pedaling amount is not 0, the pedaling time is already recorded. When the accelerator pedaling amount returns to 0, it is the total pedaling time. The theoretical acceleration corresponding to the combination of the pre-stored accelerator pedaling depth and the gear information is called. For example, when the accelerator is stepped on to one-third of L, the corresponding acceleration is 1 meter per second squared. The theoretical acceleration is correspondingly combined with the pedaling time to form multiple groups of theoretical accelerations and corresponding pedaling times, and the multiple groups of theoretical accelerations are analyzed. The ranking is from high to low. For example, when the driver steps on the accelerator, he does not step on it to a fixed position all at once. Therefore, the connection line of all theoretical accelerations must be a curve. The value of the theoretical acceleration is selected to one decimal place and rounded to obtain a more intuitive value. The theoretical acceleration values ​​are ranked from high to low, and the corresponding pedaling time is attached next to them. For example, 1 meter per square second corresponds to 2s, 1.5 meters per square second corresponds to 1s, and 2 meters per square second corresponds to 0.8s. The first 30% of the ranking is defined as the maximum threshold interval. For example, if there are ten groups of theoretical acceleration values, the first three groups are selected as the maximum threshold interval. ; Get the sum of multiple sets of theoretical accelerations and the corresponding pedaling times within the maximum threshold interval, then screen out the maximum value of the multiple sets of theoretical accelerations within the maximum threshold interval, and define the maximum value as the first theoretical acceleration, and define the sum of the corresponding pedaling times as the first pedaling time corresponding to the first theoretical acceleration. For example, there are ten sets of theoretical acceleration values. The normal order is not necessarily from high to low, but it also shows that the speed of the vehicle is increasing rapidly, and from high to low, they are 2.6 meters per square second for 2s, 2.4 meters per square second for 1s, 2.3 meters per square second for 0.6s, 2.1 meters per square second for 0.8s, 1.6 meters per square second for 1s, A square second corresponds to 0.2s, 1.4 meters per square second corresponds to 0.5s, 1.3 meters per square second corresponds to 1s, 1.1 meters per square second corresponds to 0.5s, 0.8 meters per square second corresponds to 1s, and 0.6 meters per square second corresponds to 0.8s. At this time, the first three groups are obtained, which are 2.6 meters per square second corresponding to 2s, 2.4 meters per square second corresponding to 1s, and 2.3 meters per square second corresponding to 0.6s, and they are defined as the maximum threshold interval. Then the time of these three groups is added together to get 3.6s. Among these three groups, the maximum acceleration is 2.6 meters per square second, so 2.6 meters per square second is defined as the first theoretical acceleration, and 3.6s is defined as the first pedaling time; the sum of multiple sets of theoretical accelerations and the corresponding pedaling times within the maximum threshold interval is obtained, and then the average value of the multiple sets of theoretical accelerations within the maximum threshold interval is calculated, and the average value is defined as the second theoretical acceleration, and the sum of the corresponding pedaling times is defined as the second pedaling time corresponding to the second theoretical acceleration. For example, taking the above ten sets of theoretical acceleration values ​​as an example, the first three sets are obtained, which are 2.6 meters per square second corresponding to 2s, 2.4 meters per square second corresponding to 1s, and 2.3 meters per square second corresponding to 0.6 s, calculate the average value of the three acceleration values, and get an average value of 2.4 meters per second squared, define 2.4 meters per second squared as the second theoretical acceleration, then add the time of these three groups to get 3.6s, and define 3.6s as the second pedaling time; determine whether the first pedaling time is greater than two-thirds of the sum of the remaining pedaling times. Taking the above ten groups of theoretical acceleration values ​​as an example, the sum of the remaining seven groups of pedaling times is 4.8s, and compare 3.6s with two-thirds of 4.8s; if so, the first theoretical acceleration is assumed. is the first virtual acceleration. Taking the above comparison result as an example, two-thirds of 4.8s is 3.2s, and 3.6s is greater than 3.2s, then 2.6 meters per second squared is the first virtual acceleration by default; if not, the second theoretical acceleration is the first virtual acceleration by default. For example, if the sum of the remaining seven groups of pedaling time is 5.8s, two-thirds of it is 3.8s, and 3.8s is greater than 3.6s, then 2.4 meters per second squared is the first virtual acceleration by default. That is, the size of the first virtual acceleration will directly affect the size of the first virtual time. For safety For the sake of convenience, it is necessary to select the theoretical acceleration with greater influence as the first virtual acceleration, that is, if the time spent in the maximum threshold interval is longer, it means that the vehicle speed is increasing rapidly, and the probability of intervention is increasing. If the time spent in the maximum threshold interval is shorter, it means that although the vehicle speed is increasing, the increase rate is not large, and the probability of intervention is not increasing. The time spent also increases with the increase of pedaling time, that is, the longer the pedaling time, the situation that the first pedaling time will eventually become greater than two-thirds of the sum of the remaining pedaling time.

[0165] In this embodiment, the step of generating a virtual driving direction based on the steering wheel rotation amount information and the gear position information includes:

[0166] S401: Obtaining the steering wheel rotation angle;

[0167] S402: Acquire the set gear information;

[0168] S403: calling pre-stored tire rotation angle information corresponding to the steering wheel rotation angle;

[0169] S404: Generate a virtual driving direction according to the gear position information and the tire rotation angle information.

