A non-invasive automotive braking method, system, and storage medium

Abstract

This invention provides a non-intrusive automotive braking method, system, and storage medium, relating to the field of automotive braking technology. The method includes: receiving radar detection information, including first relative distance information and first relative speed information; comparing and analyzing the first relative distance information with a preset safe 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; making a braking decision when a collision risk exists, generating a first braking strategy, including a first vehicle braking intensity and a first vehicle braking duration; obtaining a first motor rotation rate by combining a motor performance curve; and having the motor brake apply the first motor control command to brake the vehicle. This invention solves the technical problems of traditional driver assistance systems, which typically employ intrusive braking technology, requiring changes to the original vehicle braking system structure, resulting in high costs, complex installation, and susceptibility to errors.

Description

Technical Field

[0001] This invention relates to the field of automotive braking technology, specifically to a non-invasive automotive braking method, system, and storage medium. Background Technology

[0002] Traditional solutions for driver assistance systems include "active decompression braking system solutions based on motor-plunger pumps and automotive electronic stability control systems" and "active decompression braking system solutions based on master cylinder booster motors and new automotive electronic power-assisted braking systems." These are all intrusive braking systems that require modifications to existing automotive braking systems, involving complex hardware integration and system reconfiguration. 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-intrusive automotive braking method, system, and storage medium, aiming to solve the technical problems of traditional driver assistance systems, which typically employ intrusive braking technology, requiring changes to the structure of the original automotive braking system, resulting in high costs, complex installation, and susceptibility to errors.

[0004] The first aspect disclosed in this application provides a non-intrusive vehicle braking method, the method comprising: receiving radar detection information from an onboard radar sensor within a preset area of ​​a target vehicle, 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 safe distance to generate a first collision risk assessment result; comparing and analyzing the first relative speed information with a preset safe 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 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; based on the first vehicle braking intensity and combined with a motor performance curve, matching the motor rotation rate of a non-intrusive braking device to obtain a first motor rotation rate; adding the first motor rotation rate and the first vehicle braking duration to a first motor control command, wherein the motor brake controls the motor to rotate according to the first motor control command to drag a steel wire, the other end of the steel wire being fixed to the vehicle brake pedal, the steel wire pulling down the brake pedal to brake the vehicle.

[0005] The second aspect of this application discloses a non-intrusive automotive braking system. The system is used in the aforementioned non-intrusive automotive braking method. The system includes: a radar detection information receiving module for receiving radar detection information from an onboard radar sensor within a preset area of ​​a target vehicle, wherein the radar detection information includes first obstacle information, which includes first relative distance information and first relative speed information; a first comparison analysis module for comparing the first relative distance information with a preset safe distance to generate a first collision risk assessment result; a second comparison analysis module for comparing the first relative speed information with a preset safe relative speed to generate a second collision risk assessment result; and a braking decision module for, when the first collision risk... When either or both of the first and second collision risk assessment results indicate a collision risk, a braking decision is made based on the first obstacle information to generate a first braking strategy. 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 a non-intrusive 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 a first motor control command. The motor brake controls the motor to rotate according to the first motor control command to drag a steel wire. The other end of the steel wire is fixed to the vehicle brake pedal, and the steel wire pulls down the brake pedal to brake the vehicle.

[0006] A third aspect of this application discloses a storage medium having a computer program stored thereon, which, when executed by a processor, implements any step of the first aspect of this application.

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

[0008] By receiving first relative distance and first relative speed information from vehicle-mounted radar sensors, and combining this with 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 determines whether there is a collision risk caused by distance. Second, based on the comparison of the first relative speed with the safe relative speed, it further assesses the collision risk caused by speed mismatch. This dual assessment ensures a comprehensive judgment of collision risk. When a collision risk is detected, regardless of whether the judgment is based on distance, speed, or a combination of both, a personalized braking strategy is generated based on the first obstacle information, including braking intensity and braking duration. Precise braking decisions prevent accidental collisions caused by insufficient braking, ensuring that the vehicle can decelerate or stop smoothly and in a timely manner before danger occurs, thus enhancing driving safety. The brake pedal is controlled by a non-intrusive, motor-driven braking device, without relying on traditional hydraulic or mechanical braking systems. The motor brake precisely controls the motor speed and braking force according to control commands, and brakes by pulling the brake pedal with a steel cable. This non-intrusive design ensures that the braking method does not directly interfere with or alter the structure of the traditional braking system, thereby reducing interference with existing vehicle design and driving operation. Furthermore, it can work in conjunction with traditional braking systems to improve overall vehicle safety performance.

