CN115440087A - Vehicle detection method, device, equipment, medium and vehicle - Google Patents
Vehicle detection method, device, equipment, medium and vehicle Download PDFInfo
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- CN115440087A CN115440087A CN202210632608.0A CN202210632608A CN115440087A CN 115440087 A CN115440087 A CN 115440087A CN 202210632608 A CN202210632608 A CN 202210632608A CN 115440087 A CN115440087 A CN 115440087A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/04—Detecting movement of traffic to be counted or controlled using optical or ultrasonic detectors
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
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Abstract
The disclosure relates to a vehicle detection method, a device, equipment, a medium and a vehicle. The vehicle detection method comprises the following steps: acquiring travel data of a second vehicle traveling around a first vehicle; determining a travel intention of the second vehicle based on the travel data of the second vehicle; and if the driving intention of the second vehicle is a congestion intention, determining that the second vehicle is a congestion vehicle, wherein the congestion intention represents that the second vehicle already enters the driving road range of the first vehicle or is about to enter the driving road range of the first vehicle. According to the embodiment of the disclosure, whether the second vehicle is a jammed vehicle can be quickly and accurately determined, so that a driver can timely make corresponding adjustment, and driving safety is improved.
Description
Technical Field
The present disclosure relates to the field of vehicle control technologies, and in particular, to a vehicle detection method, apparatus, device, medium, and vehicle.
Background
During the driving process of the vehicle on the lane, the vehicle is often subjected to jamming.
In the correlation technique, whether the driver is a pre-jammed vehicle is judged manually based on the driving behavior of the vehicle mainly by the driver, and the manual judgment mode is time-consuming, labor-consuming and low in efficiency, so that the driver cannot make corresponding adjustment in time, and the driving safety is influenced.
Disclosure of Invention
In order to solve the technical problem, the present disclosure provides a vehicle detection method, device, apparatus, medium, and vehicle.
In a first aspect, the present disclosure provides a vehicle detection method, including:
acquiring travel data of a second vehicle traveling around a first vehicle;
determining a travel intention of the second vehicle based on the travel data of the second vehicle;
and if the driving intention of the second vehicle is a congestion intention, determining that the second vehicle is a congestion vehicle, wherein the congestion intention represents that the second vehicle already enters the driving road range of the first vehicle or is about to enter the driving road range of the first vehicle.
In a second aspect, the present disclosure provides a vehicle detection apparatus comprising:
a first acquisition module configured to acquire travel data of a second vehicle traveling around a first vehicle;
a first determination module for determining a travel intention of the second vehicle based on travel data of the second vehicle;
and the second determination module is used for determining that the second vehicle is the congested vehicle if the driving intention of the second vehicle is the congestion intention, and the congestion intention represents that the second vehicle already drives into the driving road range of the first vehicle or is about to drive into the driving road range of the first vehicle.
In a third aspect, the present disclosure provides an electronic device, comprising:
a processor;
a memory for storing executable instructions;
wherein the processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the vehicle detection method of the first aspect.
In a fourth aspect, the present disclosure provides a computer-readable storage medium storing a computer program which, when executed by a processor, causes the processor to implement the vehicle detection method of the first aspect.
In a fifth aspect, the present disclosure provides a vehicle comprising the vehicle detection apparatus as described above.
Compared with the prior art, the technical scheme provided by the embodiment of the disclosure has the following advantages:
the vehicle detection method, the device, the equipment and the medium of the embodiment of the disclosure can determine the driving intention of the second vehicle based on the driving data of the second vehicle after acquiring the driving data of the second vehicle which runs around the first vehicle, so that when the driving intention of the second vehicle is a congestion intention, the second vehicle is determined to be a congestion vehicle, namely the second vehicle is driven into the driving road range of the first vehicle or is about to be driven into the driving road range of the first vehicle, thereby judging whether the driving intention of the second vehicle is the congestion intention or not according to the acquired driving data of the second vehicle, and determining the second vehicle with the driving intention of the congestion as the congestion vehicle, so that whether the second vehicle is the congestion vehicle or not can be detected quickly and accurately based on the driving data of the second vehicle, and a driver can make corresponding adjustment in time, and the driving safety is improved.
Drawings
The above and other features, advantages, and aspects of embodiments of the present disclosure will become more apparent by referring to the following detailed description when taken in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numbers refer to the same or similar elements. It should be understood that the drawings are schematic and that elements and features are not necessarily drawn to scale.
Fig. 1 is a schematic flowchart of a vehicle detection method according to an embodiment of the disclosure;
FIG. 2 is a schematic flow chart diagram illustrating another vehicle detection method provided by the disclosed embodiment;
FIG. 3 is a schematic flow chart diagram illustrating another vehicle detection method provided by the embodiment of the present disclosure;
fig. 4 is a schematic structural diagram of a vehicle detection device provided in the embodiment of the present disclosure;
fig. 5 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure.
Detailed Description
Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While certain embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but rather are provided for a more complete and thorough understanding of the present disclosure. It should be understood that the drawings and the embodiments of the disclosure are for illustration purposes only and are not intended to limit the scope of the disclosure.
It should be understood that the various steps recited in method embodiments of the present disclosure may be performed in a different order, and/or performed in parallel. Moreover, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the present disclosure is not limited in this respect.
The term "including" and variations thereof as used herein is intended to be open-ended, i.e., "including but not limited to". The term "based on" is "based, at least in part, on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Relevant definitions for other terms will be given in the following description.
