A differentiated alert system based on vehicle obstacle azimuth recognition

Abstract

The application discloses a kind of based on the differentiating alarm system of vehicle obstacle azimuth identification, belong to the field of obstacle identification.The system includes: multi-region detection module, for detecting the obstacle of left side and right side of vehicle;Azimuth determination unit, for determining obstacle is located left side or right side of vehicle according to detection data;Acoustic output module, for left side obstacle output first alarm signal with first acoustic characteristic, for right side obstacle output second alarm signal with second acoustic characteristic, wherein first acoustic characteristic and second acoustic characteristic exist difference in at least one of basic frequency, rhythm mode or space sound image, so that driver distinguishes obstacle azimuth only by hearing.This application encodes obstacle azimuth information as differentiating acoustic characteristic and space sound image positioning, so that driver can intuitively identify obstacle direction without visual aid.

Description

Technical Field

[0001] This invention belongs to the field of obstacle recognition. Specifically, this invention relates to a differentiated alarm system based on vehicle obstacle location recognition. Background Technology

[0002] Currently, most mass-produced vehicles use ultrasonic or millimeter-wave radar to detect obstacles in their reversing radar and blind spot monitoring systems. The alarm methods are mainly a single-frequency beep or a flashing indicator light on the rearview mirror. The beep frequency changes with distance (the closer the distance, the faster the beep), but the sound itself does not carry directional information.

[0003] For example, in one existing technology, an infrared sensor is usually installed in the left-turn lane to detect motor vehicles, and an active buzzer is used to sound an alarm to remind pedestrians to pay attention to safety. The alarm module includes a through-beam infrared photoelectric switch module, an active buzzer module, and an STC89C52 microcontroller control module. The buzzer is a single electromagnetic active buzzer, and the sound is not distinguishable by left or right direction.

[0004] Another existing technology uses an ultrasonic sensor to transmit and receive ultrasonic waves. The controller calculates the distance based on the echo and converts it into an alarm level. The buzzer outputs alarm information based on the alarm level sent by the controller, and the display shows the prompt information.

[0005] In existing technologies, when vehicles reverse or avoid obstacles, a uniform alarm mode with a single tone and no directional differentiation is used, resulting in problems such as ambiguous alarm system information, high cognitive load, and information conflicts under complex operating conditions. To address these issues, this invention proposes a differentiated alarm system based on vehicle obstacle location recognition. Summary of the Invention

[0006] This invention aims to overcome the shortcomings of existing technologies and proposes a differentiated alarm system based on vehicle obstacle location recognition to achieve the following objectives: by encoding obstacle location information into differentiated acoustic features and spatial acoustic positioning, drivers can intuitively identify obstacle directions without visual assistance.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A differentiated alarm system based on vehicle obstacle location recognition includes: A multi-area detection module is used to detect obstacles on the left and right sides of the vehicle; The orientation determination unit is used to determine whether an obstacle is located on the left or right side of the vehicle based on the detection data; An acoustic output module is used to output a first alarm signal with a first acoustic feature for an obstacle on the left and a second alarm signal with a second acoustic feature for an obstacle on the right, wherein the first acoustic feature and the second acoustic feature differ in at least one of fundamental frequency, rhythm pattern or spatial sound image, so that the driver can distinguish the location of the obstacle by hearing alone.

[0008] Furthermore, the fundamental frequency of the first acoustic feature is lower than the fundamental frequency of the second acoustic feature, and the selection of the fundamental frequency is based on the auditory perception characteristics of the human ear that low-frequency sound sources are biased to the left side of space and high-frequency sound sources are biased to the right side of space.

[0009] Furthermore, the system also includes a distance mapping unit for mapping obstacle distance to the repetition frequency of an alarm signal, and the change in the repetition frequency does not change the directional identification attributes of the first acoustic feature and the second acoustic feature; wherein, when the obstacle distance is less than a first threshold, the repetition frequency increases non-linearly and rapidly.

