WO2020083117A1 - 雷达信号处理方法、装置及存储介质 - Google Patents

雷达信号处理方法、装置及存储介质 Download PDF

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Publication number
WO2020083117A1
WO2020083117A1 PCT/CN2019/112033 CN2019112033W WO2020083117A1 WO 2020083117 A1 WO2020083117 A1 WO 2020083117A1 CN 2019112033 W CN2019112033 W CN 2019112033W WO 2020083117 A1 WO2020083117 A1 WO 2020083117A1
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Prior art keywords
radar
angle
vehicle
polarization direction
signal
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PCT/CN2019/112033
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English (en)
French (fr)
Inventor
宋思达
马莎
高鲁涛
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华为技术有限公司
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Priority to KR1020217010468A priority Critical patent/KR20210049925A/ko
Priority to EP19877433.3A priority patent/EP3839563A4/en
Publication of WO2020083117A1 publication Critical patent/WO2020083117A1/zh
Priority to US17/218,534 priority patent/US20210215822A1/en

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/023—Interference mitigation, e.g. reducing or avoiding non-intentional interference with other HF-transmitters, base station transmitters for mobile communication or other radar systems, e.g. using electro-magnetic interference [EMI] reduction techniques
    • G01S7/0231—Avoidance by polarisation multiplex
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/66—Radar-tracking systems; Analogous systems
    • G01S13/72—Radar-tracking systems; Analogous systems for two-dimensional tracking, e.g. combination of angle and range tracking, track-while-scan radar
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/87—Combinations of radar systems, e.g. primary radar and secondary radar
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/021—Auxiliary means for detecting or identifying radar signals or the like, e.g. radar jamming signals
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/024—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00 using polarisation effects
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/28—Details of pulse systems
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/35—Details of non-pulse systems
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/35—Details of non-pulse systems
    • G01S7/352—Receivers
    • B60W2420/408—
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9315—Monitoring blind spots
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9321—Velocity regulation, e.g. cruise control
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9327—Sensor installation details
    • G01S2013/93271—Sensor installation details in the front of the vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9327—Sensor installation details
    • G01S2013/93272—Sensor installation details in the back of the vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9327—Sensor installation details
    • G01S2013/93274—Sensor installation details on the side of the vehicles

Definitions

  • Embodiments of the present application relate to radar technology, and in particular, to a radar signal processing method, device, and storage medium.
  • vehicle-mounted radar In advanced driver assistance systems (Advanced Driver Assistant Systems, ADAS), vehicle-mounted radar is used as an important sensor to detect targets around the vehicle, such as pedestrians and vehicles. Specifically: the transmitter of the vehicle-mounted radar generates electromagnetic waves and radiates the electromagnetic waves directionally through the antenna; the target scatters the intercepted electromagnetic waves in various directions, in which part of the scattered electromagnetic waves (ie, target echo signals) are directed toward the receiving direction of the vehicle-mounted radar; vehicle-mounted radar The part of the scattered electromagnetic waves is collected through the antenna and fed back to the receiver of the vehicle radar; the receiver performs signal processing such as amplifying the part of the scattered electromagnetic waves to obtain target detection information. Afterwards, the vehicle-mounted radar takes the target detection information as input and transmits it to the unmanned driving-related processing module, which can be used to realize the subsequent functions of unmanned driving.
  • the unmanned driving-related processing module which can be used to realize the subsequent functions of unmanned driving.
  • the detection of the target by the vehicle-mounted radar is based on the target echo signal (two-way), while the interference signal that interferes with the vehicle-mounted radar is directly transmitted to the receiver (one-way).
  • the difference in path loss caused by the difference in the distance between the target echo signal and the interference signal, plus the loss of target reflected energy caused by the radar cross-sectional area (Radar Cross Section, RCS) reflecting the target's scattering characteristics, will cause the reception
  • the interference signal received by the aircraft is much larger than the target echo signal.
  • the signal-to-noise ratio at the receiver needs to be maintained at a certain level. Therefore, how to keep the signal-to-noise ratio at the receiver at a certain level is very important.