It should be noted that the terms "first", "second", and the like in the present disclosure are only used for distinguishing different devices, modules or units, and are not used for limiting the order or interdependence relationship of the functions performed by the devices, modules or units.
It is noted that references to "a" or "an" in this disclosure are intended to be illustrative rather than limiting, and that those skilled in the art will appreciate that references to "one or more" are intended to be exemplary and not limiting unless the context clearly indicates otherwise.
The names of messages or information exchanged between devices in the embodiments of the present disclosure are for illustrative purposes only, and are not intended to limit the scope of the messages or information.
The embodiment of the disclosure provides a vehicle detection method, a device, equipment, a medium and a vehicle. First, a vehicle detection method provided by an embodiment of the present disclosure is described in detail with reference to fig. 1 to 3.
Fig. 1 shows a schematic flow chart of a vehicle detection method provided by an embodiment of the present disclosure.
In the disclosed embodiment, the control method of the brake system may be executed by an electronic device with a vehicle detection function mounted on a vehicle. In particular, the electronic device may include, but is not limited to, devices such as a mobile phone, an in-vehicle device, a tablet, a wearable device, a vehicle master controller, and the like. The following description will be made taking a vehicle main controller as an example.
As shown in fig. 1, the vehicle detection method may include the following steps.
S110, acquiring running data of a second vehicle running around the first vehicle.
In the disclosed embodiment, the vehicle main controller may acquire travel data of a second vehicle traveling around a first vehicle while the user drives the first vehicle to travel on a road.
Alternatively, the first vehicle may be a vehicle driven by a user.
Alternatively, the second vehicle may be a vehicle traveling around the first vehicle.
Alternatively, the travel data may be data during travel of the second vehicle. The driving data may include real-time vehicle position, real-time lateral acceleration, real-time vehicle image, and the like, without limitation.
Specifically, during the travel of the first vehicle on the road, if the vehicle main controller of the first vehicle detects that the first vehicle has an Advanced Driving Assistance System (ADAS) turned on and the travel speed of the first vehicle is greater than or equal to a preset speed, the vehicle main controller may acquire the travel data of the second vehicle traveling around the host vehicle through a vehicle sensor.
Alternatively, the preset speed may be a preset running speed. Such as 30km/h, 35km/h, etc., without limitation.
Alternatively, the vehicle sensor may be a sensor for acquiring travel data of the second vehicle. Such as an in-vehicle camera, an in-vehicle radar, etc., without limitation.
For example, the vehicle master controller may obtain a real-time vehicle position of the second vehicle via an onboard radar; the real-time transverse acceleration of a second vehicle can be obtained through a vehicle-mounted radar; and a real-time vehicle image of a second vehicle can be acquired through the vehicle-mounted camera. The method for acquiring the driving data of the second vehicle may be any existing method, and is not limited herein.
Specifically, taking the vehicle-mounted radar as a millimeter wave radar as an example, the vehicle main controller can calculate the real-time vehicle position of the second vehicle through the sound wave speed, the sound wave sending time and the sound wave receiving time; the vehicle main controller can also calculate the transverse speed of the second vehicle according to the real-time vehicle position and the historical vehicle position acquired by the millimeter wave radar, so that the real-time transverse acceleration of the second vehicle is calculated according to the transverse speeds of the second vehicle twice; the vehicle main controller can also shoot a real-time vehicle image of the second vehicle through the vehicle-mounted camera.
Further, if the vehicle main controller of the first vehicle does not detect that the ADAS of the first vehicle is turned on or the running speed of the first vehicle is less than the preset speed, the vehicle main controller does not acquire the running data of the second vehicle running around the vehicle.
And S120, determining the driving intention of the second vehicle based on the driving data of the second vehicle.
In the disclosed embodiment, the vehicle main controller may determine the travel intention of the second vehicle based on the travel data of the second vehicle after acquiring the travel data.
Alternatively, the travel intention may be an intention during travel of the second vehicle. For example, the intention may be a jamming intention, an acceleration intention, etc., and is not limited herein.
Specifically, the vehicle main controller may perform analysis and judgment on the acquired travel data after acquiring the travel data of the second vehicle, thereby determining the travel intention of the second vehicle. The specific embodiments are described in detail below.
S130, if the driving intention of the second vehicle is a congestion intention, determining that the second vehicle is a congestion vehicle.
In the embodiment of the disclosure, after the vehicle main controller determines the driving intention of the second vehicle, if the driving intention of the second vehicle is determined to be a congestion intention, the second vehicle may be determined to be a congestion vehicle, and the congestion intention indicates that the second vehicle has driven into the driving road range of the first vehicle or is about to drive into the driving road range of the first vehicle.
Alternatively, the plugging intention may be an intention that the vehicle intends to perform a plugging operation.
In particular, the jamming intent may be indicative of the second vehicle having traveled within or about to travel within the travel road range of the first vehicle.
Alternatively, the travel road range of the first vehicle may be a road range preset during travel of the first vehicle.
Alternatively, the plugging vehicle may be a vehicle that wants to perform a plugging operation.
Specifically, the vehicle main controller may treat the second vehicle as a congested vehicle if it is determined that the travel intention of the second vehicle is a congested intention, that is, the second vehicle has traveled into or is about to travel into the travel road range of the first vehicle; if the vehicle main controller determines that the travel intention of the second vehicle is a non-congestion intention, the second vehicle may be regarded as a non-congestion vehicle.