[0010] Furthermore, the acoustic output module utilizes the vehicle's internal speaker array to achieve spatial acoustic image localization, causing the acoustic image of an obstacle on the left to be biased toward the driver's left and the acoustic image of an obstacle on the right to be biased toward the driver's right; the spatial acoustic image localization adopts a beamforming algorithm based on HRTF and calibrates the acoustic image azimuth angle in real time according to the driver's head position.

[0011] Furthermore, the system also includes a bone conduction assist module, comprising: A low-frequency bone conduction vibrator located on the left side of the driver's seat is used to output body vibration in the first frequency band when an obstacle warning is triggered on the left side; A high-frequency bone conduction vibrator, located on the right side of the driver's seat, is used to output body vibration in the second frequency band when a right-side obstacle warning is triggered; wherein the vibration frequencies of the low-frequency bone conduction vibrator and the high-frequency bone conduction vibrator are synchronized with the fundamental frequencies of the first acoustic feature and the second acoustic feature, respectively.

[0012] Furthermore, the system also includes a dual-side obstacle arbitration unit, used to determine the output strategy based on preset priority rules when obstacles exist simultaneously on the left and right sides of the vehicle. The priority rules employ one of the following: distance priority rule, hazard level rule, or alternating composite rule. Distance priority rule: Prioritize outputting alarm signals corresponding to obstacles that are closer in distance; Hazard level rule: Based on the obstacle type identification results, alarm signals corresponding to moving obstacles are output first; Alternating compound rule: The first alarm signal and the second alarm signal are output alternately at a preset time interval, and a compound alarm sound is inserted during the alternation interval.

[0013] Furthermore, the dual-sided obstacle arbitration unit distinguishes between stationary and moving obstacles by analyzing the Doppler frequency shift characteristics of the probe echo to obtain obstacle type identification results.

[0014] Furthermore, the system also includes a driving scenario adaptive unit, used to dynamically adjust the first acoustic feature and the second acoustic feature according to the current driving scenario: In low-speed parking scenarios, the first parameter group is used: the basic frequency range is 500-1000Hz, and the pulse duration is 200-400ms. In high-speed driving scenarios, the second parameter group is adopted: the basic frequency range is 1000-2000Hz, the pulse duration is 100-200ms, and environmental noise masking compensation is superimposed. The scene switching is automatically triggered based on vehicle speed and gear signals.

[0015] Furthermore, the system also includes a driver auditory feature learning module, used for: During the system initialization phase, a test sound sequence is played and the driver's orientation recognition accuracy is collected. The frequency difference, rhythm difference, or sound image angle difference between the first and second acoustic features are dynamically adjusted based on the recognition accuracy to match the individual auditory perception threshold of the driver. Create a driver-specific acoustic profile and store it in the vehicle's onboard memory.

[0016] Furthermore, the acoustic output module also includes: The direction gradient transition submodule outputs an alarm signal whose fundamental frequency changes continuously and gradually between the first acoustic feature and the second acoustic feature when the obstacle moves from the left side of the vehicle to the right side or in the opposite direction. The rate of change is proportional to the angular velocity of the obstacle. The blind spot compensation submodule outputs a superimposed alarm signal containing both the first and second acoustic features when an obstacle is located directly behind the vehicle's centerline, and eliminates sound image bias by outputting equal amplitude through the left and right channels.

[0017] The technical effects of this invention are as follows: This invention breaks away from the traditional single-tone, directionless warning mode used by vehicles when reversing or avoiding obstacles. It employs two independent sets of acoustic characteristics for left and right obstacles (differentiated in at least one of the following: fundamental frequency, rhythmic pattern, and spatial sound image). Drivers can accurately determine the left and right positions of obstacles solely by hearing, without relying on visual observation on a screen. This invention utilizes the physiological perception characteristics of human hearing: low-frequency sound sources are subjectively perceived as leaning to the left, and high-frequency sources as leaning to the right. It solidifies and matches the left and right warning tones according to high and low frequencies, constructing a natural direction recognition logic that conforms to human auditory habits. Simultaneously, this invention combines scene adaptation, individual auditory learning, and a bilateral arbitration mechanism to solve the problems of ambiguous information, high cognitive load, and information conflict under complex conditions in traditional alarm systems. Attached Figure Description