  • Embodiments of the present application provide a radar signal processing method, device, and storage medium to reduce mutual interference between vehicle-mounted radars.
  • an embodiment of the present application provides a radar signal processing method, which is applied to the first radar.
  • the radar signal processing method includes: determining the polarization direction of the first radar as the first angle, the first radar is located in the first vehicle; and transmitting the radar signal according to the polarization direction of the first radar.
  • the first radar is opposite to the detection direction of the second radar located in the first vehicle, and the polarization direction of the second radar is the second angle; the first angle and the second angle are orthogonal.
  • the first angle is 0 degrees or 90 degrees.
  • the second angle is 90 degrees; or, when the first angle is 90 degrees, the second angle is 0 degrees.
  • the polarization direction of the first radar is first determined as the first angle, and then, the radar signal is transmitted according to the polarization direction of the first radar, wherein the first radar and the second radar located in the first vehicle detect The direction is opposite, the polarization direction of the second radar is the second angle, and the first angle and the second angle are orthogonal. Since the first angle and the second angle are orthogonal, the mutual interference between vehicle radars can be effectively reduced.
  • the detection directions of the first radar and the second radar are forward and backward directions of the first vehicle traveling direction, respectively.
  • the first vehicle further includes a third radar and a fourth radar, and the polarization directions of the third radar and the fourth radar are a third angle.
  • the third angle is 45 degrees or -45 degrees.
  • the detection directions of the third radar and the fourth radar are respectively a left direction and a right direction orthogonal to the traveling direction of the first vehicle.
  • the detection direction of the first radar is the left direction orthogonal to the driving direction of the first vehicle, and the detection direction of the second radar is the right direction orthogonal to the driving direction of the first vehicle; or, the first The detection direction of the radar is a right direction orthogonal to the traveling direction of the first vehicle, and the detection direction of the second radar is a left direction orthogonal to the traveling direction of the first vehicle.
  • the determining the polarization direction of the first radar as the first angle may include: determining the polarization direction of the first radar as the first angle according to the first signal. The number of times that the first signal is continuously received within a predetermined time is not less than the predetermined number of times, and the polarization direction of the first signal is the first angle or the second angle.
  • the above radar signal processing method may further include: configuring the first radar to alternately transmit the radar signal with the polarization direction being the first angle and the second angle until Within a predetermined time, the first signal is continuously received a predetermined number of times.
  • This embodiment first configures the first radar to alternately transmit radar signals at a first angle and a second angle of polarization.
  • the polarization direction of the first radar is determined to be the first At an angle, the radar signal is transmitted according to the polarization direction of the first radar.
  • the first radar is opposite to the detection direction of the second radar located in the first vehicle.
  • the polarization direction of the second radar is the second angle.
  • One angle is orthogonal to the second angle. Since the first angle and the second angle are orthogonal, the mutual interference between vehicle radars can be effectively reduced.
  • the above-mentioned determination of the polarization direction of the first radar as the first angle based on the first signal can be achieved by the following two possible designs:
  • the polarization direction of the first radar is determined as the first angle.
  • the first signal is continuously received by the second radar within a predetermined time no less than a predetermined number of times, and the polarization direction of the first signal is the first angle.
  • the polarization direction of the first radar is determined as the first angle.
  • the first signal is continuously received by the first radar within a predetermined time no less than a predetermined number of times, and the polarization direction of the first signal is the second angle.
  • the method may further include: determining the polarization of the first radar The direction switches to the second angle.
  • the polarization direction of the second radar is switched to the first angle. It should be noted here that the angles of the polarization directions of the first radar and the second radar always need to be orthogonal.
  • an embodiment of the present application provides an apparatus, which is applied to a first radar.
  • the device includes: a processing module and a transceiver module.
  • the processing module is used to determine the polarization direction of the first radar as the first angle, and the first radar is located in the first vehicle; the transceiver module is used to transmit radar signals according to the polarization direction of the first radar.
  • the first radar is opposite to the detection direction of the second radar located in the first vehicle, and the polarization direction of the second radar is the second angle. Among them, the first angle and the second angle are orthogonal.