Therefore, in the embodiment of the present disclosure, after the travel data of the second vehicle traveling around the first vehicle is acquired, the travel intention of the second vehicle is determined based on the travel data of the second vehicle, and when the travel intention of the second vehicle is a congestion intention, the second vehicle is determined to be a congestion vehicle, that is, the second vehicle has traveled into the travel road range of the first vehicle or is about to travel into the travel road range of the first vehicle.
In some embodiments of the present disclosure, the travel data of the second vehicle may include a real-time vehicle location of the second vehicle, as described in detail below.
In some embodiments, S120 may specifically include:
s1201a, under the condition that no following vehicle exists in front of the first vehicle in the driving direction, determining whether the second vehicle is at least partially within the driving road range of the first vehicle or not based on the real-time vehicle position.
In the disclosed embodiment, the vehicle main controller may detect whether there is a following vehicle ahead in the traveling direction of the first vehicle after acquiring the real-time vehicle position of the second vehicle, and detect whether the second vehicle is at least partially within the traveling road range of the first vehicle based on the real-time vehicle position of the second vehicle in a case where there is no following vehicle ahead in the traveling direction of the first vehicle.
Alternatively, the following vehicle may be a vehicle that the first vehicle follows.
Specifically, the vehicle master controller may determine whether there is a following vehicle ahead of a driving direction of the first vehicle by detecting whether an Adaptive Cruise Control (ACC) function is activated for the first vehicle.
Alternatively, the real-time vehicle position may be a real-time position during travel of the second vehicle.
Specifically, the vehicle main controller may obtain the real-time vehicle position of the second vehicle through the vehicle-mounted radar, for example: the real-time position of the head of the second vehicle, the real-time position of the tail of the second vehicle, the real-time position of the central point of the second vehicle, and the like can be acquired, which is not limited herein.
Alternatively, the travel road range of the first vehicle may be a range of a travel road of the first vehicle determined based on the travel speed of the first vehicle.
Specifically, the vehicle main controller can detect the second vehicle through the acquired real-time vehicle position of the second vehicle and determine whether the second vehicle is at least partially within the driving road range of the first vehicle under the condition that the vehicle following vehicle is not detected in front of the driving direction of the first vehicle.
For example, the vehicle master controller may determine whether a head portion of the second vehicle is within a travel road range of the first vehicle by detecting whether a head real-time position of the second vehicle is within the travel road range of the first vehicle; the vehicle master controller may determine whether a rear portion of the vehicle of the second vehicle is within a travel road range of the first vehicle by detecting whether a rear real-time position of the vehicle of the second vehicle is within the travel road range of the first vehicle.
S1202a, if the second vehicle is at least partially within the driving road range, determining that the driving intention of the second vehicle is a congestion intention, wherein the congestion intention represents that the second vehicle has driven into the driving road range of the first vehicle.
In the embodiment of the disclosure, after determining whether the second vehicle is at least partially within the travel road range of the first vehicle, if the second vehicle is at least partially within the travel road range, that is, the second vehicle has traveled into the travel road range of the first vehicle, the vehicle main controller may determine that the travel intention of the second vehicle is a congestion intention.
Specifically, if the vehicle main controller determines that the second vehicle is at least partially within the travel road range of the first vehicle by detecting the real-time vehicle position of the second vehicle, that is, the second vehicle has traveled into the travel road range of the first vehicle, it may be determined that the travel intention of the second vehicle is a congestion intention.
For example, if the vehicle main controller detects that the head real-time position of the second vehicle is within the travel road range of the first vehicle, that is, the head portion of the second vehicle is located, the vehicle main controller may determine that the second vehicle is at least partially within the travel road range of the first vehicle, and may determine that the travel intention of the second vehicle is a congestion intention.
S1203a, if the second vehicle is not in the driving road range, determining that the driving intention of the second vehicle is a non-jamming intention.
In the disclosed embodiment, after determining whether the second vehicle is at least partially within the travel road range of the first vehicle, the vehicle master controller may determine that the travel intent of the second vehicle is a non-congestion intent if the second vehicle is not within the travel road range.
Specifically, if the vehicle main controller determines that all parts of the second vehicle are not within the travel road range of the first vehicle by detecting the real-time vehicle position of the second vehicle, it may determine that the travel intention of the second vehicle is a non-congestion intention.
For example, the vehicle main controller detects that the positions of the head real-time position and the tail real-time position of the second vehicle are not within the travel road range of the first vehicle, and the vehicle main controller may determine that all parts of the second vehicle are not within the travel road range of the first vehicle, and may determine that the travel intention of the second vehicle is a non-congestion intention.
Therefore, in the embodiment of the disclosure, the vehicle main controller can accurately determine the driving intention of the second vehicle according to the real-time vehicle position of the second vehicle, so that a driver can make corresponding adjustment in time, and the driving safety is improved.
In some embodiments, S120 may further specifically include:
s1201b, determining a following distance between the first vehicle and the following vehicle when the following vehicle exists in front of the first vehicle in the driving direction.
In the embodiment of the disclosure, the vehicle main controller may detect whether a following vehicle exists in front of the driving direction of the first vehicle after acquiring the real-time vehicle position of the second vehicle, and determine the following distance between the first vehicle and the following vehicle in the case that the following vehicle exists in front of the driving direction of the first vehicle.
Alternatively, the following distance may be a distance between the first vehicle and the following vehicle in the ACC function.