[0018] Figure 1 This is a schematic diagram illustrating the workflow of a differentiated alarm system based on vehicle obstacle location recognition, provided as an embodiment of the present invention. Detailed Implementation

[0019] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings. This is to help those skilled in the art to have a more complete, accurate, and in-depth understanding of the inventive concept and technical solutions of the present invention, and to facilitate its implementation. It should be noted that the terms "first," "second," etc., used in this application are only for the convenience of describing the technical solutions and to distinguish components; the corresponding component configurations may be the same or different, and are not intended to limit the scope of this application. To make the technical solutions of the present invention clearer, the present invention will be explained and illustrated through the following embodiments.

[0020] This invention aims to break away from the traditional single-tone, directionless warning mode for vehicle reversing or obstacle avoidance. Instead, it proposes a differentiated alarm system based on vehicle obstacle location recognition. This invention utilizes the physiological characteristics of human hearing, where low-frequency sound sources are subjectively perceived as leaning to the left and high-frequency sources to the right. By performing high-low frequency matching on the left and right alarm tones, it constructs a natural location recognition logic that conforms to human auditory habits.

[0021] like Figure 1 As shown, the system in this embodiment includes: A multi-area detection module is used to detect obstacles on the left and right sides of the vehicle; The orientation determination unit is used to determine whether an obstacle is located on the left or right side of the vehicle based on the detection data; An acoustic output module, configured to output a first alarm signal with a first acoustic characteristic for an obstacle on the left side, and output a second alarm signal with a second acoustic characteristic for an obstacle on the right side, wherein the first acoustic characteristic and the second acoustic characteristic differ in at least one of fundamental frequency, rhythm pattern or spatial sound image, enabling a driver to distinguish the orientation of the obstacle only through hearing. In this embodiment, the fundamental frequency of the first acoustic characteristic is lower than that of the second acoustic characteristic, and the selection of the fundamental frequency is based on the auditory perception characteristic of human ears that low-frequency sound sources tend to be perceived as being in the left space and high-frequency sound sources tend to be perceived as being in the right space, which conforms to the natural orientation identification logic of human auditory habits.

[0022] An area detection module configured to detect obstacles on the left side and the right side of a vehicle, which is a basic perception layer for realizing orientation identification in this embodiment. During specific implementation, an ultrasonic radar array, a millimeter-wave radar, or a detection scheme fusing an ultrasonic radar array and a millimeter-wave radar can be adopted to identify obstacle orientation.

[0023] An orientation determination unit receives detection data output by a multi-area detection module, and determines the orientation attribution of the obstacle relative to the vehicle through a spatial geometric algorithm.

[0024] The system of this embodiment further comprises a dual-side obstacle arbitration unit, wherein the dual-side obstacle arbitration unit is configured to address the output strategy conflict when obstacles exist on both the left side and the right side of the vehicle simultaneously. In this embodiment, the dual-side obstacle arbitration unit is pre-configured with priority rules to determine an output strategy. Optional priority rules are as follows.

[0025] Distance priority rule: preferentially output the alarm signal corresponding to the obstacle with a shorter distance. The dual-side obstacle arbitration unit compares in real time the distance DL of the nearest obstacle on the left side and the distance DR of the nearest obstacle on the right side. When DL < DR, the first alarm signal corresponding to the obstacle on the left side is preferentially output; when DR < DL, the second alarm signal corresponding to the obstacle on the right side is preferentially output. This rule ensures that a driver perceives obstacles with higher threat levels preferentially, conforms to the psychological expectation of human danger perception, and reduces the risk of information overload caused by simultaneous output of dual-side alarms.