[0009] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of a non-intrusive automotive braking method provided in an embodiment of this application.

[0011] Figure 2 This is a schematic diagram of a non-intrusive automotive braking system provided in an embodiment of this application.

[0012] Explanation of reference numerals in the attached drawings: Radar detection information receiving module 10, first comparison analysis module 20, second comparison analysis module 30, braking decision module 40, speed matching module 50, vehicle braking module 60. Detailed Implementation

[0013] This application provides a non-intrusive automotive braking method, system, and storage medium, which solves the technical problems of traditional driver assistance systems that typically employ invasive braking technology, requiring changes to the structure of the vehicle's original braking system, resulting in high costs, complex installation, and susceptibility to errors.

[0014] After introducing the basic principles of this application, various non-limiting embodiments of this application will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0015] Example 1, as Figure 1 As shown in the figure, this application provides a non-intrusive automotive braking method, the method comprising:

[0016] The system receives radar detection information from an onboard radar sensor within a preset area of ​​a target vehicle. The radar detection information includes first obstacle information, which includes first relative distance information and first relative speed information.

[0017] Before the car is driven, the on-board radar sensor is activated to perform self-checks and parameter calibrations to ensure the accuracy and stability of detection. During the car's operation, the radar's detection area is dynamically defined based on the vehicle's driving status, such as going straight or turning, as well as the safety configuration of the on-board control system. The range includes a safe distance in front of the vehicle and appropriate areas on both sides.

[0018] The radar continuously transmits high-frequency radio waves toward the target area and uses a fast Fourier transform algorithm to analyze the received echo signals and extract relevant information about the obstacles. 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; the relative velocity of the obstacle is calculated from the frequency shift using the Doppler effect to obtain the first relative velocity information.

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

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

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

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

[0023] A basic safe relative speed is set based on vehicle type and driving conditions, such as 20 km / h in urban areas and 50 km / h on highways. The basic safe relative speed is dynamically adjusted according to the vehicle's braking ability, road surface adhesion, etc., to obtain the preset safe relative speed.

[0024] The first relative velocity information is compared and analyzed with the preset safe relative velocity. If the first relative velocity information is greater than the preset safe relative velocity, there is no collision risk; if the first relative velocity information is less than or equal to the preset safe relative velocity, there is a collision risk. When a collision risk exists, it is marked as a speed-related collision risk, and this identifier is stored in the second collision risk assessment result.

[0025] When either or both of the first collision risk assessment results and the second collision risk assessment results indicate 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 results of the first collision risk assessment (distance risk) and the second collision risk assessment (speed risk), it is determined whether there is a potential collision risk. When any one or both risk assessment results show that there is a risk, the braking decision stage is initiated.

[0027] When there is a risk of distance collision, the difference between the current relative distance between the target vehicle and the obstacle and the preset safe distance is assessed. If the target vehicle is too close to the obstacle, the required braking intensity needs to be calculated based on the degree of proximity, and the duration of braking needs to be assessed to ensure that the safe distance can be restored. When there is a risk of speed collision, the relative speed between the target vehicle and the obstacle is assessed 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. When both distance and speed collision risks exist, a comprehensive assessment of the two risks is combined to generate the final braking intensity and duration.

[0028] Based on the braking intensity of the first vehicle and combined with the motor performance curve, the motor rotation rate of the non-intrusive braking device is matched to obtain the first motor rotation rate.

[0029] In conjunction with the non-intrusive braking device used in the braking system, the motor performance curve data is first obtained. This curve data shows the matching relationship between the motor's rotational speed and output torque under different loads and operating conditions. Based on the braking intensity, the torque required by the non-intrusive braking device is calculated. The torque requirement is input into the motor performance curve for matching to obtain the first motor rotational speed. This ensures that the motor's output speed can smoothly pull the braking device and achieve the expected braking effect.