  • the first angle is 0 degrees or 90 degrees.
  • the second angle is 90 degrees; or, when the first angle is 90 degrees, the second angle is 0 degrees.
  • the polarization direction of the first radar is first determined as the first angle, and then, the radar signal is transmitted according to the polarization direction of the first radar, wherein the first radar and the second radar located in the first vehicle detect The direction is opposite, the polarization direction of the second radar is the second angle, and the first angle and the second angle are orthogonal. Since the first angle and the second angle are orthogonal, the mutual interference between vehicle radars can be effectively reduced.
  • the detection directions of the first radar and the second radar are forward and backward directions of the first vehicle traveling direction, respectively.
  • the first vehicle further includes a third radar and a fourth radar, and the polarization directions of the third radar and the fourth radar are a third angle.
  • the third angle is 45 degrees or -45 degrees.
  • the detection directions of the third radar and the fourth radar are respectively a left direction and a right direction orthogonal to the traveling direction of the first vehicle.
  • the detection direction of the first radar is the left direction orthogonal to the driving direction of the first vehicle, and the detection direction of the second radar is the right direction orthogonal to the driving direction of the first vehicle; or, the first The detection direction of the radar is a right direction orthogonal to the traveling direction of the first vehicle, and the detection direction of the second radar is a left direction orthogonal to the traveling direction of the first vehicle.
  • the processing module may be specifically configured to: determine the polarization direction of the first radar as the first angle according to the first signal. The number of times that the first signal is continuously received within a predetermined time is not less than the predetermined number of times, and the polarization direction of the first signal is the first angle or the second angle.
  • the processing module may be further configured to: before determining that the polarization direction of the first radar is the first angle, configure the first radar to alternately transmit the radar signal with the polarization direction being the first angle and the second angle until Within a predetermined time, the first signal is continuously received a predetermined number of times.
  • This embodiment first configures the first radar to alternately transmit radar signals at a first angle and a second angle of polarization.
  • a first signal is received a predetermined number of times within a predetermined time, the first radar is determined At an angle, the radar signal is transmitted according to the polarization direction of the first radar.
  • the first radar is opposite to the detection direction of the second radar located in the first vehicle.
  • the polarization direction of the second radar is the second angle.
  • One angle is orthogonal to the second angle. Since the first angle and the second angle are orthogonal, the mutual interference between vehicle radars can be effectively reduced.
  • the processing module when used to determine the polarization direction of the first radar as the first angle according to the first signal, the following two possible designs can be implemented:
  • the polarization direction of the first radar is determined as the first angle.
  • the first signal is continuously received by the second radar within a predetermined time no less than a predetermined number of times, and the polarization direction of the first signal is the first angle.
  • the polarization direction of the first radar is determined as the first angle.
  • the first signal is continuously received by the first radar within a predetermined time no less than a predetermined number of times, and the polarization direction of the first signal is the second angle.
  • the processing module may also be used to: determine the polarization direction of the first radar Switch to the second angle.
  • the polarization direction of the second radar is switched to the first angle.
  • an embodiment of the present application provides an apparatus, which is applied to the first radar.
  • the device includes: a memory and a processor.
  • the memory stores a computer program executable by the processor; when the computer program is executed by the processor, the method according to any one of the first aspect is implemented.
  • an embodiment of the present application provides a computer-readable storage medium, where the computer-readable storage medium stores a computer program, and the computer program includes at least one piece of code, and the at least one piece of code can be executed by a processor so that the computer is implemented as The method of any aspect.
  • an embodiment of the present application provides a program that, when executed by a computer, implements the method described in any one of the above first aspects.
  • the above program may be stored in whole or in part on a storage medium packaged with the processor, or in part or in whole on a memory that is not packaged with the processor.
  • the above processor may be a chip.
  • an embodiment of the present application provides a computer program product, including program instructions, which are used to be executed to implement any of the methods described above.
  • an embodiment of the present application provides a chip, including: a processing module and a communication interface.
  • the processing module cooperates with the communication interface to perform any of the above methods.
