Non-intrusive automobile braking method and system and storage medium

Abstract

The invention provides a non-intrusive automobile braking method and system and a storage medium, and relates to the technical field of automobile braking, and the non-intrusive automobile braking method comprises the steps that radar detection information is received, and the radar detection information comprises first relative distance information and first relative speed information; performing comparative analysis on the first relative distance information and a preset safety distance to generate a first collision risk assessment result; comparing the first relative speed information with a preset safe relative speed to generate a second collision risk assessment result; when the collision risk exists, a braking decision is made, and a first braking strategy is generated and comprises the first vehicle braking strength and the first vehicle braking duration; obtaining a first motor rotation rate in combination with the motor performance curve; and the motor brake performs automobile braking according to the first motor control instruction. The technical problems that a traditional auxiliary driving system usually adopts an intrusive braking technology, the structure of an original braking system of an automobile needs to be changed, cost is high, installation is complex, and errors are prone to occurring are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile braking, and in particular to a non-invasive automobile braking method, system and storage medium. Background Art

[0002] Traditional solutions for assisted driving systems include "motor plunger pump active decompression braking system solutions based on automotive electronic stability control systems" and "master cylinder power-assisted motor active decompression braking system solutions based on new automotive electronic power-assisted braking systems." These are all invasive braking systems that require modifications to existing automotive braking systems, involving complex hardware integration and system reconstruction. For example, key components such as motors, plunger pumps, and electric power-assisted devices need to be replaced or added to support active adjustment of the braking process. Such structural changes not only increase the complexity of the system, but also significantly increase the cost of vehicle manufacturing and installation. Summary of the Invention

[0003] This application provides a non-invasive automobile braking method, system and storage medium, aiming to solve the technical problems that traditional assisted driving systems usually use invasive braking technology, which requires changing the structure of the original braking system of the automobile, resulting in high cost, complex installation and easy errors.

[0004] According to a first aspect disclosed herein, a non-intrusive vehicle braking method is provided. The method includes: receiving radar detection information from a vehicle-mounted radar sensor regarding a target vehicle within a preset area, wherein the radar detection information includes first obstacle information, the first obstacle information including first relative distance information and first relative speed information; comparing and analyzing the first relative distance information with a preset safety distance to generate a first collision risk assessment result; and comparing and analyzing the first relative speed information with a preset safety relative speed to generate a second collision risk assessment result. When either or both of the first and second collision risk assessment results indicate a collision risk, making a braking decision based on the first obstacle information to generate a first braking strategy, wherein the first braking strategy includes a first vehicle braking intensity and a first vehicle braking duration; matching a motor rotation rate of a non-intrusive braking device based on the first vehicle braking intensity and in combination with a motor performance curve to obtain a first motor rotation rate; and adding the first motor rotation rate and the first vehicle braking duration to a first motor control instruction. A motor brake controls the motor rotation according to the first motor control instruction to drag a steel wire, the other end of which is fixed to a vehicle brake pedal. The steel wire pulls down the brake pedal to brake the vehicle.

[0005] According to a second aspect disclosed in the present application, a non-invasive automobile braking system is provided, which is used for the above-mentioned non-invasive automobile braking method. The system includes: a radar detection information receiving module for receiving radar detection information of a vehicle-mounted radar sensor on a preset area of ​​a target vehicle, wherein the radar detection information includes first obstacle information, and the first obstacle information includes first relative distance information and first relative speed information; a first comparison and analysis module for comparing and analyzing the first relative distance information with a preset safety distance to generate a first collision risk assessment result; a second comparison and analysis module for comparing and analyzing the first relative speed information with a preset safety relative speed to generate a second collision risk assessment result; and a braking decision module for comparing and analyzing the first collision risk information with a preset safety relative speed to generate a second collision risk assessment result. When any one or both of the first collision risk assessment result and the second collision risk assessment result show that there is a collision risk, a braking decision is made according to the first obstacle information to generate a first braking strategy, wherein the first braking strategy includes a first vehicle braking intensity and a first vehicle braking duration; a rate matching module is used to match the motor rotation rate of the non-invasive braking device based on the first vehicle braking intensity and the motor performance curve to obtain a first motor rotation rate; a vehicle braking module is used to add the first motor rotation rate and the first vehicle braking duration to the first motor control instruction, and the motor brake controls the motor rotation according to the first motor control instruction to drag the steel wire, the other end of the steel wire is fixed at the vehicle brake pedal, and the steel wire pulls down the brake pedal to brake the vehicle.

[0006] According to a third aspect of the present application, a storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, any step of the first aspect of the present application is implemented.