[0030] The rotation speed of the first motor and the braking duration of the first vehicle are added to the first motor control command. The motor brake controls the motor to rotate according to the first motor control command 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 rotational speed of the first motor and the duration of the first vehicle braking are added to the first motor control command, which specifies the motor's rotational speed and operating time. The motor control command is sent to the motor brake in the non-intrusive braking device. The command activates the motor to perform the braking operation. The motor operates according to the speed requirements of the control command, generating sufficient torque to pull the brake cable. The motor's rotation drives the cable through a traction mechanism, allowing for precise force transmission. One end of the cable is fixed to the motor brake, and the other end is connected to the vehicle's brake pedal. Pulling the cable indirectly controls the brake pedal. When the motor operates, the cable is taut, generating a downward force on the brake pedal, simulating the driver's action of pressing the brake. The degree of brake pedal depressing is determined by the motor's rotational speed, corresponding to the required braking intensity. The duration the motor brake maintains operation is determined by the first vehicle braking duration in the control command, ensuring the vehicle decelerates to a safe state or comes to a complete stop.

[0032] This method avoids directly altering the vehicle's original braking system; instead, braking is achieved by pulling the brake pedal. This non-intrusive automotive braking system enables efficient and safe braking control.

[0033] Furthermore, the method for 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, it is determined that there is a collision risk and a distance collision risk identifier is generated; if the first relative distance information is greater than the preset safety distance, it is determined that there is no collision risk and a distance collision risk-free identifier is generated; add the distance collision risk identifier and the distance collision risk-free identifier to the first collision risk assessment result.

[0035] A basic safety distance is set based on traffic regulations or driving standards. For example, the basic safety distance is increased by a certain amount for every 10 km / h increase in vehicle speed. The basic safety distance is adjusted in combination with environmental factors, 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 the danger zone and there is a potential collision risk. A distance collision risk sign 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 sign is generated, indicating that no braking operation is required at present.

[0037] The generated distance collision risk markers or no-distance collision risk markers are included in the first collision risk assessment results. These assessment results will be passed to subsequent steps for further analysis of comprehensive collision risks.

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

[0039] Obtain driving environment information, perform environmental impact analysis on vehicle driving based on the driving environment information, and generate an environmental impact coefficient; obtain 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 acquired through onboard sensors, including weather information, road condition information, traffic information, and lighting conditions. The collected information is used to conduct environmental impact assessments to determine the potential impact on vehicle driving safety. For example, slippery roads can reduce vehicle braking performance, and poor visibility can increase the uncertainty of the vehicle's perception distance. Based on the analysis results, the environmental impact is quantified into 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, then the preset safety distance is 36 meters, ensuring that the vehicle can maintain optimal safety in complex driving environments.

[0042] Furthermore, prior to 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 indicates a collision risk, but the second collision risk assessment result indicates no collision risk, a distance risk braking decision command is generated; when the first collision risk assessment result indicates no collision risk, but the second collision risk assessment result indicates a collision risk, a speed risk braking decision command is generated; when both the first and second collision risk assessment results indicate a collision risk, a mixed risk braking decision command 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 vehicle's safety. 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 of 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 threat of collision. 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 lead to a rapid decrease in the future distance. At this time, the main risk comes from the speed difference between the vehicle and the target obstacle. Therefore, a speed risk braking command is generated to dynamically adjust the vehicle's 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 means that the vehicle needs to address the dual risks of insufficient distance and speed difference simultaneously. This generates a hybrid risk braking command to combine the characteristics of both risks and create a comprehensive braking strategy to ensure that the speed difference is minimized within a safe distance.

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

[0048] Based on the distance risk braking decision command, 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 proportional function; the braking duration is automatically adjusted according to the distance change through a dynamic model optimization algorithm to obtain the distance risk braking duration; the distance risk braking intensity and the distance risk braking duration are added to the first braking strategy as distance risk braking strategies.

[0049] The distance deviation coefficient is calculated based on the difference between the actual distance and the safe distance. 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 larger. An inverse proportional function is used to calculate the distance risk braking intensity. Specifically, the inverse proportional function has the following form: Where E represents braking intensity, D represents 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 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 decelerate. 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 a dynamic model. Through optimization algorithms, such as PID controllers or machine learning-based predictive models, the appropriate braking duration for the current situation is automatically calculated, thus obtaining the distance risk braking duration. The purpose of dynamically adjusting the braking duration is to enable the vehicle to more precisely control the deceleration process while ensuring safety, avoiding over-braking or under-braking, and maintaining driving stability.