  • the chip further includes a storage module (eg, a memory), the storage module is used to store instructions, the processing module is used to execute the instructions stored by the storage module, and the instructions stored in the storage module are executed to implement the first aspect described above Either way.
  • a storage module eg, a memory
  • the storage module is used to store instructions
  • the processing module is used to execute the instructions stored by the storage module
  • the instructions stored in the storage module are executed to implement the first aspect described above Either way.
  • an embodiment of the present application provides a radar, including: a transmitting antenna, a receiving antenna, and a processor.
  • the processor, transmitting antenna, and receiving antenna cooperate to enable the radar to implement the method according to any one of the first aspects.
  • the radar may further include a memory for storing instructions, and a processor for executing the instructions stored in the memory, and the execution of the instructions stored in the memory causes the radar to implement any method as in the first aspect.
  • FIG. 1 is a schematic diagram of a vehicle equipped with ADAS traveling on a city road according to an embodiment of the present application;
  • Figure 2 is a schematic diagram of the local coordinate system of the vehicle-mounted radar
  • Figure 3 is a schematic diagram of the electric field component of a linearly polarized wave
  • Figure 4 is a schematic diagram of the electric field components and electric field vectors of the linearly polarized waves (first and third quadrants);
  • Figure 5 is another schematic diagram of the electric field components and electric field vectors of the linearly polarized waves (two and four quadrants);
  • FIG. 6 is a flowchart of a radar signal processing method provided by an embodiment of this application.
  • FIG. 8 shows the mutual interference between different vehicle radars in the same lane and vehicle following scenario
  • FIG. 10 shows the mutual interference between different vehicle radars in the reverse side-by-side driving scenario
  • Figure 11 shows the mutual interference between the vehicle side radar and the front / rear radar in different lanes
  • FIG. 12 shows the mutual interference between on-vehicle radars driving on the right of a two-way multi-lane road
  • Figure 13 shows the polarization direction of the vehicle-mounted radar when the vehicle is started
  • 16 is a schematic block diagram of a radar signal processing device provided by an embodiment of the present application.
  • 17 is a schematic block diagram of a radar signal processing device according to another embodiment of the present application.
  • FIG. 1 is a schematic diagram of an ADAS-equipped vehicle traveling on a city road according to an embodiment of the present application.
  • vehicles equipped with ADAS can detect vehicles, non-motor vehicles, pedestrians, buildings, trees, traffic lights and other objects around the vehicle through on-board radar.
  • Non-motor vehicles include but are not limited to bicycles.
  • Motor vehicles include motorcycles and so on.
  • BSD that is, blind spot monitoring (Blind Spot Detection);
  • ACC namely Adaptive Cruise Control (Adaptive Cruise Control);
  • collision Warning System the collision warning system
  • the fan-shaped area marked with these abbreviations is used to indicate the effective range of the corresponding function.
  • the purpose of the embodiments of the present application is to reduce the problem of mutual interference between vehicle-mounted radars, so that the signal-to-noise ratio at the receiver is maintained at a certain level, thereby ensuring the detection distance and detection accuracy of the vehicle-mounted radars.
  • the reduction of mutual interference between vehicle-mounted radars can be achieved through various technical means, such as polarization, time domain, frequency domain, space domain, code domain and other methods.
  • the polarization method involves the polarization characteristics of electromagnetic waves and antennas. Whether it is a millimeter wave emitted by a millimeter wave radar (that is, a radar signal emitted by a millimeter wave mine), or a laser emitted by a laser radar (that is, a radar signal emitted by a laser mine) are electromagnetic waves, and the difference is only that their respective wavelengths are different.
  • the electric field E and the magnetic field H of the plane electromagnetic wave are perpendicular to each other and to the direction in which the plane electromagnetic wave propagates.
  • the local coordinate system (LCS) of the vehicle-mounted radar concerned is first established, as shown in FIG. 2.
  • the direction of electromagnetic wave radiation that is, the propagation direction of the radar signal, is the positive direction of the z-axis, and the oscillation of the electromagnetic field is carried out in the xoy plane.
  • the angle descriptions mentioned later are carried out in the local coordinate system of the vehicle radar without special instructions.