[0007] One or more technical solutions provided in this application have at least the following technical effects or advantages:

[0008] By receiving the first relative distance information and the first relative speed information of the vehicle-mounted radar sensor, combined with the preset safe distance and safe relative speed, a multi-dimensional collision risk analysis is performed. First, by comparing the first relative distance with the safe distance, it is determined whether there is a collision risk caused by the distance. Secondly, based on the comparison of the first relative speed with the safe relative speed, the collision risk caused by the speed mismatch is further evaluated. Such a double evaluation can ensure a comprehensive judgment of the collision risk. When a collision risk is detected, whether it is based on distance, speed or a comprehensive judgment of the two, a personalized braking strategy is generated according to the first obstacle information, including braking intensity and braking duration, through Through precise braking decisions, accidental collisions caused by insufficient braking are avoided, ensuring that the vehicle can slow down or stop in a timely and smooth manner before danger occurs, thereby enhancing driving safety; the brake pedal is controlled by a motor-driven non-invasive braking device without relying on traditional hydraulic or mechanical braking systems. The motor brake accurately controls the motor speed and braking force according to the control instructions, and brakes by pulling the brake pedal with a steel wire. This non-invasive design ensures that the braking method does not directly interfere with or change the structure of the traditional braking system, thereby reducing interference with existing car design and driving operations, and can work in conjunction with the traditional braking system to improve the overall vehicle safety performance.

[0009] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 A schematic flow chart of a non-invasive vehicle braking method provided in an embodiment of the present application.

[0011] Figure 2 A schematic structural diagram of a non-invasive automobile braking system provided in an embodiment of the present application.

[0012] Description of the accompanying drawings: radar detection information receiving module 10, first comparison and analysis module 20, second comparison and analysis module 30, braking decision module 40, rate matching module 50, vehicle braking module 60. DETAILED DESCRIPTION

[0013] The embodiments of the present application provide a non-invasive automobile braking method, system and storage medium, which solves the technical problems that traditional assisted driving systems usually use invasive braking technology, which requires changing the structure of the original braking system of the automobile, resulting in high cost, complex installation and easy errors.

[0014] After introducing the basic principles of this application, various non-limiting embodiments of this application will be specifically described below in conjunction with the accompanying drawings. It should be understood that the specific embodiments described here are only used to explain this application and are not used to limit this application.

[0015] Example 1, as Figure 1 As shown, an embodiment of the present application provides a non-invasive vehicle braking method, the method comprising:

[0016] Radar detection information of a target vehicle within a preset area is received by a vehicle-mounted radar sensor, wherein the radar detection information includes first obstacle information, and the first obstacle information includes first relative distance information and first relative speed information.

[0017] Before the car drives, the on-board radar sensor is started, and it performs self-inspection and parameter calibration to ensure the accuracy and stability of detection. During the driving process of the car, the radar detection area is dynamically delineated according to the driving status of the vehicle, such as straight driving, turning, etc., and the safety configuration of the on-board control system. The range includes the safe distance in front of the vehicle and the appropriate range on both sides.

[0018] The radar continuously transmits high-frequency radio waves to the target area, uses the fast Fourier transform algorithm to analyze the received echo signals, and extracts relevant information about the obstacle. Specifically, based on the time difference between the transmitted signal and the echo signal, the relative distance between the radar and the obstacle is calculated to obtain the first relative distance information; and using the Doppler effect, the relative speed of the obstacle is calculated from the frequency offset to obtain the first relative speed information.

[0019] The first relative distance information is compared and analyzed with a preset safety distance to generate a first collision risk assessment result.

[0020] A basic safety distance is set based on traffic regulations or driving standards. For example, for every 10 km / h increase in vehicle speed, a certain basic safety distance is added. The basic safety distance is adjusted based on environmental influences such as rain, snow, curves, and slopes to generate a preset safety distance.

[0021] The first relative distance information is compared with a preset safety distance. If the first relative distance information is greater than the preset safety distance, there is no collision risk. If the first relative distance information is less than or equal to the preset safety distance, there is a collision risk. If there is a collision risk, it is marked as a distance collision risk and this indicator is stored in the first collision risk assessment result.

[0022] The first relative speed information is compared and analyzed with a preset safety relative speed to generate a second collision risk assessment result.

[0023] The basic safety relative speed is set in combination with the vehicle type and driving conditions, for example, 20 km / h on urban roads and 50 km / h on highways. The basic safety relative speed is dynamically adjusted according to the vehicle's braking ability, road adhesion, etc. to obtain the preset safety relative speed.