[0170] In this embodiment, the steering wheel rotation angle is obtained, for example, if the driver turns the steering wheel half a circle to the left, the corresponding angle of the half circle, that is, 180 degrees, is obtained; the gear information is obtained, for example, if the driver engages in reverse gear, the reverse gear information is obtained; the pre-stored tire rotation angle information corresponding to the steering wheel rotation angle is called, for example, in the pre-stored data, a steering wheel rotation of 180 degrees to the left corresponds to a tire rotation of 8 degrees to the left; a virtual driving direction is generated based on the set gear information and the tire rotation angle information, for example, if the vehicle is engaged in reverse gear and the tire is turned 8 degrees to the left, the virtual driving direction is an arrow at the rear end of the vehicle that bends backwards 8 degrees.

[0171] In this embodiment, the step of generating a first virtual time used to reach the non-drivable section and a first virtual braking time used in the process of reaching the non-drivable section according to the first virtual acceleration and the preset distance includes:

[0172] S51: Acquire the vehicle speed, the first virtual acceleration, and the preset distance;

[0173] S52: Calculating a first virtual time according to a relationship between a preset distance, a vehicle speed, and a first virtual acceleration;

[0174] S53: Calculating a virtual driving speed of the vehicle according to the first virtual acceleration and the first virtual time;

[0175] S54: calling the pre-stored braking time corresponding to the vehicle driving speed;

[0176] S55: Assign the braking time to the first virtual braking time.

[0177] In this embodiment, the vehicle speed, the first virtual acceleration, and the preset distance are obtained. For example, the vehicle speed is 14.4 km / h, that is, 4 m / s, the first virtual acceleration is 2 meters per second squared, and the preset distance is 8 m. According to the relationship between the preset distance, the vehicle speed, and the first virtual acceleration, the first virtual time is calculated. For example, according to 15 km / h, 2 meters per second squared, and 8 m, the first virtual time is calculated to be 1.46 s. According to the first virtual acceleration and the first virtual time, the virtual driving rate of the vehicle is calculated. For example, the first virtual acceleration is 1.46 s. The speed is 2 meters per second squared, and the driving speed at 0.6s is 7.3m / s; the pre-stored braking time corresponding to the vehicle's driving speed is called, for example, the vehicle travels at a speed of 7.3m / s, and the corresponding braking time is 1.1s, and the vehicle travels at a speed of 7.8m / s, and the corresponding braking time is 1.2s; the braking time is assigned to the first virtual braking time. Taking the above value as an example, the braking time corresponding to 7.3m / s is assigned as 1.1s to the first virtual braking time, and the first virtual braking time is 1.1s.

[0178] Please refer to Figure 2-Figure 3 , an intelligent vehicle machine for preventing barbaric driving, according to the above-mentioned intelligent vehicle machine control method for preventing barbaric driving, includes a vehicle body, and also includes:

[0179] A first acquisition module 10 is used to acquire first information located at a preset distance in front of or behind the vehicle, and generate a virtual dynamic image based on the first information;

[0180] A first judging module 20 is used to judge whether there is a non-drivable section in the virtual dynamic image;

[0181] A first execution module 30 is used to wake up the auxiliary brake for intervening in the vehicle brake control system if it exists, and put it in a standby state;

[0182] The second acquisition module 40 is used to acquire second information of the driver controlling the vehicle, the second information including accelerator pedaling amount information, gear position information, and steering wheel rotation amount information, generate a first virtual acceleration based on the accelerator pedaling amount information and the gear position information, and generate a virtual driving direction based on the steering wheel rotation amount information and the gear position information;

[0183] A calculation module 50 is used to generate a first virtual time used to reach the non-drivable section and a first virtual braking time used in the process of reaching the non-drivable section according to the first virtual acceleration and the preset distance;

[0184] A second judgment module 60 is used to judge whether the virtual driving direction is consistent with the direction of the non-driving zone;

[0185] A third judging module 70, used to judge whether the first virtual time is greater than the first virtual braking time;

[0186] A second execution module 80 is configured to, if yes, subtract the first virtual braking time from the first virtual time to obtain the strain time;

[0187] A fourth determination module 90 is used to determine whether the first virtual acceleration decreases to a preset threshold range within the strain time;

[0188] The third execution module 100 is used to start the auxiliary brake to brake if no, and disconnect the accelerator at the same time.