[0052] By combining the distance risk braking intensity with the distance risk braking duration, a complete distance risk braking strategy is formed. This strategy not only affects the deceleration force of the vehicle, 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 for making braking decisions and generating a first braking strategy based on the first obstacle information includes:

[0054] Based on the speed risk braking decision command, 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 proportional function; the braking duration is automatically adjusted according to speed changes through a dynamic model optimization algorithm to obtain the speed risk braking duration; the speed risk braking intensity and the speed risk braking duration are added to the first braking strategy as speed risk braking strategies.

[0055] Based on the difference between the actual relative speed and the safe relative speed, a speed deviation coefficient is calculated. This coefficient reflects the gap between the current relative speed and the safe relative speed; a larger deviation coefficient indicates a higher speed risk. Based on the speed deviation coefficient, an inverse proportional function is used to calculate the speed risk braking intensity. Specifically, the inverse proportional function has the following form: Where E is the braking intensity, V is the distance deviation coefficient, and j is a constant representing 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 change between the vehicle and the target in real time. To ensure safety, it is necessary to calculate the appropriate braking duration based on the rate of change of relative speed (acceleration) and the distance to the target. The dynamic model considers factors such as the vehicle's initial speed, the rate of change of relative speed, and road conditions. This information is used to predict the time required for the vehicle to come to a complete stop and dynamically optimize the braking duration accordingly to obtain the speed risk braking duration, enabling the vehicle to decelerate in time within a safe distance.

[0057] By combining the speed risk braking intensity with the speed risk braking duration, a complete speed risk braking strategy is formed. This strategy provides the vehicle with a decision-making basis for reacting according to the current speed risk, ensuring that the vehicle can decelerate quickly and safely.

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

[0059] Based on the hybrid risk braking decision command, a weighted risk calculation is performed on the first relative distance information and the first relative speed information. The comprehensive risk braking intensity and the comprehensive risk braking duration are obtained based on 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 hybrid risk braking decision instruction system performs a comprehensive analysis based on the 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 comprehensively calculate based on the relative importance of distance risk and speed risk, and to assess whether there is a higher overall risk. The weighting coefficients of distance and speed are adjusted according to the system design and actual application to reflect the priority of different risk factors. Generally, if the distance is shorter or the speed is faster, the danger will be higher, and therefore 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 under the current circumstances. Based on the comprehensive risk result, the corresponding comprehensive risk braking intensity and braking duration are calculated through a preset model, such as based on an inverse proportional function, empirical formula or control algorithm. The greater the risk, the greater the braking intensity; the more urgent the risk, the longer the braking duration.

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

[0063] Furthermore, the method also includes:

[0064] During vehicle braking, collision risk monitoring is continuously performed. When the collision risk is eliminated, the electric brake stops operating, the steel cable loosens, and the brake pedal returns to its initial state.

[0065] During vehicle braking, the system continuously monitors the environment around the target vehicle and the relative distance and speed to the target obstacle. This monitoring updates the collision risk assessment results in real time, continuously judging the vehicle's collision risk. When the collision risk is detected to be eliminated, it means that the relative distance between the target vehicle and the object in front has increased or the relative speed has decreased to a safe level. At this time, a command is sent to stop the action of the electric motor brake. The electric motor brake will stop driving the steel cable, thereby terminating the drag on the brake pedal. After the electric motor brake stops, the braking system no longer applies additional braking force, avoiding the impact of excessive braking on the vehicle. Furthermore, after the electric motor brake stops, the steel cable connecting the electric 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 it normally when needed.

[0066] In summary, the non-intrusive automotive braking method provided in this application has the following technical effects:

[0067] By receiving first relative distance and first relative speed information from vehicle-mounted radar sensors, and combining this with 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 determines whether there is a collision risk caused by distance. Second, based on the comparison of the first relative speed with the safe relative speed, it further assesses the collision risk caused by speed mismatch. This dual assessment ensures a comprehensive judgment of collision risk. When a collision risk is detected, regardless of whether the judgment is based on distance, speed, or a combination of both, a personalized braking strategy is generated based on the first obstacle information, including braking intensity and braking duration. Precise braking decisions prevent accidental collisions caused by insufficient braking, ensuring that the vehicle can decelerate or stop smoothly and in a timely manner before danger occurs, thus enhancing driving safety. The brake pedal is controlled by a non-intrusive, motor-driven braking device, without relying on traditional hydraulic or mechanical braking systems. The motor brake precisely controls the motor speed and braking force according to control commands, and brakes by pulling the brake pedal with a steel cable. This non-intrusive design ensures that the braking method does not directly interfere with or alter the structure of the traditional braking system, thereby reducing interference with existing vehicle design and driving operation. Furthermore, it can work in conjunction with traditional braking systems to improve overall vehicle safety performance.