Specifically, the vehicle main controller may acquire a following distance between the first vehicle and a following vehicle through the vehicle sensor in a case where it is detected that the following vehicle exists ahead of the first vehicle in the traveling direction.
S1202b, determining whether the second vehicle is at least partially within the driving road range of the first vehicle and whether the second vehicle is at least partially within the following distance based on the real-time vehicle position.
In the disclosed embodiment, the vehicle main controller may detect whether the second vehicle is at least partially within the driving road range of the first vehicle and whether the second vehicle is at least partially within the following distance based on the real-time vehicle position after acquiring the following distance between the first vehicle and the following vehicle.
Specifically, the vehicle main controller can detect the second vehicle through the acquired real-time vehicle position of the second vehicle, and determine whether the second vehicle is at least partially within the driving road range of the first vehicle and whether the second vehicle is at least partially within the following distance.
For example, the vehicle master controller may determine whether a head portion of the second vehicle is within a travel road range of the first vehicle and at least partially within the following distance by detecting whether a head real-time position of the second vehicle is within the travel road range of the first vehicle and at least partially within the following distance; the vehicle master controller may determine whether a rear portion of the vehicle of the second vehicle is within the travel road range of the first vehicle and at least partially within the following distance by detecting whether a real-time position of the rear portion of the vehicle of the second vehicle is within the travel road range of the first vehicle and at least partially within the following distance.
S1203b, if the second vehicle is at least partially within the driving road range and the second vehicle is at least partially within the following distance, determining that the driving intention of the second vehicle is a congestion intention, wherein the congestion intention indicates that the second vehicle has driven into the driving road range of the first vehicle.
In an embodiment of the disclosure, after determining whether the second vehicle is at least partially within the driving road range of the first vehicle and the second vehicle is at least partially within the following distance, the vehicle master controller may determine that the driving intent of the second vehicle is the jamming intent if the second vehicle is at least partially within the driving road range of the first vehicle and the second vehicle is at least partially within the following distance.
Specifically, if the vehicle master controller determines that the second vehicle is at least partially within the driving road range of the first vehicle by detecting the real-time vehicle position of the second vehicle, that is, the second vehicle has driven into the driving road range of the first vehicle and the second vehicle is at least partially within the following distance, it may be determined that the driving intention of the second vehicle is a congestion intention.
S1204b, if the second vehicle is not in the driving road range or at least part of the second vehicle is not in the following distance, determining that the driving intention of the second vehicle is a non-jamming intention.
In an embodiment of the disclosure, after determining whether the second vehicle is at least partially within the travel road range of the first vehicle and the second vehicle is at least partially within the following distance, the vehicle master controller may determine that the travel intent of the second vehicle is a non-jamming intent if the second vehicle is not within the travel road range of the first vehicle or the second vehicle is not within the following distance.
Specifically, if the vehicle main controller determines that all parts of the second vehicle are not within the travel road range of the first vehicle and all parts of the second vehicle are not within the following distance by detecting the real-time vehicle position of the second vehicle, it may be determined that the travel intention of the second vehicle is a congestion intention.
Therefore, in the embodiment of the disclosure, the vehicle main controller can accurately determine the driving intention of the second vehicle according to the real-time vehicle position of the second vehicle, so that a driver can make corresponding adjustment in time, and the driving safety is improved.
In other embodiments of the present disclosure, the driving data of the second vehicle may further include a real-time lateral acceleration of the second vehicle, as described in detail below with reference to fig. 2.
Fig. 2 shows a schematic flow chart of another vehicle detection method provided by the embodiment of the disclosure.
As shown in fig. 2, the vehicle detection method may include the following steps.
S210, determining whether the real-time transverse acceleration keeps a preset time length in a preset acceleration range, wherein the lower limit of the preset acceleration range is the preset transverse acceleration.
In the embodiment of the disclosure, after acquiring the real-time lateral acceleration of the second vehicle, the vehicle master controller determines whether the real-time lateral acceleration is kept within a preset acceleration range for a preset time period.
Alternatively, the real-time lateral acceleration may be a real-time acceleration in the lateral direction during the second vehicle travel. Wherein the lateral direction may be a direction perpendicular to the lane.
Alternatively, the preset time period may be a preset time period. Such as 300ms, 400ms, etc., without limitation.
Alternatively, the preset acceleration range may be a range of acceleration that is set in advance. Wherein, the lower limit of the range of the preset acceleration range may be a preset lateral acceleration. For example, 20m/s 2 -40m/s 2 、25m/s2-40m/s 2 Etc., without limitation thereto.
Alternatively, the preset lateral acceleration may be an acceleration in the lateral direction during traveling of the second vehicle that is set in advance. For example, 20m/s 2 、25m/s 2 Etc., without limitation thereto.
For example, the vehicle main controller detects the real-time lateral acceleration of the second vehicle after acquiring the real-time lateral acceleration, and determines whether the real-time lateral acceleration is 20m/s 2 -40m/s 2 The range is kept for 400ms.
And S220, if the real-time transverse acceleration keeps the preset duration in the preset acceleration range, determining that the driving intention of the second vehicle is a jamming intention, wherein the jamming intention represents that the second vehicle is about to drive into the driving road range of the first vehicle.
In the embodiment of the present disclosure, after the vehicle main controller detects the real-time lateral acceleration of the second vehicle, if the real-time lateral acceleration is kept within the preset acceleration range for the preset time period, it may be determined that the driving intention of the second vehicle is a congestion intention.