[0189] In this embodiment, the intelligent vehicle machine for preventing brutal driving also includes a storage module 11 and an auxiliary brake 12. The storage module 11 is used to store the tire rotation angle information corresponding to the steering wheel rotation angle and the braking time corresponding to the vehicle driving speed, and also stores virtual dynamic images. The auxiliary brake 12 is used to intervene in the vehicle braking control system, brake the vehicle and disconnect the throttle; the first acquisition module 10 is used to obtain first information located at a preset distance in front of or behind the vehicle, and generate a virtual dynamic image based on the first information. The first acquisition module 10 includes two high-definition cameras 13, two ultrasonic ranging sensors 14, and a far-infrared sensor 15. The two high-definition cameras 13 are used To obtain image information of the image in front of or behind the vehicle, two high-definition cameras 13 are located inside the vehicle, one on the left and one on the right, and are set to face the front or rear. The two high-definition cameras 13 can identify road information, such as cement road, asphalt road, dirt road, etc.; two ultrasonic ranging sensors 14 are used to obtain object distance information and road depth change information of objects in front of or behind the vehicle. One ultrasonic ranging sensor is located at the front or rear end of the vehicle and faces horizontally to the front or rear to measure the distance of the object. The other ultrasonic ranging sensor is located on the top of the vehicle and faces the ground at an angle of 15-20 degrees to the front or rear to detect whether the road is continuous. Whether there are potholes or sections; the far-infrared sensor 15 is used to obtain biological far-infrared information of biological far-infrared rays in front of or behind the vehicle. The far-infrared sensor is located at the front or rear end of the vehicle and is used to detect the far-infrared rays emitted by organisms; for example, the current driving speed of the vehicle is 30km / h, that is, 0.83m / s. There are electric poles, pedestrians, and stone piers within 5 meters in front of the vehicle. The electric poles are 4 meters away from the vehicle, the pedestrians are 3.7 meters away from the vehicle, the stone piers are 4.3 meters away from the vehicle, and there is a road under the vehicle. At the same time, the vehicle is also traveling at a speed of 8.3m / s. The electric poles and stone piers are stationary relative to the road, and the pedestrians are moving relative to the road. At the same time, the pedestrians are also moving relative to the stone piers and electric poles. The distances of the electric poles, pedestrians, and stone pillars from the vehicle and their respective motion characteristics are combined with the road to generate a virtual dynamic image. The virtual dynamic image is established based on the current vehicle speed, that is, it changes every minute and every second with the vehicle speed and the movement of the object; the first judgment module 20 is used to judge whether there is a non-drivable interval in the virtual dynamic image. The non-drivable interval includes the biological walking interval, the barrier placement interval, and the longitudinal section space. For example, if there is a electric pole 4 meters away from the vehicle, but on one side of the road, and the vehicle's driving direction is not pointing to the electric pole, then the direction of the electric pole will not be determined as a non-drivable interval. If a pedestrian walks from right to left on the road, the walking speed is 0.5m / s, and the distance from the vehicle is 3.7 meters. At the same time, the vehicle's driving direction intersects with the pedestrian's driving direction. At this time, the pedestrian's driving direction will be determined as the biological walking interval. If there is a stone pier on the road, the stone pier is 4.3 meters away from the vehicle and is located in the driving direction of the vehicle, then the road area covered by the stone pier is determined as the obstacle placement interval. If a section appears in front of the vehicle, that is, the road under the vehicle is about to reach the end and there is no other type of road connection, then it is determined to be a longitudinal section space; the first execution module 30 is used to wake up the auxiliary brake used to intervene in the vehicle brake control system if it exists, and put it in a standby state. For example, when a non-drivable section appears in front of the vehicle, the auxiliary brake 12 is powered on and awakened and is in a standby state, which may be activated at any time due to the driver's The auxiliary brake 12 is not energized if there is no undriveable zone in front of the vehicle. The second acquisition module 40 is used to obtain second information about the driver's control of the vehicle, the second information including accelerator pedaling amount information, the gear information set, and steering wheel rotation amount information. A first virtual acceleration is generated based on the accelerator pedaling amount information and the gear information set, and a virtual driving direction is generated based on the steering wheel rotation amount information and the gear information set. For example, the driver lightly steps on the accelerator for 1 second. At this time, the first virtual acceleration is generated according to the current accelerator pedaling depth and the time of 1 second. However, the first virtual acceleration is not equal to the actual acceleration of the vehicle in a short time. The first virtual acceleration will be greater than the actual acceleration. After all, the actual acceleration needs to take into account the problem of vehicle resistance. When the driver engages the forward gear and turns the steering wheel half a circle to the left, a virtual driving direction is generated according to the information of the forward gear and the steering wheel turning half a circle to the left, that is, moving to the left front; the calculation module 50 is used to generate a first virtual time used to reach the non-drivable section according to the first virtual acceleration and the preset distance, and a first virtual braking time used in the process of reaching the non-drivable section. For example, the vehicle speed is 4m / s, that is, 14.4km / h, the first virtual acceleration is 2 meters per second squared, the preset distance is 8 meters, then the first virtual time is 1.46s, and the braking distance of 14.4km / h is 5 meters, that is, the vehicle can only travel 3 meters at most before braking. The distance between the vehicles is related to the friction coefficient u of the road surface. In the image information obtained by the high-definition camera 13, it is identified that the road is an asphalt road, then u=0.6. If the braking action is to brake immediately, the time taken is 1s, which can be obtained by calling specific data, that is, the time taken for the first virtual braking is 1s; the second judgment module 60 is used to judge whether the virtual driving direction is consistent with the direction of the non-driving section. For example, if the virtual driving direction is to move forward in a direction offset 15 degrees to the left, and the non-driving section is located in this direction, then it is determined that the virtual driving direction is consistent with the direction of the non-driving section; the third judgment module 70 is used to judge whether the first virtual time is greater than the first virtual braking time. For example, the first virtual time is 1.5s, the first virtual braking time is 1s, then the first virtual time is greater than the first virtual braking time; the second execution module 80 is used to, if yes, subtract the first virtual braking time from the first virtual time to obtain the strain time, for example, if the first virtual time is 1.5s, the first virtual braking time is 1s, then the strain time is 0.5s; the fourth judgment module 90 is used to judge whether the first virtual acceleration is reduced to a preset threshold range within the strain time, where the preset threshold range needs to be selected from a negative number interval less than 0, that is, the driver completely releases the accelerator or brakes, for example, the strain time is 0. 5s, within 0.5s, if the driver is still stepping on the accelerator, and the accelerator pedaling amount is still the current amount, that is, the first virtual acceleration is still maintained at 2 meters per second squared, or has not decreased to the preset threshold range, it is determined that the vehicle is still accelerating. If the first virtual acceleration decreases to the preset threshold range within the response time, it is determined that the vehicle is decelerating; the third execution module 100 is used to start the auxiliary brake for braking if not, and disconnect the accelerator at the same time. For example, if the driver is still stepping on the accelerator at this time, that is, the driver has made a barbaric driving behavior at this time, the auxiliary brake 12 will be started to brake and disconnect the accelerator at the same time. .