  • the polarization of the electromagnetic wave is used to describe the change of the electric field E / magnetic field H direction during the propagation of the electromagnetic wave.
  • the electric field E and the magnetic field H have two components on the equal phase surface.
  • the electric field E will be discussed as an example below. Let electromagnetic waves propagate along the positive direction of the z-axis.
  • ⁇ is the angular frequency of electromagnetic wave propagation
  • c is the speed of electromagnetic wave propagation along the z-axis (speed of light).
  • Polarization refers to the electric field vector The trajectory of the sagittal end of the space-time fixed point in time. If the sagittal trajectory is a straight line, the electromagnetic wave is called a linear polarized wave; if the sagittal trajectory is a circle, the electromagnetic wave is called a circular polarized wave; if the sagittal trajectory is an ellipse, the electromagnetic wave is called an elliptical polarized wave.
  • the embodiments of the present application only concern linearly polarized waves, so only a detailed description of the linearly polarized waves will be given below.
  • ⁇ is a constant greater than 0.
  • the magnitude of the electric field strength of the synthesized electromagnetic wave changes sinusoidally with time t, while the direction of the synthesized electromagnetic wave electric field maintains a constant angle with the x axis, that is, the direction remains unchanged, indicating the electric field vector
  • the trajectory of the sagittal end is a straight line, and this electromagnetic wave is called a linearly polarized wave.
  • ⁇ is a constant less than 0.
  • the polarization characteristics of an antenna are defined by the polarization characteristics of the electromagnetic waves radiated by the antenna.
  • the antenna is called a +45 degree linearly polarized antenna.
  • the polarization direction can be used to describe the polarization characteristics of a linearly polarized antenna.
  • a +45 degree linearly polarized antenna means that the polarization direction of the antenna is +45 degrees.
  • the power of the received signal will change due to the difference in the polarization directions of the two.
  • the angle between the polarization direction of the received electromagnetic wave and the polarization direction of the receiving antenna is ⁇
  • the power loss due to the polarization mismatch is described by the polarization loss factor (Polarization Loss Factor, PLF):
  • embodiments of the present application provide a radar signal processing method, device, and storage medium, which can effectively reduce between vehicles driving in the same lane in the same direction, and vehicles driving in different lanes in the same direction under typical unmanned driving scenarios. Between vehicles driving in different lanes, radar signals interfere with each other.
  • FIG. 6 is a flowchart of a radar signal processing method provided by an embodiment of the present application.
  • an embodiment of the present application provides a radar signal processing method, which may be executed by a radar signal processing device.
  • the radar signal processing device may be implemented in software and / or hardware.
  • the radar signal processing device may be an entity for receiving or transmitting radar signals, for example, a vehicle-mounted radar; or, the radar signal processing device may be a control module for controlling at least one vehicle-mounted radar to transmit and receive signals.
  • the first radar will be described as an example of a radar signal processing device.
  • the radar signal processing method includes the following steps:
  • the first radar is located in the first vehicle.
  • the first radar may be a radar that detects any direction on the first vehicle.
  • the number of the first radar may be one or more.
  • the plurality includes two or more.
  • a wired polarization antenna is provided on the first radar, and the linear polarization antenna has a polarization direction.
  • the first radar determines that its polarization direction is the first angle.
  • the polarization direction of the first radar may be preset to a first angle.
  • the pre-configuration includes two possible implementation methods:
  • the first radar is designed to only support the polarization direction at the first angle. That is, the factory-set polarization direction of the first radar is the first angle. This kind of first radar cannot realize the polarization direction of other angles.
  • the first radar may be installed at a corresponding position of the vehicle according to actual vehicle design and / or traffic planning / laws and regulations to perform corresponding direction detection during driving.
  • the first radar is designed to support multiple polarization directions at various angles.
  • the first radar can be installed at any position of the vehicle, and then the polarization direction of the first radar is configured or set according to the direction it is designed to detect during the driving of the vehicle as the first angle. Further optionally, if the detection direction of the radar needs to be changed, the polarization direction of the first radar may be reconfigured or set. This design can make the use of radar more flexible and the application scenarios are more extensive. It should be noted here that, according to the design of the first radar and the requirements of specific scenarios, the polarization direction of the first radar may be changed.