For example, with a predetermined acceleration range of 20m/s 2 -40m/s 2 Taking the preset time period of 400ms as an example, the vehicle main controller detects that the real-time transverse acceleration of the second vehicle is 30m/s 2 And the real-time lateral acceleration is kept for 400ms, namely the real-time lateral acceleration is kept within a preset acceleration range for a preset time period, namely a second vehicle is about to enter the running road range of the first vehicle, and then the running intention of the second vehicle can be determined to be the congestion intention.
And S230, if the real-time transverse acceleration is not kept within the preset acceleration range for a preset time length, determining that the driving intention of the second vehicle is a non-jamming intention.
In the embodiment of the disclosure, after the vehicle main controller detects the real-time lateral acceleration of the second vehicle, if the real-time lateral acceleration is not kept within the preset acceleration range for the preset time period, it may be determined that the driving intention of the second vehicle is a non-jamming intention.
For example, with a predetermined acceleration range of 20m/s 2 -40m/s 2 For example, the preset time is 400ms, the vehicle main controller detects that the real-time lateral acceleration of the second vehicle is 30m/s 2 And maintains 200ms or a real-time lateral acceleration of the second vehicle of 15m/s 2 That is, the real-time lateral acceleration is not maintained within the preset acceleration range for the preset time period, it may be determined that the travel intention of the second vehicle is a non-congestion intention.
Therefore, in the embodiment of the disclosure, the vehicle main controller can accurately determine the driving intention of the second vehicle according to the real-time lateral acceleration of the second vehicle, so that a driver can make corresponding adjustment in time, and the driving safety is improved.
In still other embodiments of the present disclosure, the driving data of the second vehicle may further include a real-time vehicle image of the second vehicle, as described in detail below with reference to fig. 3.
Fig. 3 shows a schematic flow chart of another vehicle detection method provided by the embodiment of the disclosure.
As shown in fig. 3, the vehicle detection method may include the following steps.
And S310, predicting the running track of the second vehicle in a future preset time period based on the real-time vehicle image.
In the disclosed embodiment, after acquiring the real-time vehicle image of the second vehicle, the vehicle main controller may predict the driving track of the second vehicle in a future preset time period based on the real-time vehicle image.
Alternatively, the real-time vehicle image may be a real-time image of the second vehicle during travel.
Specifically, the vehicle main controller can shoot the second vehicle in real time through the vehicle-mounted camera, so that a real-time vehicle image of the second vehicle is obtained.
Alternatively, the preset time period may be a preset time period. For example, 4s, 5s, etc., without limitation.
Further, after acquiring the real-time vehicle image, the vehicle main controller may analyze the real-time vehicle image so as to predict a driving track of the second vehicle in a future preset time period.
For example, taking the real-time vehicle image including the real-time turn signal lamp image as an example, the vehicle main controller may take a real-time turn signal lamp picture of the second vehicle through the vehicle-mounted camera, and analyze the taken real-time turn signal lamp picture, for example, a left turn signal lamp of the second vehicle in the real-time turn signal lamp picture is turned on, and at this time, the vehicle main controller may predict that the driving track may be a left moving track within 4s of the future of the second vehicle.
S320, determining whether the driving track and the driving road range of the first vehicle have intersection points.
In the embodiment of the present disclosure, the vehicle main controller may detect whether there is an intersection between the travel track of the second vehicle in the future preset time period and the travel road range of the first vehicle after predicting the travel track of the second vehicle in the future preset time period.
For example, the vehicle main controller predicts that the second vehicle is within 4s in the future, and the driving track may be a leftward movement track, and in this case, the vehicle main controller may compare the predicted leftward movement track with the driving road range of the first vehicle, and detect whether the leftward movement track will have an intersection with the driving road range of the first vehicle, that is, whether the leftward movement track is at least partially within the driving road range of the first vehicle.
S330, if the intersection point exists between the driving track and the driving road range of the first vehicle, determining that the driving intention of the second vehicle is a congestion intention, wherein the congestion intention represents that the second vehicle is about to drive into the driving road range of the first vehicle.
In the embodiment of the present disclosure, after detecting the travel track of the second vehicle, if it is detected that there is an intersection between the travel track and the travel road range of the first vehicle, the vehicle main controller may determine that the travel intention of the second vehicle is a congestion intention.
For example, if the vehicle main controller detects that the leftward movement track of the second vehicle has an intersection with the travel road range of the first vehicle, that is, the leftward movement track of the second vehicle is at least partially within the travel road range of the first vehicle, that is, the second vehicle is about to enter the travel road range of the first vehicle, indicating that the second vehicle will enter the travel road range of the first vehicle, the travel intention of the second vehicle may be determined to be a congestion intention.
S340, if the intersection point does not exist between the driving track and the driving road range of the first vehicle, determining that the driving intention of the second vehicle is a non-jamming intention.
In the embodiment of the present disclosure, after detecting the travel track of the second vehicle, if it is detected that there is no intersection between the travel track and the travel road range of the first vehicle, the vehicle main controller may determine that the travel intention of the second vehicle is a non-congestion intention.
For example, if the vehicle main controller detects that there is no intersection between the leftward movement locus of the second vehicle and the travel road range of the first vehicle, that is, neither leftward movement locus of the second vehicle is within the travel road range of the first vehicle, indicating that the second vehicle does not enter the travel road range of the first vehicle, it may be determined that the travel intention of the second vehicle is a non-congestion intention.