[0068] Example 2, based on the same inventive concept as the non-intrusive automotive braking method in the foregoing examples, such as... Figure 2 As shown, this application provides a non-intrusive automotive braking system, the system comprising:

[0069] The radar detection information receiving module 10 is used to receive radar detection information from the vehicle-mounted radar sensor within a preset area of ​​the target vehicle. The radar detection information includes first obstacle information, which includes first relative distance information and first relative speed information. The first comparison analysis module 20 is used to compare and analyze the first relative distance information with a preset safe distance to generate a first collision risk assessment result. The second comparison analysis module 30 is used to compare and analyze the first relative speed information with a preset safe relative speed to generate a second collision risk assessment result. The braking decision module 40 is used to determine whether the first collision risk assessment result or the second collision risk assessment result is triggered. When a collision risk is detected, a braking decision is made based on the first obstacle information, generating a first braking strategy. 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 a non-intrusive 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 60 is used to add the first motor rotation rate and the first vehicle braking duration to a first motor control command. The motor brake controls the motor to rotate according to the first motor control command to drag a steel wire. The other end of the steel wire is fixed to the vehicle brake pedal. 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, it is determined that there is a collision risk and a distance collision risk identifier is generated; if the first relative distance information is greater than the preset safety distance, it is determined that there is no collision risk and a distance collision risk-free identifier is generated; add the distance collision risk identifier and the distance collision risk-free identifier to the first collision risk assessment result.

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

[0073] Obtain driving environment information, perform environmental impact analysis on vehicle driving based on the driving environment information, and generate an environmental impact coefficient; obtain 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 also includes the following operation steps:

[0075] When the first collision risk assessment result indicates a collision risk, but the second collision risk assessment result indicates no collision risk, a distance risk braking decision command is generated; when the first collision risk assessment result indicates no collision risk, but the second collision risk assessment result indicates a collision risk, a speed risk braking decision command is generated; when both the first and second collision risk assessment results indicate a collision risk, a mixed risk braking decision command is generated.

[0076] Furthermore, the braking decision module 40 also includes the following operation steps:

[0077] Based on the distance risk braking decision command, 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 proportional function; the braking duration is automatically adjusted according to the distance change through a dynamic model optimization algorithm to obtain the distance risk braking duration; the distance risk braking intensity and the distance risk braking duration are added to the first braking strategy as distance risk braking strategies.

[0078] Furthermore, the braking decision module 40 also includes the following operation steps:

[0079] Based on the speed risk braking decision command, 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 proportional function; the braking duration is automatically adjusted according to speed changes through a dynamic model optimization algorithm to obtain the speed risk braking duration; the speed risk braking intensity and the speed risk braking duration are added to the first braking strategy as speed risk braking strategies.

[0080] Furthermore, the braking decision module 40 also includes the following operation steps:

[0081] Based on the hybrid risk braking decision command, a weighted risk calculation is performed on the first relative distance information and the first relative speed information. The comprehensive risk braking intensity and the comprehensive risk braking duration are obtained based on 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 also includes a collision risk monitoring module to perform the following steps:

[0083] During vehicle braking, collision risk monitoring is continuously performed. When the collision risk is eliminated, the electric brake stops operating, the steel cable loosens, and the brake pedal returns to its initial state.

[0084] Through the foregoing detailed description of a non-intrusive vehicle braking method, those skilled in the art can clearly understand the non-intrusive vehicle braking system in this embodiment. Since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and relevant parts can be referred to the method section.

[0085] Example 3 provides a storage medium storing a computer program, which, when executed by a processor, implements the steps of a non-intrusive vehicle braking method described in the foregoing examples.