[0190] In this embodiment, the first acquisition module 10 also includes a first judgment unit, a first execution unit, a second judgment unit, a second execution unit, a third judgment unit, a third execution unit, a fourth judgment unit, a fourth execution unit, a fifth judgment unit, a fifth execution unit, and an image synthesis unit. The first judgment unit is used to judge whether the first pattern in the image information does not change during the driving of the vehicle; the first execution unit is used to execute if so, then default the first pattern to be a road, and then generate a virtual road image. For example, the first pattern is an asphalt road, which presents one color during the driving process and has no obvious changes in size and color, then default to no change; the second judgment unit is used to judge whether the first pattern in the image information does not change during the driving of the vehicle; Whether the second pattern has the same changing pattern during the driving process of the vehicle, for example, the second pattern is a tree, which is enlarged in equal proportion on one side or both sides of the vehicle during the driving process, it is assumed that the changing pattern is the same; the second execution unit is used to execute if so, the second pattern is assumed to be a road landscape, and then a virtual road landscape image is generated; the third judgment unit is used to judge whether the third pattern in the image information increases as the area of ​​the first pattern decreases, and the ultrasonic ranging sensor does not detect the distance information of the object in front and the road depth change information, for example, the third pattern is a ditch, which will increase as the area of ​​the first pattern decreases during the driving process, and the horizontally arranged ultrasonic ranging sensor does not detect It is detected that there is an obstruction ahead, and the tilted ultrasonic ranging sensor detects that the depth of the road has deepened; the third execution unit is used to execute if or if not, if yes, the third pattern is defaulted to a longitudinal section, and then a virtual longitudinal section image is generated, if no, if the horizontally set ultrasonic ranging sensor does not detect the distance information of the object ahead, and the tilted ultrasonic ranging sensor does not detect the road depth change information, it is determined that the roads are intersecting, that is, the third pattern is another road; the fourth judgment unit is used to judge whether the rate of decrease of the distance between the object and the vehicle in the object distance information is equal to the vehicle driving speed. For example, there is a stone pier 5 meters ahead of the vehicle, and the vehicle is relatively fast when it drives past. For example, the stone pier moves towards the vehicle at the same speed, that is, the speed of the stone pier is equal to the speed of the vehicle at this time, but in the opposite direction; the fourth execution unit is used to execute if so, the object is assumed to be a placed object on the road, and the outline of the fixed placed object is marked with a first color, and then a virtual placed object is generated; the fifth judgment unit is used to judge whether the creature in the far-infrared information is an object, for example, there is an object in front of the vehicle, and the horizontally arranged ultrasonic ranging sensor detects that it is 5 meters away from the vehicle, and then the far-infrared sensor detects that the object has far-infrared, that is, the object is assumed to be a creature; the fifth execution unit is used to execute if so, the outline of the object is marked with a second color, and then a virtual creature is generated;The image synthesis unit is used to synthesize the virtual road image, the virtual road landscape image, the virtual longitudinal section image, the virtual placed object, and the virtual creature into a virtual dynamic image. For example, in the virtual dynamic image, the virtual road image, the virtual road landscape image, the virtual longitudinal section image, the virtual placed object, and the virtual creature will perform corresponding movements at the driving speed of the vehicle to simulate the driving condition of the vehicle. ;

[0191] In this embodiment, the second judgment unit includes a first acquisition subunit, a first judgment subunit, a second judgment subunit, and a first execution subunit. The first acquisition subunit is used to acquire the second pattern and the vehicle's driving speed. For example, the acquired second pattern is a tree or a street lamp, and the vehicle's driving speed is 15 km / h; the first judgment subunit is used to determine whether the second pattern is proportionally enlarged with a perspective effect. For example, when the vehicle is traveling at a speed of 15 km / h, relatively speaking, the street lamp will move from the front toward the vehicle, and it will be continuously proportionally enlarged during the movement, and it has a perspective effect; the second judgment subunit is used to determine whether the magnification rate is proportional to the vehicle's driving speed if so, for example, the greater the vehicle's speed, the greater the proportional magnification rate of the street lamp, and a certain ratio will be formed; the first execution subunit is used to execute if so, it is assumed that the change pattern of the second pattern during the vehicle's driving process is the same.

[0192] In this embodiment, the fourth judgment unit includes a third judgment subunit, a second execution subunit, and a third execution subunit. The third judgment subunit is used to judge whether the rate of decrease of the distance between the object and the vehicle is greater than the driving speed of the vehicle if no. For example, the vehicle is driving and a pedestrian is walking towards the vehicle in front, that is, walking in opposite directions. Relative to the vehicle, the rate of decrease of the distance between the pedestrian and the vehicle is equivalent to the walking speed of the pedestrian plus the driving speed of the vehicle, which is greater than the driving speed of the vehicle at this time; the second execution subunit is used to, if yes, default the object to be an object moving in opposite directions on the road, and mark the contour of the object moving in opposite directions with a third color, and then generate a first virtual placement object; the third execution subunit is used to, if no, default the object to be an object moving in the same direction on the road, and mark the contour of the object moving in the same direction with a fourth color, and then generate a second virtual placement object. For example, the vehicle is driving and a bicycle is driving in the same direction in front, but its driving speed is less than the driving speed of the vehicle. Relative to the vehicle, the rate of decrease of the distance between the bicycle and the vehicle is equivalent to the driving speed of the vehicle minus the driving speed of the bicycle, which is less than the driving speed of the vehicle at this time.