  • the polarization direction of the first radar is the first angle, which is a configuration for the corresponding detection direction and generally does not change. Especially during the driving of the first vehicle, the polarization direction of the first radar will not change.
  • the first angle may be 0 degrees or 90 degrees.
  • S602 Transmit a radar signal according to the polarization direction of the first radar.
  • the antenna of the first radar can transmit / receive radar signals, and the first radar uses the same polarization direction when transmitting and receiving radar signals.
  • first radar is opposite to the detection direction of the second radar located in the first vehicle, and the polarization direction of the second radar is the second angle.
  • the first angle and the second angle are orthogonal, that is, the angle difference between the first angle and the second angle is 90 degrees.
  • the detection direction of the first radar is the forward direction of the driving direction of the first vehicle
  • the detection direction of the second radar is the backward direction of the first vehicle
  • the detection direction of the first radar is the backward direction of the driving direction of the first vehicle
  • the detection direction of the second radar is the forward direction of the first vehicle
  • first angle and the second angle are orthogonal, which means that the angles of the polarization directions are orthogonal.
  • the first angle of the first radar when transmitting / receiving radar signals is orthogonal to the second angle of the second radar when transmitting / receiving radar signals.
  • the second angle is 90 degrees; or, when the first angle is 90 degrees, the second angle is 0 degrees, and so on.
  • both the vehicle 10 and the vehicle 20 set in the middle lane can be used as the first vehicle.
  • the first radar is provided in the forward direction of the vehicle 10, the detection direction of the first radar is the forward direction of the vehicle 10, and the polarization direction of the first radar is the first angle;
  • the second radar is provided in the backward direction of the vehicle 10, The detection direction of the second radar is the backward direction of the vehicle 10, the second radar polarization direction is the second angle, and the first angle is orthogonal to the second angle.
  • the first radar of the vehicle 20 is provided in the forward direction, the detection direction of the first radar is the forward direction of the vehicle 20, and the polarization direction of the first radar is the first angle;
  • Two radars the detection direction of the second radar is the rear direction of the vehicle 20, the second radar polarization direction is the second angle, and the first angle is orthogonal to the second angle.
  • the vehicle 20 is located on the rear side of the vehicle 10, and the polarization direction of the first radar disposed forward of the vehicle 20 is orthogonal to the polarization direction of the second radar disposed rearward of the vehicle 10. Therefore, Both the second radar of the vehicle 10 and the first radar of the vehicle 20 do not interfere with each other.
  • the above example uses the first radar to detect the forward direction of the first vehicle and the second radar to detect the backward direction of the first vehicle as an example to illustrate that the radar signals between vehicles traveling in the same direction and the same lane do not interfere with each other.
  • the polarization direction of the first radar is first determined as the first angle, and then, the radar signal is transmitted according to the polarization direction of the first radar, wherein the first radar and the second radar located in the first vehicle detect The direction is opposite, the polarization direction of the second radar is the second angle, and the first angle and the second angle are orthogonal. Since the first angle and the second angle are orthogonal, the mutual interference between vehicle radars can be effectively reduced.
  • the first vehicle may further include a third radar and a fourth radar.
  • the polarization direction of the third radar and the fourth radar is a third angle.
  • the third angle is 45 degrees or -45 degrees.
  • the detection directions of the third radar and the fourth radar are respectively a left direction and a right direction orthogonal to the driving direction of the first vehicle.
  • the first radar, the second radar, and the third radar are respectively provided in front, rear, left, and right of the first vehicle And the fourth radar, so that the first vehicle can detect other vehicles in the forward direction, the backward direction, and the left and right directions orthogonal to the first vehicle's driving direction.
  • the vehicle-mounted radar is used for signal detection during road driving.
  • the polarization direction of the vehicle-mounted radar used to detect the same direction is the same, and the same direction here is for the vehicle driving direction It is used to detect forward, backward, left or right direction.