[0026] Danger level rule: based on the obstacle type identification result, preferentially output the alarm signal corresponding to a moving obstacle. The dual-side obstacle arbitration unit distinguishes stationary obstacles and moving obstacles by analyzing Doppler shift characteristics of detection echoes to obtain an obstacle type identification result. Moving obstacles are automatically assigned a high danger level, and when obstacles exist on both sides simultaneously, the alarm signal on the side where the moving obstacle is located is preferentially output. This rule realizes automatic identification of the dynamic attribute of obstacles through Doppler shift analysis, so that the alarm priority matches the real danger level. It is particularly applicable to high-risk scenarios such as intersections and sudden intrusion of pedestrians, and significantly improves the safety early warning efficiency of the system.

[0027] Alternating compound rule: The first and second alarm signals are output alternately at preset time intervals, with a compound warning sound inserted between the intervals. This rule, through the combination of alternating timing and compound intervals, ensures complete transmission of information from both sides while avoiding the auditory masking effect that may occur when both ears receive different signals simultaneously, enabling the driver to clearly perceive the threat of obstacles present on both sides at the same time.

[0028] The system in this embodiment also includes a driving scenario adaptive unit, used to dynamically adjust the parameter configurations of the first acoustic feature and the second acoustic feature according to the current driving scenario, so as to achieve the best match between the alarm signal and the driving condition. Specifically: In low-speed parking scenarios, the first parameter group is used: the basic frequency range is 500-1000Hz, and the pulse duration is 200-400ms. In parking scenarios, the driver's attention is relatively scattered in multiple directions. The lower frequency sound has stronger penetration and spatial sense, and the longer pulse duration provides a more sufficient time window for auditory recognition, so that the driver can still accurately capture the alarm information during the parking process when frequently switching the direction of observation. In high-speed driving scenarios, the second parameter group is adopted: the basic frequency range is 1000-2000Hz, the pulse duration is 100-200ms, and environmental noise masking compensation is superimposed. When driving at high speed, wind noise and road noise inside the vehicle are significantly enhanced. Increasing the basic frequency can make the alarm signal occupy a more prominent perception frequency band in the noise spectrum. Shortening the pulse duration improves the time resolution of the alarm information. The noise masking compensation algorithm ensures that the alarm signal can still be clearly identified by the driver under high-speed conditions of 80-120km / h, avoiding the failure of safety warning due to environmental noise. The scene switching is automatically triggered based on vehicle speed and gear signals. For example, when the vehicle speed is <15km / h and the gear is reverse (R), it is determined to be a low-speed parking scene; when the vehicle speed is ≥15km / h and the gear is drive (D), it is determined to be a high-speed driving scene.

[0029] The system in this embodiment also includes a distance mapping unit, which maps the distance to an obstacle to the repetition frequency of an alarm signal to achieve an intuitive distance perception that becomes more urgent as the obstacle gets closer. The change in the repetition frequency does not alter the directional identification attributes of the first and second acoustic features. Specifically, when the obstacle distance is less than a first threshold, the repetition frequency increases non-linearly and rapidly. This non-linear acceleration design ensures that in the near-field region, the repetition frequency increases sharply as the distance decreases, enhancing the transmission of urgency.

[0030] The distance mapping unit integrates distance and orientation information. Drivers can perceive the distance of obstacles by repeating frequency and perceive the orientation of obstacles by timbre / sound image. The two information dimensions do not interfere with each other, which is in line with the parallel processing capability of the human auditory system for multi-dimensional acoustic information and significantly improves the efficiency of information transmission in complex traffic environments.

[0031] The acoustic output module is the core execution unit for implementing differentiated directional warnings in this invention. It outputs a first warning signal with a first acoustic feature for obstacles on the left and a second warning signal with a second acoustic feature for obstacles on the right. The first and second acoustic features differ in three dimensions: fundamental frequency, rhythm pattern, and spatial sound image, allowing the driver to distinguish the location of obstacles solely through hearing.