Therefore, in the embodiment of the disclosure, the vehicle main controller can accurately determine the driving intention of the second vehicle according to the real-time vehicle image of the second vehicle, so that a driver can make corresponding adjustment in time, and the driving safety is improved.
The following describes the travel road range of the first vehicle in detail.
Optionally, the vehicle detection method may further include: acquiring the running speed of a first vehicle; determining a travel road range of the first vehicle based on the travel speed of the first vehicle, the travel road range being proportional to the travel speed of the first vehicle.
In the disclosed embodiment, the vehicle main controller may further acquire a travel speed of the first vehicle, and determine the travel road range of the first vehicle based on the travel speed of the first vehicle.
Alternatively, the traveling speed of the first vehicle may be a speed of the first vehicle during traveling.
For example, the vehicle master controller may acquire the travel speed of the first vehicle through a speed sensor in the first vehicle.
Further, after acquiring the running speed of the first vehicle, the vehicle main controller may determine the running road range of the first vehicle according to the running speed of the first vehicle.
Optionally, the travel speed of the first vehicle is in a direct proportion to the travel road range of the first vehicle.
For example, the vehicle main controller may calculate a travel road range of the first vehicle by a travel speed of the first vehicle according to a preset proportional formula, for example, the travel speed of the first vehicle may be 35km/h, and the travel road range of the first vehicle, for example, a radius of 5m range, may be calculated by the preset proportional formula; the vehicle main controller can also acquire a corresponding travel road range of the first vehicle, such as a travel speed of the first vehicle of 35km/h, according to a preset mapping table, and acquire a corresponding travel road range of the first vehicle, such as a radius of 5m, according to a preset mapping table. The preset proportional formula or the preset mapping table may be preset, and is not limited herein.
Therefore, the vehicle main controller can determine the corresponding driving road range of the first vehicle according to the driving speed of the first vehicle, so that the driving intention of the second vehicle can be quickly and accurately judged according to different driving conditions, a driver can timely make corresponding adjustment, and the driving safety is improved.
The following describes in detail a case where a plurality of second vehicles are present.
Optionally, the vehicle detection method may further include: if the number of the vehicles with the jam is multiple, the distance between each vehicle with the jam and the first vehicle is obtained; and taking the closest plugged vehicle as a target plugged vehicle.
In the embodiment of the present disclosure, after detecting the driving intention of the second vehicle, if a plurality of second vehicles whose driving intentions are jamming intentions, that is, the number of the jamming vehicles is multiple, are detected, the vehicle main controller may obtain a distance between each jamming vehicle and the first vehicle.
For example, the vehicle master controller may obtain the distance between each congested vehicle and the first vehicle through an onboard radar.
Further, after acquiring the distance between each plugged vehicle and the first vehicle, the vehicle main controller may compare the plurality of distances, and take the plugged vehicle closest to the distance as the target plugged vehicle, that is, the plugged vehicle with the smallest distance as the target plugged vehicle.
Therefore, in the embodiment of the disclosure, under the condition that a plurality of plugged vehicles exist, the vehicle main controller can take the plugged vehicle closest to the target plugged vehicle as the target plugged vehicle, so that a driver can make corresponding adjustment in time, and the driving safety is improved.
Fig. 4 shows a schematic structural diagram of a vehicle detection device provided by the embodiment of the disclosure.
In some embodiments of the present disclosure, the vehicle detection apparatus shown in fig. 4 may be disposed within an electronic device. In particular, the electronic device may include, but is not limited to, devices such as a mobile phone, an in-vehicle device, a tablet, a wearable device, a vehicle master controller, and the like.
As shown in fig. 4, the vehicle detecting apparatus 400 may include a first obtaining module 410, a first determining module 420, and a second determining module 440.
The first obtaining module 410 may be used to obtain travel data of a second vehicle traveling around a first vehicle.
The first determination module 420 may be configured to determine the travel intent of the second vehicle based on travel data of the second vehicle.
The second determining module 440 may be configured to determine that the second vehicle is a congested vehicle if the driving intention of the second vehicle is a congested intention, where the congested intention indicates that the second vehicle has driven into the driving road range of the first vehicle or is about to drive into the driving road range of the first vehicle.
Thus, in the embodiment of the present disclosure, after the travel data of the second vehicle traveling around the first vehicle is acquired, the travel intention of the second vehicle is determined based on the travel data of the second vehicle, and when the travel intention of the second vehicle is a congestion intention, the second vehicle is determined to be a congestion vehicle, that is, the second vehicle has traveled into the travel road range of the first vehicle or is about to travel into the travel road range of the first vehicle.
In some embodiments of the present disclosure, the travel data of the second vehicle may include a real-time vehicle location of the second vehicle.
In some embodiments of the present disclosure, the first determination module 420 may include a first determination unit, a second determination unit, and a third determination unit.
The first determination unit may be configured to determine whether the second vehicle is at least partially within a travel path range of the first vehicle based on the real-time vehicle position in a case where there is no following vehicle ahead in a travel direction of the first vehicle.
The second determination unit may be configured to determine that the travel intention of the second vehicle is a congestion intention if the second vehicle is at least partially within the travel road range, the congestion intention being indicative that the second vehicle has traveled into the travel road range of the first vehicle.
The third determination unit may be configured to determine that the travel intention of the second vehicle is a non-congestion intention if the second vehicle is not within the travel road range.