[0024] The first relative speed information is compared with a preset safety relative speed. If the first relative speed information is greater than the preset safety relative speed, there is no collision risk. If the first relative speed information is less than or equal to the preset safety relative speed, there is a collision risk. If there is a collision risk, it is marked as a speed collision risk and this flag is stored in the second collision risk assessment result.

[0025] When either one or both of the first collision risk assessment result and the second collision risk assessment result indicate the existence of a collision risk, a braking decision is made based on the first obstacle information to generate a first braking strategy, wherein the first braking strategy includes a first vehicle braking intensity and a first vehicle braking duration.

[0026] Based on the first collision risk assessment result (distance risk) and the second collision risk assessment result (speed risk), confirm whether there is a potential collision risk. When any one or two risk assessment results show that there is a risk, enter the braking decision stage.

[0027] When there is a distance collision risk, the difference between the current relative distance between the target vehicle and the obstacle and the preset safe distance is evaluated. If the target vehicle is too close to the obstacle, the required braking intensity is calculated based on the degree of proximity, and the braking duration is evaluated to ensure that the safe distance can be restored. When there is a speed collision risk, the relative speed of the target vehicle and the obstacle is evaluated to see if it exceeds the safe range. If the speed difference is too large, the urgency of deceleration or braking is determined, and the required braking intensity and duration are calculated based on the speed difference. If there are both distance and speed collision risks, a comprehensive assessment is conducted based on the two risks to generate the final braking intensity and duration.

[0028] Based on the first vehicle braking intensity and in combination with a motor performance curve, a motor rotation rate matching of a non-invasive braking device is performed to obtain a first motor rotation rate.

[0029] In combination with the non-invasive braking device used in the braking system, the motor performance curve data is first obtained. The curve data shows the matching relationship between the motor's rotation rate and output torque under different loads and working conditions. According to the braking intensity, the torque required by the non-invasive braking device is calculated, and the torque requirement is input into the motor performance curve for matching to obtain the first motor rotation rate, ensuring that the motor output speed can smoothly pull the braking device to achieve the expected braking effect.

[0030] The first motor rotation rate and the first vehicle braking duration are added to the first motor control instruction. The motor brake controls the motor rotation according to the first motor control instruction to drag the steel wire. The other end of the steel wire is fixed to the car brake pedal. The steel wire pulls down the brake pedal to brake the car.

[0031] The first motor rotation rate and the first vehicle braking duration are added to the first motor control instruction, which specifies the motor rotation rate and the motor operating duration. The motor control instruction is sent to the motor brake in the non-invasive braking device. The instruction activates the motor to perform the braking operation. The motor operates at the speed required by the control instruction, generating sufficient torque to pull the brake wire. The rotation of the motor drives the wire through the traction mechanism, and the wire can accurately transmit force. One end of the wire is fixed to the motor brake, and the other end is connected to the vehicle's brake pedal. The brake pedal is indirectly controlled by pulling the wire. When the motor is running, the wire is tightened, generating a downward force on the brake pedal, simulating the driver's action of stepping on the brake. The degree of depression of the brake pedal is determined by the motor rotation rate, corresponding to the required braking intensity. The duration for which the motor brake remains in operation is determined by the first vehicle braking duration in the control instruction, ensuring that the vehicle decelerates to a safe state or comes to a complete stop.

[0032] Through this method, the original braking system of the vehicle is not directly changed, but braking is completed by pulling the brake pedal. This non-invasive automobile braking achieves efficient and safe braking control.

[0033] Furthermore, the method of comparing and analyzing the first relative distance information with a preset safety distance to generate a first collision risk assessment result includes:

[0034] Obtain a preset safety distance; compare and analyze the first relative distance information with the preset safety distance; if the first relative distance information is less than or equal to the preset safety distance, determine that there is a collision risk, and generate a distance collision risk identifier; if the first relative distance information is greater than the preset safety distance, determine that there is no collision risk, and generate a no distance collision risk identifier; add the distance collision risk identifier and the no distance collision risk identifier to the first collision risk assessment result.

[0035] A basic safety distance is set based on traffic regulations or driving standards. For example, for every 10 km / h increase in vehicle speed, a certain basic safety distance is added. The basic safety distance is adjusted based on environmental influences such as rain, snow, curves, and slopes to generate a preset safety distance.

[0036] The first relative distance information is compared and analyzed with the preset safety distance. If the first relative distance information is less than or equal to the preset safety distance, it indicates that the target vehicle has entered a dangerous area and there is a potential collision risk. A distance collision risk indicator is generated, indicating that further braking measures need to be taken; if the first relative distance information is greater than the preset safety distance, it indicates that there is sufficient buffer distance between the target vehicle and the obstacle and there is no collision risk. A no distance collision risk indicator is generated, indicating that no braking operation is currently required.