[0032] In this embodiment, the acoustic output module utilizes the vehicle's internal speaker array to achieve spatial acoustic image localization, causing the sound image of an obstacle on the left to be biased towards the driver's left, and the sound image of an obstacle on the right to be biased towards the driver's right. This spatial acoustic image localization employs a beamforming algorithm based on HRTF (Human Resonance Factor Forecasting), and can calibrate the acoustic image azimuth angle in real time based on the driver's head position. Specifically, using the obstacle's location and the driver's current head position as input, the acoustic image azimuth angle is calculated to determine the angle at which the sound should be emitted. Then, HRTF beamforming technology is used to process the audio signal to simulate the physical filtering effect of sound propagating through the head and ear, resulting in a specific spatial directivity. Finally, the processed audio signal is sent to the speaker output, playing an alarm sound with spatial localization effect to guide the driver's attention to obstacles in a specific direction. During the process, the driver's head position is monitored in real time; if the driver's head position changes, the above process is repeated.

[0033] In addition, the acoustic output module of this embodiment also includes a directional gradient transition submodule and a blind zone compensation submodule.

[0034] The directional gradual transition submodule continuously and gradually changes the fundamental frequency of the output alarm signal between the first and second acoustic features when an obstacle moves from the left to the right of the vehicle or in the opposite direction. The rate of change is proportional to the angular velocity of the obstacle. When an obstacle crosses in front of or behind the vehicle, the driver hears a smooth transition in the alarm tone, intuitively reflecting the obstacle's trajectory and providing dynamic awareness of changes in orientation. This is particularly suitable for lateral movement scenarios such as pedestrians crossing or oncoming vehicles changing lanes, significantly enhancing the system's situational awareness of dynamic threats.

[0035] The blind spot compensation submodule outputs a superimposed alarm signal containing both first and second acoustic features when an obstacle is located directly behind the vehicle's centerline. It also eliminates sound image bias by outputting equal amplitude signals from both left and right channels. Addressing the visual blind spot directly behind the vehicle, the symmetrical superposition of differentiated signals from both ears not only alerts the driver to the presence of an obstacle but also avoids misjudgment of location due to sound image bias in either direction. This provides a safe and reliable warning for scenarios such as reversing into parking spaces and rear-approaching vehicle warnings.

[0036] The system in this embodiment also includes a bone conduction auxiliary module, which serves as a tactile supplementary channel to the acoustic output module. This module provides body vibration feedback to transmit orientation information when the auditory channel is severely masked by ambient noise or when the driver's hearing is impaired. The bone conduction auxiliary module includes: A low-frequency bone conduction vibrator located on the left side of the driver's seat is used to output body vibration in the first frequency band when an obstacle warning is triggered on the left side; A high-frequency bone conduction vibrator, located on the right side of the driver's seat, is used to output body vibration in the second frequency band when a right-side obstacle warning is triggered; wherein the vibration frequencies of the low-frequency bone conduction vibrator and the high-frequency bone conduction vibrator are synchronized with the fundamental frequencies of the first acoustic feature and the second acoustic feature, respectively.

[0037] The bone conduction assist module transmits location information through the somatic tactile channel, forming a dual-modal alarm combining auditory and tactile sensations. In noisy environments (such as high-speed driving with windows open), when acoustic alarms may be masked by ambient noise, bodily vibrations can still effectively transmit alarm information. For drivers with hearing impairments, bone conduction vibrations bypass the outer and middle ear, directly stimulating the auditory nerve in the inner ear, providing an alternative sensory channel independent of air conduction. Furthermore, the difference in somatic perception between low-frequency and high-frequency vibrations is consistent with the location encoding logic of acoustic features, ensuring a high degree of coordination between auditory and tactile perception and avoiding multimodal information conflicts.