[0193] In this embodiment, the first judgment module 20 includes a first acquisition unit, a sixth judgment unit, a seventh judgment unit, an eighth judgment unit, and a sixth execution unit. The first acquisition unit is used to acquire a first image in the virtual dynamic image located in the driving direction of the vehicle; the sixth judgment unit is used to determine whether the first image is a virtual creature; the seventh judgment unit is used to determine whether the first image is a virtual placed object; the eighth judgment unit is used to determine whether the first image is a virtual longitudinal section image; the sixth execution unit is used to execute if one of the above three is, or two of the three are, or all three are, then mark the first image as a non-drivable interval, for example, acquire the first image 5 meters ahead of the vehicle, if there is a pedestrian in the first image, the pedestrian is 4 meters away from the vehicle, and occupies the main area of ​​the driving direction of the vehicle, then it is judged as a virtual creature, and the first image is marked as a non-drivable interval; for example, acquire the first image 5 meters ahead of the vehicle, if there is a stone pier in the first image, the stone pier is 4 meters away from the vehicle, and occupies the main area of ​​the driving direction of the vehicle, then it is judged as a virtual placed object, and the first image is marked as a non-drivable interval; for example, acquire the first image 5 meters ahead of the vehicle, if there is a stone pier in the first image, the stone pier is 4 meters away from the vehicle, and occupies the main area of ​​the driving direction of the vehicle, then it is judged as a virtual placed object, and the first image is marked as a non-drivable interval; For example, if a first image 5 meters ahead of the vehicle is obtained, if there is a ditch in the first image, and a stone pier is 4.5 meters away from the vehicle, and they occupy the main area in the direction of travel of the vehicle, it is determined to be a virtual longitudinal section image, and the first image is marked as a non-drivable interval; for example, if a first image 5 meters ahead of the vehicle is obtained, if there are stone piers and ditches in the first image, the ditch is 4 meters away from the vehicle, the stone pier is 4.3 meters away from the vehicle, and the two respectively occupy most of the area in the direction of travel of the vehicle, it is determined that the virtual placed object and the virtual longitudinal section image appear together, and the first image is marked as a non-drivable interval, which is two of the three; for example, if a first image 5 meters ahead of the vehicle is obtained, if there are pedestrians, stone piers, and ditches in the first image, the ditch is 4 meters away from the vehicle, the pedestrian is 3.7 meters away from the vehicle, and the stone pier is 4.3 meters away from the vehicle, and the three respectively occupy most of the area in the direction of travel of the vehicle, it is determined that the virtual creature, the virtual placed object, and the virtual longitudinal section image appear together, and the first image is marked as a non-drivable interval, which is all three; if all three are not, the first image is marked as a safe driving interval, that is, the vehicle can travel from the direction of the first image.

[0194] In this embodiment, the first judgment module 20 also includes a second acquisition unit, a ninth judgment unit, a tenth judgment unit, an eleventh judgment unit, a seventh execution unit, a twelfth judgment unit, an eighth execution unit, and a ninth execution unit. The second acquisition unit is used to acquire a second image located in the driving direction of the vehicle in the virtual dynamic image, and the second image is located on one side of the first image; the ninth judgment unit is used to judge whether the second image is a virtual creature; the tenth judgment unit is used to judge whether the second image is a virtual placed object; the eleventh judgment unit is used to judge whether the second image is a virtual longitudinal section image; the seventh execution unit is used to execute if all three of the above are negative, then mark the second image as a safe driving zone; the judgment method of the second image is the same as that of the first image; the twelfth ... twelfth judgment unit is used to judge whether the second image is a virtual creature; the tenth judgment unit is used to judge whether Whether it is located on the left side of the first image; the eighth execution unit is used to execute if so, then play the first pre-recorded prompt voice; the ninth execution unit is used to execute if not, then play the second pre-recorded prompt voice, for example, a Y-axis is vertically set up at the connection between the second image and the first image, and then an X-axis is horizontally set, with the intersection of the X-axis and the Y-axis as the zero point, the X-axis increases from left to right, the left side of the zero point is negative, the right side is positive, the second image covers the direction of positive numbers is the right side, and the second image covers the direction of negative numbers is the left side; if it is the left side, then play the first pre-recorded prompt voice, the first pre-recorded prompt voice is "the left side is a safe driving area, you can drive"; if not, then play the second pre-recorded prompt voice, the second pre-recorded prompt voice is "the right side is a safe driving area, you can drive".