[0037] The generated distance collision risk indicator or no distance collision risk indicator is included in the first collision risk assessment result, and these assessment results are passed to subsequent steps for further analysis of the comprehensive collision risk.

[0038] Furthermore, obtaining the preset safety distance includes:

[0039] Acquire driving environment information, perform environmental impact analysis of vehicle driving based on the driving environment information, and generate an environmental impact coefficient; acquire a basic safety distance, compensate the basic safety distance based on the environmental impact coefficient, and generate the preset safety distance.

[0040] Real-time data related to the vehicle's driving environment is obtained through on-board sensors, including weather information, road conditions, traffic information, lighting conditions, etc. The collected information is used to conduct environmental impact assessments to determine the potential impact on vehicle driving safety. For example, slippery roads will reduce the vehicle's braking effect, and poor visibility will increase the uncertainty of the vehicle's perceived distance. Based on the analysis results, the environmental impact is quantified as an environmental impact coefficient.

[0041] A basic safety distance is set based on traffic regulations or driving standards. For example, for every 10 km / h increase in vehicle speed, a certain basic safety distance is added. The final preset safety distance is calculated by multiplying the basic safety distance and the environmental impact coefficient. For example, if the basic safety distance is 30 meters and the environmental impact coefficient is 1.2, the preset safety distance is 36 meters, ensuring that the vehicle can maintain optimal safety in complex driving environments.

[0042] Furthermore, before making a braking decision based on the first obstacle information and generating a first braking strategy, the method includes:

[0043] When the first collision risk assessment result shows that there is a collision risk, but the second collision risk assessment result shows that there is no collision risk, a distance risk braking decision instruction is generated; when the first collision risk assessment result shows that there is no collision risk, but the second collision risk assessment result shows that there is a collision risk, a speed risk braking decision instruction is generated; when the first collision risk assessment result shows that there is a collision risk and the second collision risk assessment result shows that there is a collision risk, a mixed risk braking decision instruction is generated.

[0044] The first collision risk assessment result shows that there is a collision risk, indicating that the target obstacle is too close and may threaten the safety of the vehicle. The second collision risk assessment result shows that there is no collision risk, indicating that the speed difference between the target obstacle and the vehicle is small and there is no obvious acceleration or deceleration trend. At this time, the main risk comes from the insufficient distance to the target obstacle rather than the speed difference. Therefore, a distance risk braking command is generated to quickly increase the distance between the vehicle and the target obstacle.

[0045] The first collision risk assessment result shows that there is a collision risk, indicating that the distance between the vehicle and the target obstacle is sufficient and there is no immediate collision threat. The second collision risk assessment result shows that there is no collision risk, indicating that there is a significant speed difference between the target obstacle and the vehicle, which may cause the distance to decrease rapidly in the future. At this time, the main risk comes from the speed difference between the vehicle and the target obstacle, so a speed risk braking command is generated to dynamically adjust the vehicle deceleration rate to match the speed of the target obstacle and reduce the speed difference.

[0046] When both the first and second collision risk assessment results indicate a collision risk, it indicates that the vehicle needs to deal with the dual risks of insufficient distance and speed difference at the same time, generating a mixed-risk braking instruction to combine the characteristics of the two risks and generate a comprehensive braking strategy to ensure that the speed difference is minimized within a safe distance range.

[0047] Furthermore, the method of making a braking decision based on the first obstacle information and generating a first braking strategy includes:

[0048] Based on the distance risk braking decision instruction, the distance deviation coefficient between the first relative distance information and the preset safety distance is calculated, and the distance risk braking intensity is obtained by using an inverse function. Through a dynamic model optimization algorithm, the braking duration is automatically adjusted according to the distance change to obtain the distance risk braking duration. The distance risk braking intensity and the distance risk braking duration are used as the distance risk braking strategy and added to the first braking strategy.

[0049] Based on the difference between the actual distance and the safe distance, the distance deviation coefficient is calculated. This coefficient reflects the degree of difference between the current distance and the safe distance. For example, when the distance is too close, the deviation coefficient is large. An inverse function is used to calculate the distance risk braking intensity. Specifically, the inverse function is in the following form: Where E is the braking intensity, D is the distance deviation coefficient, and k is a constant representing the sensitivity of the braking system. A larger distance deviation coefficient indicates a greater braking intensity is required, and vice versa. This method automatically adjusts the required braking intensity based on the actual distance deviation between the target obstacle and the vehicle.