[0038] The system in this embodiment also includes a driver auditory feature learning module, which is used to achieve personalized adaptation of the system, matching differentiated acoustic parameters to the individual driver's auditory perception threshold. This module executes an adaptive test procedure during the system initialization phase (first use or driver switch), including: During the system initialization phase, a test tone sequence is played and the driver's orientation recognition accuracy is collected. For example, the system plays a test tone sequence in sequence. The test tone contains multiple sets of comparison samples of the first acoustic feature and the second acoustic feature. Each set of samples shows a gradient change in frequency difference, rhythm difference or sound image angle difference. The driver provides feedback on the orientation recognition result through the confirmation button on the steering wheel or voice command. The system records the recognition accuracy of each set of samples. The frequency difference, rhythm difference, or sound image angle difference between the first and second acoustic features are dynamically adjusted based on the recognition accuracy to match the individual auditory perception threshold of the driver. Create a driver-specific acoustic profile and store it in the vehicle's onboard memory.

[0039] The driver auditory feature learning module enables a personalized experience that can be learned once and used for a long time. When different drivers switch, the system automatically calls the corresponding configuration file, eliminating the need for repeated testing and balancing personalization accuracy with ease of use.

[0040] Based on the above system composition, the workflow of the system in this embodiment is as follows: When the system is first started, the driver's auditory feature learning module automatically monitors the driver's orientation recognition response and automatically fine-tunes the acoustic parameters according to the response results to adapt to changes in the driver's auditory state.

[0041] Subsequently, the multi-area detection module continuously scans for obstacles on both sides of the vehicle. When a valid target is detected, the orientation determination unit determines the orientation based on the target's coordinates in the vehicle's coordinate system, outputting an orientation label of "left," "right," or "both sides." If the output is "both sides," the two-sided obstacle arbitration unit determines the final output strategy based on the configured priority rules (distance priority, hazard level, alternating combination).

[0042] Then, the driving scenario adaptive unit monitors vehicle speed and gear signals in real time, dynamically adjusting the parameter sets of the first and second acoustic features. The distance mapping unit calculates the alarm repetition frequency based on obstacle distance. The acoustic output module integrates orientation tags, scene parameters, and distance frequency to generate a final differentiated alarm signal, which is output through a speaker array and simultaneously outputs body vibration feedback through a bone conduction auxiliary module. When the obstacle's orientation changes, the direction gradient transition submodule ensures a smooth evolution of the alarm signal; when the obstacle is located directly behind the centerline, the blind spot compensation submodule triggers a dual-sided superimposed output mode.

[0043] In summary, this invention, through the collaborative design of multiple functional modules including multi-area detection, orientation determination, bilateral arbitration, scene adaptation, distance mapping, acoustic output, bone conduction assistance, and personalized learning, constructs a complete differentiated alarm system based on vehicle obstacle orientation recognition. This system utilizes the inherent orientation perception characteristics of the human ear, employing multi-dimensional differentiated encoding of fundamental frequencies, rhythmic patterns, and spatial sound images, combined with body vibration feedback and personalized parameter adaptation, to achieve efficient, accurate, and reliable obstacle orientation perception for the driver without relying on vision, significantly improving driving safety and user experience.

[0044] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A differentiated alarm system based on vehicle obstacle location recognition, characterized in that, include: A multi-area detection module is used to detect obstacles on the left and right sides of the vehicle; The orientation determination unit is used to determine whether an obstacle is located on the left or right side of the vehicle based on the detection data; An acoustic output module is used to output a first alarm signal with a first acoustic feature for an obstacle on the left and a second alarm signal with a second acoustic feature for an obstacle on the right, wherein the first acoustic feature and the second acoustic feature differ in at least one of fundamental frequency, rhythm pattern or spatial sound image, so that the driver can distinguish the location of the obstacle by hearing alone.

2. The differentiated alarm system based on vehicle obstacle location recognition according to claim 1, characterized in that, The fundamental frequency of the first acoustic feature is lower than the fundamental frequency of the second acoustic feature, and the selection of the fundamental frequency is based on the auditory perception characteristics of the human ear that low-frequency sound sources are biased to the left side of space and high-frequency sound sources are biased to the right side of space.

3. A differentiated alarm system based on vehicle obstacle location recognition according to claim 1, characterized in that, It also includes a distance mapping unit for mapping obstacle distance to the repetition frequency of an alarm signal, and the change in the repetition frequency does not change the directional identification attributes of the first acoustic feature and the second acoustic feature; wherein, when the obstacle distance is less than a first threshold, the repetition frequency increases non-linearly and rapidly.