In some embodiments of the present disclosure, the first determination module 420 may further include a fourth determination unit, a fifth determination unit, a sixth determination unit, and a seventh determination unit.
The fourth determination unit may be configured to determine a following distance between the first vehicle and the following vehicle in a case where a following vehicle exists ahead of the first vehicle in the traveling direction.
The fifth determination unit may be configured to determine whether the second vehicle is at least partially within a driving road range of the first vehicle and whether the second vehicle is at least partially within the following distance based on the real-time vehicle position.
The sixth determining unit may be configured to determine that the travel intention of the second vehicle is a congestion intention if the second vehicle is at least partially within the travel road range and the second vehicle is at least partially within the following distance, the congestion intention indicating that the second vehicle has traveled into the travel road range of the first vehicle.
The seventh determining unit may be configured to determine that the travel intention of the second vehicle is a non-congestion intention if the second vehicle is not within the travel road range or the second vehicle is not at least partially within the following distance.
In some embodiments of the present disclosure, the driving data of the second vehicle may include a real-time lateral acceleration of the second vehicle.
In some embodiments of the present disclosure, the first determination module 420 may further include an eighth determination unit, a ninth determination unit, and a tenth determination unit.
The eighth determining unit may be configured to determine whether the real-time lateral acceleration is kept within a preset acceleration range for a preset duration, where a lower limit of the preset acceleration range is a preset lateral acceleration.
The ninth determining unit may be configured to determine that the driving intention of the second vehicle is a congestion intention if the real-time lateral acceleration is maintained within a preset acceleration range for a preset time period, where the congestion intention indicates that the second vehicle is about to enter the driving road range of the first vehicle.
The tenth determining unit may be configured to determine that the driving intention of the second vehicle is a non-jamming intention if the real-time lateral acceleration is not maintained within a preset acceleration range for a preset time period.
In some embodiments of the present disclosure, the driving data of the second vehicle may include a real-time vehicle image of the second vehicle.
In some embodiments of the present disclosure, the first determination module 420 may further include a trajectory prediction unit, an eleventh determination unit, a twelfth determination unit, and a thirteenth determination unit.
The trajectory prediction unit may be configured to predict a travel trajectory of the second vehicle within a preset time period in the future based on the real-time vehicle image.
The eleventh determination unit may be configured to determine whether the travel locus has an intersection with a travel road range of the first vehicle.
The twelfth determination unit may be configured to determine that the travel intention of the second vehicle is a congestion intention if the travel track has an intersection with the travel road range of the first vehicle, where the congestion intention indicates that the second vehicle is about to travel into the travel road range of the first vehicle.
The thirteenth determination unit may be configured to determine that the travel intention of the second vehicle is a non-jamming intention if there is no intersection between the travel track and the travel road range of the first vehicle.
In some embodiments of the present disclosure, the vehicle detection apparatus 400 may further include a second obtaining module and a third determining module.
The second obtaining module may be configured to obtain a traveling speed of the first vehicle.
The third determination module may be configured to determine a travel road range of the first vehicle based on the travel speed of the first vehicle, the travel road range being proportional to the travel speed of the first vehicle.
In some embodiments of the present disclosure, the vehicle detection apparatus 400 may further include a third obtaining module and a fourth determining module.
The third obtaining module may be configured to obtain a distance between each of the plugged-in vehicles and the first vehicle if the number of the plugged-in vehicles is multiple.
The fourth determination module may be configured to determine a closest-to-plugged vehicle as the target plugged-in vehicle.
It should be noted that the vehicle detection apparatus 400 shown in fig. 4 may perform each step in the method embodiments shown in fig. 1 to fig. 3, and implement each process and effect in the method embodiments shown in fig. 1 to fig. 3, which are not described herein again.
Fig. 5 shows a schematic structural diagram of an electronic device provided in an embodiment of the present disclosure.
In some embodiments of the present disclosure, the electronic device shown in fig. 5 may be an electronic device having a vehicle detection function. In particular, the electronic device may include, but is not limited to, devices such as a mobile phone, an in-vehicle device, a tablet, a wearable device, a vehicle master controller, and the like.
As shown in fig. 5, the electronic device may include a processor 501 and a memory 502 storing computer program instructions.
Specifically, the processor 501 may include a Central Processing Unit (CPU), or an Application Specific Integrated Circuit (ASIC), or may be configured to implement one or more Integrated circuits of the embodiments of the present Application.
The processor 501 reads and executes computer program instructions stored in the memory 502 to perform the steps of the vehicle detection method provided by the embodiments of the present disclosure.
In one example, the electronic device may also include a transceiver 503 and a bus 504. As shown in fig. 5, the processor 501, the memory 502 and the transceiver 503 are connected via a bus 504 to complete communication.
The disclosed embodiments also provide a computer-readable storage medium, which may store a computer program that, when executed by a processor, causes the processor to implement the vehicle detection method provided by the disclosed embodiments.
The storage medium may, for example, include a memory 502 of computer program instructions executable by a processor 501 of an electronic device to perform a vehicle detection method provided by embodiments of the present disclosure. Alternatively, the storage medium may be a non-transitory computer readable storage medium, for example, the non-transitory computer readable storage medium may be a ROM, a Random Access Memory (RAM), a Compact Disc read only Memory (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, and the like.