[0050] The dynamic model optimization algorithm adjusts the braking duration by monitoring the changes in the relative distance between the vehicle and the target obstacle in real time. Specifically, as the target distance gradually decreases, the vehicle needs to gradually increase the braking duration to ensure that the vehicle has enough time to complete deceleration. The dynamic model is a mathematical model that takes into account factors such as speed, acceleration, road conditions and environment. Based on these factors, the required braking duration can be calculated and adjusted in real time.

[0051] Real-time target distance information, speed data, and road condition parameters are input into the dynamic model. Using optimization algorithms, such as PID controllers or machine learning-based predictive models, the optimal braking duration for the current situation is automatically calculated to determine the distance risk braking duration. Dynamically adjusting the braking duration aims to more precisely control deceleration while ensuring safety, avoiding over- or under-braking and maintaining smooth driving.

[0052] Combining the distance risk braking intensity and distance risk braking duration forms a complete distance risk braking strategy. This strategy not only affects the vehicle's deceleration force, but also determines the duration of braking, ensuring that the vehicle can decelerate quickly and safely when the target obstacle is too close.

[0053] Furthermore, the method of making a braking decision based on the first obstacle information and generating a first braking strategy includes:

[0054] Based on the speed risk braking decision instruction, the speed deviation coefficient between the first relative speed information and the preset safe relative speed is calculated, and the speed risk braking intensity is obtained by using an inverse function. Through a dynamic model optimization algorithm, the braking duration is automatically adjusted according to the speed change to obtain the speed risk braking duration. The speed risk braking intensity and the speed risk braking duration are used as a speed risk braking strategy and added to the first braking strategy.

[0055] Based on the difference between the actual relative speed and the safe relative speed, the speed deviation coefficient is calculated. This coefficient reflects the difference between the current relative speed and the safe relative speed. The larger the deviation coefficient, the higher the speed risk. Based on the speed deviation coefficient, an inverse function is used to calculate the speed risk braking intensity. Specifically, the inverse function is in the following form: Among them, E is the braking intensity, V is the distance deviation coefficient, and j is a constant, which represents the benchmark of braking intensity. Through this inverse relationship, the braking intensity can be adjusted according to the degree of speed deviation. When the relative speed deviation is large, the braking intensity will increase accordingly.

[0056] The dynamic model optimization algorithm automatically adjusts the braking duration by monitoring the relative speed changes between the vehicle and the target in real time. To ensure safety, it is necessary to calculate the appropriate braking duration based on the change rate of the relative speed (acceleration) and the distance to the target. The dynamic model takes into account factors such as the vehicle's initial speed, the relative speed change rate, and the road conditions. This information will be used to predict the time required for the vehicle to come to a complete stop, and the braking duration will be dynamically optimized accordingly to obtain the speed risk braking duration, so that the vehicle can decelerate in time within a safe distance.

[0057] Combining the speed risk braking intensity with the speed risk braking duration forms a complete speed risk braking strategy. This strategy provides the vehicle with a decision-making basis for responding to the current speed risk, ensuring that the vehicle can decelerate quickly and safely.

[0058] Furthermore, the method of making a braking decision based on the first obstacle information and generating a first braking strategy includes:

[0059] Based on the mixed risk braking decision instruction, a weighted risk calculation is performed on the first relative distance information and the first relative speed information, and a comprehensive risk braking intensity and a comprehensive risk braking duration are obtained according to the calculation results; the comprehensive risk braking intensity and the comprehensive risk braking duration are used as a comprehensive risk braking strategy and added to the first braking strategy.

[0060] The mixed risk braking decision instruction instructs the system to conduct a comprehensive analysis based on the two risk assessment results of distance and speed. In this step, the first relative distance information and the first relative speed information are weighted. The purpose of the weighted risk calculation is to perform a comprehensive calculation based on the relative importance of distance risk and speed risk to evaluate whether there is a higher comprehensive risk. Among them, the weighting coefficients of distance and speed are adjusted according to system design and actual application, reflecting the priority of different risk factors. Generally, if the distance is shorter or the speed is faster, the danger will be higher, so the corresponding weight may be greater.

[0061] The weighted distance risk and speed risk are added together to obtain a comprehensive risk assessment, which represents the total collision risk in the current situation. Based on the comprehensive risk result, a preset model, such as an inverse function, an empirical formula, or a control algorithm, is used to calculate the corresponding comprehensive risk braking intensity and braking duration. The greater the risk, the greater the braking intensity, and the more urgent the risk, the longer the braking duration.