[0195] In this embodiment, the second acquisition module 40 includes a third acquisition unit, a first calling unit, a first sorting unit, a definition interval unit, a fourth acquisition unit, a fifth acquisition unit, a thirteenth judgment unit, a tenth execution unit, and an eleventh execution unit; the third acquisition unit is used to obtain the pedaling depth and the pedaling time, and record them. For example, the total accelerator depth is L, and the driver steps on the accelerator to half of the total depth, then L / 2 is obtained. When the accelerator pedaling amount is not 0, the pedaling time is already recorded. When the accelerator pedaling amount returns to 0, it is the total pedaling time; the first calling unit is used to call the pre-stored accelerator pedaling depth and the theoretical acceleration corresponding to the gear information. For example, when the accelerator is stepped on to L, the driver can adjust the gear position according to the acceleration. One-third of the time, the corresponding acceleration is 1 meter per square second; the first sorting unit is used to correspond and combine the theoretical acceleration with the pedaling time to form multiple groups of theoretical accelerations and corresponding pedaling times, and rank the multiple groups of theoretical accelerations from high to low. For example, when the driver steps on the accelerator, he does not step on the accelerator to a fixed position all at once, so the connection line of all the theoretical accelerations must be a curve. The value of the theoretical acceleration is selected within the range of one decimal place and rounded off to obtain a more intuitive value. The theoretical acceleration values ​​are ranked from high to low, and the corresponding pedaling time is attached next to it. For example, 1 meter per square second corresponds to 2s, and 1.5 meters per square second corresponds to 1s. , 2 meters per square second corresponds to 0.8s; the definition interval unit is used to define the top 30% of the ranking as the maximum threshold interval. For example, if there are ten sets of theoretical acceleration values, the first three sets are selected as the maximum threshold interval; the fourth acquisition unit is used to obtain the sum of multiple sets of theoretical accelerations and the corresponding pedaling times within the maximum threshold interval, and then screen out the maximum value of the multiple sets of theoretical accelerations within the maximum threshold interval, and define the maximum value as the first theoretical acceleration, and define the sum of the corresponding pedaling times as the first pedaling time corresponding to the first theoretical acceleration. For example, there are ten sets of theoretical acceleration values, from high to low, 2.6 meters per square second corresponds to 2s, 2.4 meters per square second corresponds to 1s, and 2.3 meters per square second corresponds to 0.6s. 2.1 meters per second squared corresponds to 0.8s, 1.6 meters per second squared corresponds to 0.2s, 1.4 meters per second squared corresponds to 0.5s, 1.3 meters per second squared corresponds to 1s, 1.1 meters per second squared corresponds to 0.5s, 0.8 meters per second squared corresponds to 1s, 0.6 meters per second squared corresponds to 0.8s. At this time, the first three groups are obtained, which are 2.6 meters per second squared corresponds to 2s, 2.4 meters per second squared corresponds to 1s, and 2.3 meters per second squared corresponds to 0.6s, and they are defined as the maximum threshold interval. Then the time of these three groups is added together to get 3.6s. Among these three groups, the maximum acceleration is 2.6 meters per second squared, so 2.6 meters per second squared is defined as the first theoretical acceleration, and 3.6s is defined as the first pedaling time; the fifth acquisition unit is used to obtain the sum of multiple groups of theoretical accelerations and the corresponding pedaling times within the maximum threshold interval, and then calculate the average value of the multiple groups of theoretical accelerations within the maximum threshold interval, and define the average value as the second theoretical acceleration, and define the sum of the corresponding pedaling times as the second pedaling time corresponding to the second theoretical acceleration. For example, taking the above ten groups of theoretical acceleration values ​​as an example, the first three groups are obtained, which are 2.6 meters per square second corresponding to 2s, 2.4 meters per square second corresponding to 1s, and 2.3 meters per square second corresponding to 0.6s. The average value of the three acceleration values ​​is calculated to obtain an average value of 2.4 meters per square second, and 2.4 meters per square second is defined as the second theoretical acceleration. Then the time of these three groups is added together to obtain 3.6s, and 3.6s is defined as the second pedaling time; the thirteenth judgment unit is used to obtain the sum of the theoretical accelerations and the corresponding pedaling times within the maximum threshold interval, and then the time of these three groups is added together to obtain 3.6s, and 3.6s is defined as the second pedaling time; The interruption unit is used to determine whether the first pedaling time is greater than two-thirds of the sum of the remaining pedaling time. For example, taking the above ten sets of theoretical acceleration values ​​as an example, the sum of the remaining seven sets of pedaling time is 4.8s, and 3.6s is compared with two-thirds of 4.8s in numerical value; the tenth execution unit is used to execute if yes, then the first theoretical acceleration is defaulted as the first virtual acceleration. For example, taking the above comparison result as an example, two-thirds of 4.8s is 3.2s, and 3.6s is greater than 3.2s, then 2.6 meters per second squared is the first virtual acceleration by default; the eleventh execution unit is used to execute if no, then the second theoretical acceleration is defaulted as the first virtual acceleration. For example, if the sum of the remaining seven sets of pedaling time is 5.8s, two-thirds of which is 3.8s, and 3.8s is greater than 3.6s, then 2.4 meters per second squared is the first virtual acceleration by default. .

[0196] In this embodiment, the second acquisition module 40 also includes a sixth acquisition unit, a seventh acquisition unit, a second calling unit, and a twelfth execution unit; the sixth acquisition unit is used to obtain the steering wheel rotation angle, for example, if the driver turns the steering wheel half a circle to the left, the corresponding angle of half a circle, that is, 180 degrees, is obtained; the seventh acquisition unit is used to obtain the gear information that is engaged, for example, if the driver engages in reverse gear, the reverse gear information is obtained; the second calling unit is used to call the pre-stored tire rotation angle information corresponding to the steering wheel rotation angle, for example, in the pre-stored data, a steering wheel rotation of 180 degrees to the left corresponds to a tire rotation of 8 degrees to the left; the twelfth execution unit is used to execute the generation of a virtual driving direction based on the engaged gear information and the tire rotation angle information, for example, if the vehicle is engaged in reverse gear and the tire is turned 8 degrees to the left, the virtual driving direction is an arrow at the rear end of the vehicle that bends backward 8 degrees.

[0197] In this embodiment, the operation module 50 includes an eighth acquisition unit, a first operation unit, a second operation unit, a second calling unit, and an assignment unit; the eighth acquisition unit is used to obtain the vehicle speed, the first virtual acceleration, and the preset distance. For example, the vehicle speed is 14.4km / h, that is, 4m / s, the first virtual acceleration is 2 meters per second squared, and the preset distance is 8m; the first operation unit is used to calculate the first virtual time according to the relationship between the preset distance, the vehicle speed, and the first virtual acceleration. For example, according to 15km / h, 2 meters per second squared, and 8m, the first virtual time is calculated to be 1.46s; the second operation unit is used to calculate the first virtual time according to the relationship between the preset distance, the vehicle speed, and the first virtual acceleration. And the first virtual time, calculate the virtual driving speed of the vehicle, for example, the first virtual acceleration is 2 meters per second squared, and the driving speed at 0.6s is 7.3m / s; the second calling unit is used to call the pre-stored braking time corresponding to the vehicle driving speed, for example, the vehicle travels at a speed of 7.3m / s, and the corresponding braking time is 1.1s, and the vehicle travels at a speed of 7.8m / s, and the corresponding braking time is 1.2s; the assignment unit is used to assign the braking time to the first virtual braking time, for example, the braking time corresponding to 7.3m / s is assigned as 1.1s to the first virtual braking time, and the first virtual braking time is obtained as 1.1s.