The embodiment of the disclosure also provides a vehicle, which comprises the vehicle detection device. It will be appreciated that the vehicle may also include: a processor, a memory, and a computer program. Wherein the computer program is stored in the memory and configured to be executed by the processor to implement the vehicle detection method provided by the embodiments of the present disclosure. The processor and the memory that have already been described in the embodiment shown in fig. 5 are not described herein again.
It is noted that, in this document, relational terms such as "first" and "second," and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the term "comprises/comprising" is intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.
The previous description is only for the purpose of describing particular embodiments of the present disclosure, so as to enable those skilled in the art to understand or implement the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended 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 (10)
1. A vehicle detection method, characterized by comprising:
acquiring travel data of a second vehicle traveling around a first vehicle;
determining a travel intention of the second vehicle based on the travel data of the second vehicle;
and if the driving intention of the second vehicle is a congestion intention, determining that the second vehicle is a congestion vehicle, wherein the congestion intention represents that the second vehicle enters the driving road range of the first vehicle or is about to enter the driving road range of the first vehicle.
2. The method of claim 1, wherein the travel data of the second vehicle comprises a real-time vehicle location of the second vehicle;
wherein the determining the travel intention of the second vehicle based on the travel data of the second vehicle comprises:
determining whether the second vehicle is at least partially within a travel path of the first vehicle based on the real-time vehicle position in the absence of a following vehicle ahead of the first vehicle in a direction of travel;
if the second vehicle is at least partially within the driving road range, determining that the driving intention of the second vehicle is a congestion intention, wherein the congestion intention represents that the second vehicle has driven into the driving road range of the first vehicle;
and if the second vehicle is not in the driving road range, determining that the driving intention of the second vehicle is a non-jamming intention.
3. The method of claim 1, wherein the travel data of the second vehicle comprises a real-time vehicle location of the second vehicle;
wherein the determining the travel intention of the second vehicle based on the travel data of the second vehicle comprises:
determining a following distance between the first vehicle and a following vehicle in a case where the following vehicle exists ahead of a traveling direction of the first vehicle;
determining, based on the real-time vehicle location, whether the second vehicle is at least partially within a travel road range of the first vehicle and whether the second vehicle is at least partially within the following distance;
determining that the travel intention of the second vehicle is a congestion intention if the second vehicle is at least partially within the travel road range and the second vehicle is at least partially within the following distance, the congestion intention indicating that the second vehicle has traveled into the travel road range of the first vehicle;
determining that the driving intention of the second vehicle is a non-jamming intention if the second vehicle is not within the driving road range or if the second vehicle is not at least partially within the following distance.
4. The method of claim 1, wherein the driving data of the second vehicle comprises a real-time lateral acceleration of the second vehicle;
wherein the determining of the travel intention of the second vehicle based on the travel data of the second vehicle comprises:
determining whether the real-time transverse acceleration keeps a preset duration in a preset acceleration range, wherein the lower limit of the range of the preset acceleration range is the preset transverse acceleration;
if the real-time lateral acceleration keeps a preset duration in a preset acceleration range, determining that the driving intention of the second vehicle is a congestion intention, wherein the congestion intention represents that the second vehicle is about to drive into the driving road range of the first vehicle;
and if the real-time transverse acceleration is not kept within the preset acceleration range for a preset time length, determining that the driving intention of the second vehicle is a non-jamming intention.
5. The method of claim 1, wherein the travel data of the second vehicle comprises a real-time vehicle image of the second vehicle;
wherein the determining of the travel intention of the second vehicle based on the travel data of the second vehicle comprises:
predicting the running track of the second vehicle in a future preset time period based on the real-time vehicle image;
determining whether the travel track has an intersection with a travel road range of the first vehicle;
if the driving track and the driving road range of the first vehicle have intersection points, determining that the driving intention of the second vehicle is a congestion intention, wherein the congestion intention represents that the second vehicle is about to drive into the driving road range of the first vehicle;
and if the driving track does not have an intersection point with the driving road range of the first vehicle, determining that the driving intention of the second vehicle is a non-congestion intention.
6. The method of any one of claims 2, 3 or 5, further comprising:
acquiring the running speed of a first vehicle;
determining a travel road range of the first vehicle based on the travel speed of the first vehicle, the travel road range being proportional to the travel speed of the first vehicle.
7. A vehicle detection device, characterized by comprising:
a first acquisition module configured to acquire travel data of a second vehicle traveling around a first vehicle;
a first determination module for determining a travel intention of the second vehicle based on travel data of the second vehicle;
the second determination module is used for determining that the second vehicle is a congestion vehicle if the driving intention of the second vehicle is a congestion intention, and the congestion intention represents that the second vehicle enters the driving road range of the first vehicle or is about to enter the driving road range of the first vehicle.
8. An electronic device, comprising:
a processor;
a memory for storing executable instructions;
wherein the processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the vehicle detection method of any one of claims 1-6.
9. A computer-readable storage medium, characterized in that the storage medium stores a computer program which, when executed by a processor, causes the processor to carry out a vehicle detection method according to any one of the preceding claims 1 to 6.
10. A vehicle characterized by comprising the vehicle detection device according to claim 7.
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| CN202210632608.0A CN115440087A (en) | 2022-06-06 | 2022-06-06 | Vehicle detection method, device, equipment, medium and vehicle |
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| CN202210632608.0A CN115440087A (en) | 2022-06-06 | 2022-06-06 | Vehicle detection method, device, equipment, medium and vehicle |
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