[0062] A comprehensive risk braking strategy is formed based on the comprehensive risk braking intensity and comprehensive risk braking duration. This strategy takes into account the dual risks of distance and speed, ensuring that more accurate braking decisions can be made in complex driving environments.

[0063] Furthermore, the method further comprises:

[0064] During the vehicle braking process, collision risk monitoring is continuously performed. When the collision risk is eliminated, the motor brake stops working, the steel wire relaxes, and the brake pedal returns to its initial state.

[0065] During the braking process of the car, the environment around the target vehicle and the relative distance and speed information to the target obstacle continue to be monitored. This monitoring will update the collision risk assessment results in real time and continuously judge the collision risk of the vehicle. When it is detected that the collision risk has been lifted, it means that the relative distance between the target vehicle and the object in front has increased or the relative speed has been reduced to a safe level. At this time, an instruction is sent to stop the action of the motor brake, and the motor brake will stop driving the steel wire, thereby terminating the dragging of the brake pedal. After the motor brake stops, the brake system no longer applies additional braking force, avoiding the impact of excessive braking on the vehicle. In addition, after the motor brake stops, the steel wire connecting the motor brake and the brake pedal will loosen, and the brake pedal will gradually return to its initial state so that the driver can operate normally when needed.

[0066] In summary, the non-invasive automobile braking method provided by the embodiments of the present application has the following technical effects:

[0067] By receiving the first relative distance information and the first relative speed information of the vehicle-mounted radar sensor, combined with the preset safe distance and safe relative speed, a multi-dimensional collision risk analysis is performed. First, by comparing the first relative distance with the safe distance, it is determined whether there is a collision risk caused by the distance. Secondly, based on the comparison of the first relative speed with the safe relative speed, the collision risk caused by the speed mismatch is further evaluated. Such a double evaluation can ensure a comprehensive judgment of the collision risk. When a collision risk is detected, whether it is based on distance, speed or a comprehensive judgment of the two, a personalized braking strategy is generated according to the first obstacle information, including braking intensity and braking duration, through Through precise braking decisions, accidental collisions caused by insufficient braking are avoided, ensuring that the vehicle can slow down or stop in a timely and smooth manner before danger occurs, thereby enhancing driving safety; the brake pedal is controlled by a motor-driven non-invasive braking device without relying on traditional hydraulic or mechanical braking systems. The motor brake accurately controls the motor speed and braking force according to the control instructions, and brakes by pulling the brake pedal with a steel wire. This non-invasive design ensures that the braking method does not directly interfere with or change the structure of the traditional braking system, thereby reducing interference with existing car design and driving operations, and can work in conjunction with the traditional braking system to improve the overall vehicle safety performance.

[0068] The second embodiment is based on the same inventive concept as the non-invasive automobile braking method in the above embodiment. Figure 2 As shown, an embodiment of the present application provides a non-invasive automobile braking system, the system comprising:

[0069] The radar detection information receiving module 10 is used to receive radar detection information of the target vehicle within a preset area by the on-board radar sensor, wherein the radar detection information includes first obstacle information, and the first obstacle information includes first relative distance information and first relative speed information; the first comparison and analysis module 20 is used to compare and analyze the first relative distance information with the preset safety distance to generate a first collision risk assessment result; the second comparison and analysis module 30 is used to compare and analyze the first relative speed information with the preset safety relative speed to generate a second collision risk assessment result; the braking decision module 40 is used to compare and analyze the first collision risk assessment result and the second collision risk assessment result when any one or both of the first collision risk assessment result and the second collision risk assessment result are compared. When a display shows that there is a collision risk, a braking decision is made according to the first obstacle information to generate a first braking strategy, wherein the first braking strategy includes a first vehicle braking intensity and a first vehicle braking duration; a rate matching module 50 is used to match the motor rotation rate of the non-invasive braking device based on the first vehicle braking intensity and in combination with the motor performance curve to obtain a first motor rotation rate; a vehicle braking module 60 is used to add the first motor rotation rate and the first vehicle braking duration to the first motor control instruction, and the motor brake controls the motor rotation according to the first motor control instruction to drag the steel wire, the other end of the steel wire is fixed at the vehicle brake pedal, and the steel wire pulls down the brake pedal to brake the vehicle.

[0070] Furthermore, the first comparison and analysis module 20 includes the following operation steps:

[0071] Obtain a preset safety distance; compare and analyze the first relative distance information with the preset safety distance; if the first relative distance information is less than or equal to the preset safety distance, determine that there is a collision risk, and generate a distance collision risk identifier; if the first relative distance information is greater than the preset safety distance, determine that there is no collision risk, and generate a no distance collision risk identifier; add the distance collision risk identifier and the no distance collision risk identifier to the first collision risk assessment result.