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

Claims

1. A non-intrusive automotive braking method, characterized in that, The method includes: Receive radar detection information from vehicle-mounted radar sensors within 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; The first relative distance information is compared and analyzed with the preset safety distance to generate the first collision risk assessment result; The first relative velocity information is compared and analyzed with the preset safe relative velocity to generate a second collision risk assessment result; When any one or both of the first collision risk assessment results and the second collision risk assessment results show that there is 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. Based on the braking intensity of the first vehicle and combined with the motor performance curve, the motor rotation rate of the non-intrusive braking device is matched to obtain the first motor rotation rate. The rotation speed of the first motor and the braking duration of the first vehicle are added to the first motor control command. The motor brake controls the motor to rotate according to the first motor control command 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. 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 indicates that there is a collision risk, but the second collision risk assessment result indicates that there is no collision risk, a distance risk braking decision command is generated; When the first collision risk assessment result shows no collision risk, but the second collision risk assessment result shows a collision risk, a speed risk braking decision command is generated. When both the first collision risk assessment result and the second collision risk assessment result indicate a collision risk, a hybrid risk braking decision command is generated. The method for making braking decisions based on the first obstacle information and generating a first braking strategy includes: Based on the distance risk braking decision command, 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 proportional function. By using a dynamic model optimization algorithm, the braking duration is automatically adjusted according to distance changes to obtain the braking duration for distance risk. The distance risk braking intensity and the distance risk braking duration are used as distance risk braking strategies and added to the first braking strategy.

2. The non-intrusive automotive braking method as described in claim 1, characterized in that, The method for comparing and analyzing the first relative distance information with a preset safety distance to generate a first collision risk assessment result includes: Obtain the preset safe distance; 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 is determined that there is a collision risk, and a distance collision risk indicator is generated. 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 sign is generated. Add the distance collision risk marker and the no-distance collision risk marker to the first collision risk assessment result.

3. The non-intrusive automotive braking method as described in claim 2, characterized in that, The process of obtaining the preset safe distance includes: Obtain driving environment information, perform environmental impact analysis on vehicle driving based on the driving environment information, and generate environmental impact coefficients; Obtain a basic safety distance, compensate for the basic safety distance according to the environmental impact coefficient, and generate the preset safety distance.

4. The non-intrusive automotive braking method as described in claim 3, characterized in that, The method for making braking decisions based on the first obstacle information and generating a first braking strategy includes: Based on the speed risk braking decision command, 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 proportional function. By using a dynamic model optimization algorithm, the braking duration is automatically adjusted according to speed changes to obtain the braking duration for speed risk. The speed risk braking intensity and the speed risk braking duration are used as speed risk braking strategies and added to the first braking strategy.

5. A non-intrusive automotive braking method as described in claim 4, characterized in that, The method for making braking decisions based on the first obstacle information and generating a first braking strategy includes: Based on the hybrid risk braking decision command, a weighted risk calculation is performed on the first relative distance information and the first relative speed information, and the 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.

6. The non-intrusive automotive braking method as described in claim 1, characterized in that, The method further includes: During vehicle braking, collision risk monitoring is continuously performed. When the collision risk is eliminated, the electric brake stops operating, the steel cable loosens, and the brake pedal returns to its initial state.

7. A non-intrusive automotive braking system, characterized in that, For implementing a non-intrusive vehicle braking method according to any one of claims 1-6, the system comprises: A radar detection information receiving module is used to receive radar detection information from an onboard radar sensor within a preset area of ​​a target vehicle. The radar detection information includes first obstacle information, which includes first relative distance information and first relative speed information. The first comparison and analysis module 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 is used to compare and analyze the first relative speed information with the preset safe relative speed to generate a second collision risk assessment result. The braking decision module is used to make a braking decision based on the first obstacle information and generate a first braking strategy when any one or both of the first collision risk assessment results and the second collision risk assessment results show that there is a collision risk. The first braking strategy includes a first vehicle braking intensity and a first vehicle braking duration. The speed matching module is used to match the motor rotation speed of the non-intrusive braking device based on the braking intensity of the first vehicle and the motor performance curve, so as to obtain the first motor rotation speed. The vehicle braking module is used to add the rotation speed of the first motor and the braking duration of the first vehicle to the first motor control command. The motor brake controls the motor to rotate according to the first motor control command to drag the steel wire. The other end of the steel wire is fixed to the vehicle brake pedal. The steel wire pulls down the brake pedal to brake the vehicle.

8. A storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of a non-intrusive vehicle braking method according to any one of claims 1 to 6.

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