  • the polarization direction of the radar used for forward detection is uniform, such as 0 degrees, such as 90 degrees; and / or the polarization direction of the radar used for backward detection is uniform, for example 90 degrees, like 0 degrees.
  • the polarization directions of the radars used for left and right detection are the same, and are consistent for all vehicles, for example, 45 degrees; for example, -45 degrees.
  • the polarization direction of the first radar does not change during driving, and is a pre-configuration.
  • the polarization direction of the first radar can be changed during driving, and is dynamically changed during driving.
  • the first radar may be configured with an initial polarization direction as a reference during initial startup.
  • the radar signal processing method may include:
  • the first radar transmits the radar signal alternately with the polarization direction as the first angle and the second angle, which means that: at a certain time interval as the period, the first radar transmits with the polarization direction as the first angle in the first period Radar signal; in the second cycle, the first radar transmits the radar signal at the second angle of polarization; in the third cycle, the first radar transmits the radar signal at the first angle of polarization; in the fourth cycle , The first radar transmits the radar signal with the polarization direction as the second angle; and so on.
  • the number of times the first signal is continuously received within a predetermined time is not less than the predetermined number of times.
  • the preset time and the preset number of times may be specified by standards and / or traffic planning / legislation; or, the preset time and the preset number of times may also be set according to actual needs, depending on the actual situation.
  • this step can be understood as the initial configuration of the first vehicle after starting.
  • the first radar when the first vehicle is driving in a parking lot or the like, the first radar is configured to transmit the radar signal alternately with the polarization direction as the first angle and the second angle.
  • the first radar when the first vehicle is on an irregular road, the first radar is configured to transmit the radar signal alternately with the polarization direction as the first angle and the second angle.
  • the radar signal is processed through S702 and S703.
  • Step 702 Determine the polarization direction of the first radar as the first angle according to the first signal.
  • the detection direction of the first radar is the left direction orthogonal to the driving direction of the first vehicle. If the first radar continuously receives the first signal with a polarization direction of 0 degrees, the polarization direction of the first radar is 90 Degrees; optionally, the polarization direction of the second radar is 0 degrees. Wherein, the detection direction of the second radar is a right direction orthogonal to the traveling direction of the first vehicle. Optionally, the detection directions of the first radar and the second radar can be interchanged.
  • the polarization direction of the first radar is 90 degrees; optionally, the polarization direction of the second radar is 0 degrees.
  • Step 703 Transmit a radar signal according to the polarization direction of the first radar.
  • the antenna of the first radar can transmit / receive radar signals, and the first radar uses the same polarization direction when transmitting and receiving radar signals.
  • the number of times the first radar receives the first signal within a predetermined time may include the following situations:
  • the first radar is configured to transmit the radar signal alternately with the polarization direction as the first angle and the second angle.
  • the number of consecutive receptions of the first signal is equal to or more than the predetermined number of times. At this time, it is determined that the polarization direction of the first radar is the first angle, and the radar signal is transmitted according to the polarization direction of the first radar.
  • the continuous reception means that only a certain angle of electromagnetic waves is received within a period of time. For example, a first signal with a polarization direction of 0 degrees is received multiple times within a period of time, during which no other signal with any polarization direction (for example, 90 degrees) is received.
  • the first radar is first configured to transmit the radar signal alternately with the polarization direction as the first angle and the second angle, and when the first signal is received a predetermined number of times within a predetermined time, the polarization direction of the first radar is determined Is the first angle, and then, according to the polarization direction of the first radar, the radar signal is transmitted, wherein the first radar is opposite to the detection direction of the second radar located in the first vehicle, and the polarization direction of the second radar is the second angle ,
  • the first angle and the second angle are orthogonal. Since the first angle and the second angle are orthogonal, the mutual interference between vehicle radars can be effectively reduced.
  • determining the polarization direction of the first radar as the first angle according to the first signal may include the following two possible implementations:
  • determining the polarization direction of the first radar at the first angle according to the first signal may include: determining the polarization direction of the first radar at the first angle, where the first signal is at a predetermined time Inside, the number of consecutive receptions by the second radar is not less than a predetermined number of times, and the polarization direction of the first signal is the first angle.