[0198] Of course, the present invention may have many other implementations. Based on this implementation, other implementations obtained by ordinary technicians in this field without any creative work are all within the scope of protection of the present invention.

Claims

1. An intelligent vehicle control method for preventing brutal driving, characterized in that: The following steps are involved: Acquire first information at a preset distance in front of or behind the vehicle, the first information including vehicle speed, image information, object distance information, and biological far infrared information, and generate a virtual dynamic image based on the first information; Determine whether there is a non-drivable section in the virtual dynamic image, wherein the non-drivable section includes a biological walking section, an obstacle placement section, and a longitudinal section space; If it exists, the auxiliary brake for intervening in the vehicle brake control system is awakened and put into a standby state; Acquire second information of the driver controlling the vehicle, the second information including accelerator pedaling amount information, gear information, and steering wheel rotation amount information, generate a first virtual acceleration based on the accelerator pedaling amount information and the gear information, and generate a virtual driving direction based on the steering wheel rotation amount information and the gear information, wherein the accelerator pedaling amount includes accelerator pedaling depth and pedaling time; Generate a first virtual time used to reach the non-drivable section according to the vehicle speed, the first virtual acceleration, and the preset distance, and generate a first virtual braking time used in the process of reaching the non-drivable section according to the first virtual acceleration, the preset distance, and the image information; Determine whether the virtual driving direction is consistent with the direction of the non-drivable section; If yes, determining whether the first virtual time is greater than the first virtual braking time; If yes, then the time taken for the first virtual braking is subtracted from the first virtual time to obtain the strain time; Determine whether the first virtual acceleration decreases to within a preset threshold range within the strain time; If not, the auxiliary brake is activated to brake, and the throttle is disconnected at the same time; the step of generating the first virtual acceleration based on the throttle pedaling amount information and the gear information includes: Obtain the trampling depth and trampling time, and record them; The theoretical acceleration corresponding to the combination of the pre-stored accelerator pedaling depth and the gear position information is called; The theoretical acceleration and the pedaling time are correspondingly combined to form multiple sets of theoretical acceleration and corresponding pedaling time, and the multiple sets of theoretical acceleration are ranked from high to low; Define the top 30% of the ranking as the maximum threshold interval; Obtaining the sum of multiple sets of theoretical accelerations and corresponding pedaling times within the maximum threshold interval, then screening out the maximum value of the multiple sets of theoretical accelerations within the maximum threshold interval, and defining the maximum value as the first theoretical acceleration, and defining the sum of the corresponding pedaling times as the first pedaling time corresponding to the first theoretical acceleration; Obtaining the sum of multiple sets of theoretical accelerations and corresponding pedaling times within the maximum threshold interval, and then calculating the average value of the multiple sets of theoretical accelerations within the maximum threshold interval, and defining the average value as the second theoretical acceleration, and defining the sum of the corresponding pedaling times as the second pedaling time corresponding to the second theoretical acceleration; Determine whether the first pedaling time is greater than two-thirds of the sum of the remaining pedaling time; If yes, the first theoretical acceleration is assumed to be the first virtual acceleration; If not, the second theoretical acceleration is assumed to be the first virtual acceleration.

2. The intelligent vehicle control method for preventing brutal driving according to claim 1 is characterized in that: The step of generating a virtual dynamic image based on the first information includes: Two preset high-definition cameras are used to obtain image information of the images in front of or behind the vehicle; Two ultrasonic ranging sensors are used to obtain the distance information of objects in front of or behind the vehicle and the information of the change of road depth; Using far infrared sensors to obtain biological far infrared information from the front or rear of the vehicle; Determining whether the first pattern in the image information does not change during the driving of the vehicle; If yes, the first pattern is assumed to be a road, and then a virtual road image is generated; Determining whether the second pattern in the image information has the same changing pattern during the vehicle driving process; If yes, the second pattern is assumed to be a road landscape, and then a virtual road landscape image is generated; Determine whether the third pattern in the image information increases as the area of ​​the first pattern decreases, and the ultrasonic ranging sensor does not detect the distance information of the object ahead and the road depth change information; If yes, the third pattern is assumed to be a longitudinal section, and then a virtual longitudinal section image is generated; Determining whether a rate of decrease in the distance between the object and the vehicle in the object distance information is equal to a travel speed of the vehicle; If yes, the object is assumed to be a placed object in the road, and the outline of the fixed placed object is marked with a first color, and then a virtual placed object is generated; Determine whether the organism in the far infrared information is the object; If yes, marking the outline of the object with a second color and then generating a virtual creature; The virtual road image, the virtual road landscape image, the virtual longitudinal section image, the virtual placed object and the virtual organism are synthesized into a virtual dynamic image.

3. The intelligent vehicle control method for preventing brutal driving according to claim 2 is characterized in that: The step of determining whether the second pattern in the image information has the same changing pattern during the vehicle driving process includes: Acquire a second pattern and a vehicle travel speed; determining whether the second pattern is proportionally enlarged with a perspective effect; If so, determine whether the amplification rate is proportional to the vehicle's speed; If so, it is assumed that the changing rule of the second pattern during the driving process of the vehicle is the same.

4. The intelligent vehicle control method for preventing brutal driving according to claim 2 is characterized in that: The step of determining whether the rate of decrease of the distance between the object and the vehicle in the object distance information is equal to the vehicle travel speed includes: If not, then determine whether the rate at which the distance between the object and the vehicle decreases is greater than the vehicle's travel speed; If yes, the object is assumed to be an object moving towards each other on the road, and the outline of the object moving towards each other is marked with a third color, and then a first virtual placement object is generated; If not, the object is assumed to be an object moving in the same direction on the road, and the outline of the object moving in the same direction is marked with a fourth color, and then a second virtual placement object is generated.