4. A differentiated alarm system based on vehicle obstacle location recognition according to claim 1, characterized in that, The acoustic output module utilizes the vehicle's internal speaker array to achieve spatial acoustic image localization, causing the acoustic image of an obstacle on the left to be biased toward the driver's left and the acoustic image of an obstacle on the right to be biased toward the driver's right. The spatial acoustic image localization adopts a beamforming algorithm based on HRTF and calibrates the acoustic image azimuth angle in real time according to the driver's head position.

5. A differentiated alarm system based on vehicle obstacle location recognition according to claim 1, characterized in that, It also includes a bone conduction assist module, which contains: A low-frequency bone conduction vibrator located on the left side of the driver's seat is used to output body vibration in the first frequency band when an obstacle warning is triggered on the left side; A high-frequency bone conduction vibrator, located on the right side of the driver's seat, is used to output body vibration in the second frequency band when a right-side obstacle warning is triggered; wherein the vibration frequencies of the low-frequency bone conduction vibrator and the high-frequency bone conduction vibrator are synchronized with the fundamental frequencies of the first acoustic feature and the second acoustic feature, respectively.

6. A differentiated alarm system based on vehicle obstacle location recognition according to claim 1, characterized in that, It also includes a dual-side obstacle arbitration unit, used to determine the output strategy based on preset priority rules when obstacles exist simultaneously on the left and right sides of the vehicle. The priority rules employ one of the following: distance priority rule, hazard level rule, or alternating composite rule. Distance priority rule: Prioritize outputting alarm signals corresponding to obstacles that are closer in distance; Hazard level rule: Based on the obstacle type identification results, alarm signals corresponding to moving obstacles are output first; Alternating compound rule: The first alarm signal and the second alarm signal are output alternately at a preset time interval, and a compound alarm sound is inserted during the alternation interval.

7. A differentiated alarm system based on vehicle obstacle location recognition according to claim 6, characterized in that, The dual-sided obstacle arbitration unit distinguishes between stationary and moving obstacles by analyzing the Doppler frequency shift characteristics of the probe echo to obtain obstacle type identification results.

8. A differentiated alarm system based on vehicle obstacle location recognition according to claim 1, characterized in that, It also includes a driving scenario adaptive unit, used to dynamically adjust the first acoustic feature and the second acoustic feature according to the current driving scenario: exist In low-speed parking scenarios, the first parameter group is used: the basic frequency range is 500-1000Hz, and the pulse duration is 200-400ms; In high-speed driving scenarios, the second parameter group is adopted: the basic frequency range is 1000-2000Hz, the pulse duration is 100-200ms, and environmental noise masking compensation is superimposed. The scene switching is automatically triggered based on vehicle speed and gear signals.

9. A differentiated alarm system based on vehicle obstacle location recognition according to claim 1, characterized in that, It also includes a driver auditory feature learning module, used for: During the system initialization phase, a test sound sequence is played and the driver's orientation recognition accuracy is collected. The frequency difference, rhythm difference, or sound image angle difference between the first and second acoustic features are dynamically adjusted based on the recognition accuracy to match the individual auditory perception threshold of the driver. Create a driver-specific acoustic profile and store it in the vehicle's onboard memory.

10. A differentiated alarm system based on vehicle obstacle location recognition according to any one of claims 1-9, characterized in that, The acoustic output module also includes: The direction gradient transition submodule outputs an alarm signal whose fundamental frequency changes continuously and gradually between the first acoustic feature and the second acoustic feature when the obstacle moves from the left side of the vehicle to the right side or in the opposite direction. The rate of change is proportional to the angular velocity of the obstacle. The blind spot compensation submodule outputs a superimposed alarm signal containing both the first and second acoustic features when an obstacle is located directly behind the vehicle's centerline, and eliminates sound image bias by outputting equal amplitude through the left and right channels.

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