[0072] Furthermore, the first comparison and analysis module 20 further includes the following operation steps:

[0073] Acquire driving environment information, perform environmental impact analysis of vehicle driving based on the driving environment information, and generate an environmental impact coefficient; acquire a basic safety distance, compensate the basic safety distance based on the environmental impact coefficient, and generate the preset safety distance.

[0074] Furthermore, the braking decision module 40 further includes the following operating steps:

[0075] When the first collision risk assessment result shows that there is a collision risk, but the second collision risk assessment result shows that there is no collision risk, a distance risk braking decision instruction is generated; when the first collision risk assessment result shows that there is no collision risk, but the second collision risk assessment result shows that there is a collision risk, a speed risk braking decision instruction is generated; when the first collision risk assessment result shows that there is a collision risk and the second collision risk assessment result shows that there is a collision risk, a mixed risk braking decision instruction is generated.

[0076] Furthermore, the braking decision module 40 further includes the following operating steps:

[0077] Based on the distance risk braking decision instruction, the distance deviation coefficient between the first relative distance information and the preset safety distance is calculated, and the distance risk braking intensity is obtained by using an inverse function. Through a dynamic model optimization algorithm, the braking duration is automatically adjusted according to the distance change to obtain the distance risk braking duration. The distance risk braking intensity and the distance risk braking duration are used as the distance risk braking strategy and added to the first braking strategy.

[0078] Furthermore, the braking decision module 40 further includes the following operating steps:

[0079] Based on the speed risk braking decision instruction, the speed deviation coefficient between the first relative speed information and the preset safe relative speed is calculated, and the speed risk braking intensity is obtained by using an inverse function. Through a dynamic model optimization algorithm, the braking duration is automatically adjusted according to the speed change to obtain the speed risk braking duration. The speed risk braking intensity and the speed risk braking duration are used as a speed risk braking strategy and added to the first braking strategy.

[0080] Furthermore, the braking decision module 40 further includes the following operating steps:

[0081] Based on the mixed risk braking decision instruction, a weighted risk calculation is performed on the first relative distance information and the first relative speed information, and a comprehensive risk braking intensity and a comprehensive risk braking duration are obtained according to the calculation results; the comprehensive risk braking intensity and the comprehensive risk braking duration are used as a comprehensive risk braking strategy and added to the first braking strategy.

[0082] Furthermore, the system further includes a collision risk monitoring module to perform the following steps:

[0083] During the vehicle braking process, collision risk monitoring is continuously performed. When the collision risk is eliminated, the motor brake stops working, the steel wire relaxes, and the brake pedal returns to its initial state.

[0084] Through the above detailed description of a non-invasive automobile braking method in this specification, those skilled in the art can clearly understand a non-invasive automobile braking system in this embodiment. Since it corresponds to the method disclosed in the embodiment, the description is relatively simple. For relevant matters, please refer to the method section.

[0085] In a third embodiment, a storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of a non-invasive vehicle braking method in the aforementioned embodiment are implemented.

[0086] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present application. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A non-invasive vehicle braking method, characterized in that: The method comprises: Receiving radar detection information of a target vehicle in a preset area by a vehicle-mounted radar sensor, wherein the radar detection information includes first obstacle information, and the first obstacle information includes first relative distance information and first relative speed information; Comparing and analyzing the first relative distance information with a preset safety distance to generate a first collision risk assessment result; Comparing and analyzing the first relative speed information with a preset safety relative speed to generate a second collision risk assessment result; When any one or both of the first collision risk assessment result and the second collision risk assessment result indicate that there is a collision risk, a braking decision is made according to the first obstacle information to generate a first braking strategy, wherein the first braking strategy includes a first vehicle braking intensity and a first vehicle braking duration; Based on the first vehicle braking intensity and in combination with the motor performance curve, performing motor rotation rate matching of the non-intrusive braking device to obtain a first motor rotation rate; The first motor rotation rate and the first vehicle braking duration are added to the first motor control instruction. The motor brake controls the motor rotation according to the first motor control instruction to drag the steel wire. The other end of the steel wire is fixed at the car brake pedal. The steel wire pulls down the brake pedal to brake the car.

2. A non-invasive vehicle braking method as claimed in claim 1, characterized in that: The method of comparing and analyzing the first relative distance information with a preset safety distance to generate a first collision risk assessment result includes: Get the preset safety distance; Comparing and analyzing the first relative distance information with a preset safety distance, if the first relative distance information is less than or equal to the preset safety distance, determining that there is a collision risk, and generating a distance collision risk mark; If the first relative distance information is greater than the preset safety distance, it is determined that there is no collision risk, and a no-distance collision risk mark is generated; The distance collision risk indicator and the no-distance collision risk indicator are added to the first collision risk assessment result.