5. The intelligent vehicle control method for preventing brutal driving according to claim 2 is characterized in that: The step of determining whether there is a non-drivable section in the virtual dynamic image includes: Acquire a first image in the virtual dynamic image located in the driving direction of the vehicle; determining whether the first image is a virtual creature; determining whether the first image is a virtually placed object; determining whether the first image is a virtual longitudinal section image; If one of the above three is true, or two of the above three are true, or all three are true, then the first image is marked as a non-drivable section.

6. The intelligent vehicle control method for preventing brutal driving according to claim 5 is characterized in that: The step of determining whether there is a non-drivable section in the virtual dynamic image also includes: Acquire a second image located in the driving direction of the vehicle in the virtual dynamic image, the second image being located on one side of the first image; determining whether the second image is a virtual creature; determining whether the second image is a virtually placed object; determining whether the second image is a virtual longitudinal section image; If all three of the above are negative, the second image is marked as a safe driving zone; Determining whether the second image is located on the left side of the first image; If yes, then play the first pre-recorded prompt voice; If not, the second pre-recorded prompt voice is played.

7. The intelligent vehicle control method for preventing brutal driving according to claim 1 is characterized in that: The step of generating a virtual driving direction based on the steering wheel rotation amount information and the gear position information includes: Get the steering wheel rotation angle; Get the gear information that is set; Recalling pre-stored tire rotation angle information corresponding to the steering wheel rotation angle; A virtual driving direction is generated according to the gear position information and the tire rotation angle information.

8. The intelligent vehicle control method for preventing brutal driving according to claim 1 is characterized in that: The steps of generating a first virtual time used to reach the non-drivable section according to the vehicle speed, the first virtual acceleration, and the preset distance, and generating a first virtual braking time used in the process of reaching the non-drivable section according to the first virtual acceleration, the preset distance, and the image information include: Obtaining the vehicle's speed, first virtual acceleration, and preset distance; Calculating a first virtual time according to a relationship between a preset distance, a vehicle speed, and a first virtual acceleration; Calculating a virtual driving speed of the vehicle according to the first virtual acceleration and the first virtual time; Calling the pre-stored braking time corresponding to the vehicle's driving speed; The braking time is assigned to the first virtual braking time.

9. An intelligent vehicle machine for preventing reckless driving, comprising a vehicle body, characterized in that: Also includes: A first acquisition module, used to acquire first information located at a preset distance in front of or behind the vehicle, and generate a virtual dynamic image based on the first information; A first judgment module is used to judge whether there is a non-drivable section in the virtual dynamic image; A first execution module, for waking up the auxiliary brake for intervening in the vehicle brake control system, if any, and putting it in a standby state; The second acquisition module is used to obtain the second information of the driver's control of the vehicle, the second information includes the throttle pedaling amount information, the gear information, and the steering wheel rotation amount information, and generates a first virtual acceleration based on the throttle pedaling amount information and the gear information, and generates a virtual driving direction based on the steering wheel rotation amount information and the gear information. The second acquisition module includes a third acquisition unit, a first calling unit, a first sorting unit, a definition interval unit, a fourth acquisition unit, a fifth acquisition unit, a thirteenth judgment unit, a tenth execution unit, and an eleventh execution unit; the third acquisition unit is used to obtain the pedaling depth and the pedaling time, and record them, the first calling unit is used to call the pre-stored throttle pedaling depth and the gear information The corresponding theoretical acceleration, the first sorting unit is used to correspond and combine the theoretical acceleration with the pedaling time to form multiple groups of theoretical accelerations and corresponding pedaling times, and rank the multiple groups of theoretical accelerations from high to low, and the definition interval unit is used to define the ranking The first 30% of the positions are the maximum threshold interval, the fourth acquisition unit is used to obtain the sum of multiple groups of theoretical accelerations and the corresponding pedaling time within the maximum threshold interval, and then screen out the maximum value of the multiple groups of theoretical accelerations within the maximum threshold interval, and define the maximum value as the first theoretical acceleration, and define the sum of the corresponding pedaling time as the first pedaling time corresponding to the first theoretical acceleration, the fifth acquisition unit is used to obtain the sum of multiple groups of theoretical accelerations and the corresponding pedaling time within the maximum threshold interval, and then calculate the average value of the multiple groups of theoretical accelerations within the maximum threshold interval, and define the average value as the second theoretical acceleration, and define the sum of the corresponding pedaling time as the second pedaling time corresponding to the second theoretical acceleration, the thirteenth judgment unit is used to judge whether the first pedaling time is greater than two-thirds of the sum of the remaining pedaling time, the tenth execution unit is used to execute if yes, then default the first theoretical acceleration to the first virtual acceleration, and the eleventh execution unit is used to execute if no, then default the second theoretical acceleration to the first virtual acceleration; a calculation module, configured to generate a first virtual time used to reach the non-drivable section and a first virtual braking time used in the process of reaching the non-drivable section according to the first virtual acceleration and the preset distance; The second judgment module is used to judge whether the virtual driving direction is consistent with the direction of the non-driving zone; A third judgment module is used to judge whether the first virtual time is greater than the first virtual braking time; A second execution module is used for, if yes, subtracting the first virtual braking time from the first virtual time to obtain the strain time; A fourth judgment module, used to judge whether the first virtual acceleration decreases to a preset threshold range within the strain time; The third execution module is used to start the auxiliary brake to brake if no, and disconnect the accelerator at the same time.

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