3. A non-invasive vehicle braking method as claimed in claim 2, characterized in that: The step of obtaining a preset safety distance includes: Acquiring driving environment information, performing environmental impact analysis of vehicle driving according to the driving environment information, and generating an environmental impact coefficient; A basic safety distance is obtained, and the basic safety distance is compensated according to the environmental impact coefficient to generate the preset safety distance.

4. A non-invasive vehicle braking method as claimed in claim 1, characterized in that: Before making a braking decision based on the first obstacle information and generating a first braking strategy, the method includes: When the first collision risk assessment result shows that there is a collision risk, but the second collision risk assessment result shows that there is no collision risk, generating a distance risk braking decision instruction; When the first collision risk assessment result shows that there is no collision risk, but the second collision risk assessment result shows that there is a collision risk, generating a speed risk braking decision instruction; When the first collision risk assessment result shows that there is a collision risk, and when the second collision risk assessment result shows that there is a collision risk, a mixed risk braking decision instruction is generated.

5. A non-invasive vehicle braking method as claimed in claim 4, characterized in that: The method of making a braking decision according to the first obstacle information and generating a first braking strategy includes: Based on the distance risk braking decision instruction, a distance deviation coefficient between the first relative distance information and a preset safety distance is calculated, and an inverse function is used to calculate the distance risk braking intensity; Through the dynamic model optimization algorithm, the braking duration is automatically adjusted according to the distance change to obtain the distance risk braking duration; The distance risk braking intensity and the distance risk braking duration are used as a distance risk braking strategy and added to the first braking strategy.

6. A non-invasive vehicle braking method as claimed in claim 4, characterized in that: The method of making a braking decision according to the first obstacle information and generating a first braking strategy includes: Based on the speed risk braking decision instruction, a speed deviation coefficient between the first relative speed information and a preset safety relative speed is calculated, and a speed risk braking intensity is obtained by using an inverse function calculation; Through the dynamic model optimization algorithm, the braking duration is automatically adjusted according to the speed change to obtain the speed risk braking duration; The speed risk braking intensity and the speed risk braking duration are used as a speed risk braking strategy and added to the first braking strategy.

7. A non-invasive vehicle braking method as claimed in claim 4, characterized in that: The method of making a braking decision according to the first obstacle information and generating a first braking strategy includes: Based on the mixed risk braking decision instruction, weighted risk calculation is performed on the first relative distance information and the first relative speed information, and comprehensive risk braking intensity and comprehensive risk braking duration are obtained according to the calculation results; The comprehensive risk braking intensity and the comprehensive risk braking duration are used as a comprehensive risk braking strategy and added to the first braking strategy.

8. A non-invasive vehicle braking method as claimed in claim 1, characterized in that: The method further comprises: During the vehicle braking process, collision risk monitoring is continuously performed. When the collision risk is eliminated, the motor brake stops working, the steel wire relaxes, and the brake pedal returns to its initial state.

9. A non-intrusive automobile braking system, characterized in that: A non-invasive vehicle braking method for implementing any one of claims 1 to 8, the system comprising: A radar detection information receiving module, used to receive radar detection information of a vehicle-mounted radar sensor on a preset area of ​​a target vehicle, wherein the radar detection information includes first obstacle information, and the first obstacle information includes first relative distance information and first relative speed information; A first comparison and analysis module, used for comparing and analyzing the first relative distance information with a preset safety distance to generate a first collision risk assessment result; A second comparison and analysis module, used for comparing and analyzing the first relative speed information with a preset safety relative speed to generate a second collision risk assessment result; a braking decision module, configured to make a braking decision according to the first obstacle information and generate a first braking strategy when any one or both of the first collision risk assessment result and the second collision risk assessment result indicate that there is a collision risk, wherein the first braking strategy includes a first vehicle braking intensity and a first vehicle braking duration; A rate matching module, configured to match the motor rotation rate of the non-intrusive braking device based on the first vehicle braking intensity and in combination with the motor performance curve, to obtain a first motor rotation rate; The vehicle braking module is used to add the first motor rotation rate and the first vehicle braking duration to the first motor control instruction. The motor brake controls the motor rotation according to the first motor control instruction to drag the steel wire. The other end of the steel wire is fixed at the vehicle brake pedal. The steel wire pulls down the brake pedal to brake the vehicle.

10. A storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of a non-invasive vehicle braking method according to any one of claims 1 to 8 are implemented.

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