  • the determination according to the first signal may be determined by a similar central controller and notified to the first radar, the “based on the first signal, determining the polarization direction of the first radar is the first angle” for the first A radar is indirect.
  • the first radar determines that the polarization direction of the first radar is the first angle, the number of times the first signal is continuously received by the second radar within a predetermined time is not less than a predetermined number of times, and the polarization direction of the first signal is The first angle.
  • determining the polarization direction of the first radar at the first angle according to the first signal may include: determining the polarization direction of the first radar at the first angle, where the first signal is at a predetermined During the time, the number of consecutive receptions by the first radar is not less than a predetermined number of times, and the polarization direction of the first signal is the second angle.
  • the determination according to the first signal may be determined by a similar central controller and notified to the first radar, the “based on the first signal, determining the polarization direction of the first radar is the first angle” for the first A radar is indirect.
  • the first radar determines that the polarization direction of the first radar is the first angle, the number of times the first signal is continuously received by the first radar within a predetermined time is not less than a predetermined number of times, and the polarization direction of the first signal is The second angle.
  • the radar signal processing method may further include: It is determined that the polarization direction of the first radar is switched to the second angle, and then, the first radar transmits the radar signal based on the second angle.
  • the polarization direction of the second radar is switched to the first angle, and thereafter, the second radar transmits the radar signal based on the first angle.
  • the change of the traveling direction of the first vehicle may occur when the first vehicle enters the regular road, or the first vehicle is located in the regular lane.
  • the road is only a roadway.
  • the road may include roadways and sidewalks.
  • the intersection may be specifically a crossroad, a T-shaped intersection, a roundabout, etc.
  • the vehicle-mounted radar may include at least one of the following radars: a vehicle-side radar, a vehicle-forward radar, and a vehicle-back radar.
  • the vehicle-side radar includes a left-side radar and a right-side radar.
  • the road takes a two-way multi-lane highway as an example
  • the detection direction is the first radar in the forward direction of the first vehicle, and its transmitting and receiving antenna uses a 0-degree linearly polarized antenna;
  • the transmitting and receiving antenna uses a 90-degree linearly polarized antenna.
  • the black circles in the circle indicate that the electromagnetic wave oscillates vertically to the ground, that is, 90-degree linear polarization, and the vertical line indicates that the electromagnetic waves oscillate parallel to the ground, that is, 0-degree linear polarization.
  • the angle difference ⁇ between the polarization direction of the interfering radar signal and the polarization direction of the transceiver antenna of the first vehicle is 90 degrees, which can minimize mutual interference.
  • the transmitting and receiving antennas of the third radar in the left direction orthogonal to the driving direction of the first vehicle and the transmitting and receiving antennas of the fourth radar in the right direction orthogonal to the driving direction of the first vehicle are both configured as +45 Degree linear polarization or -45 degree linear polarization.
  • both the transmitting and receiving antennas of the third radar and the fourth radar are configured with a +45 degree linear polarization, as shown in FIG. 9, between two vehicles traveling side by side in the same direction, a black circle plus a dotted line indicates that the electromagnetic wave is It oscillates on a plane that is perpendicular to the ground and parallel to the dashed line.
  • the black dots in the circle indicate the direction of the “polarization” of the linearly polarized wave.
  • the angle difference between the polarization direction of the interfering radar signal and the polarization direction of the transceiver antenna of the first vehicle is 90 Degrees, you can minimize mutual interference.
  • the angle difference ⁇ between the polarization direction of the interfering radar signal and the polarization direction of the transceiver antenna of the first vehicle is 90 degrees, which can minimize mutual interference.
  • the polarization direction of the interference radar signal can be different from that of the first vehicle.
  • the angle difference ⁇ of the polarization direction of the transmitting and receiving antenna is 45 degrees, thus providing a 3dB polarization interference cancellation effect.
  • the effect shown in FIG. 12 can be achieved in the scenario of a two-way multi-lane road driving to the right, and mutual interference can be eliminated between front and rear vehicles and side-by-side vehicles. Similarly, the same effect can be achieved in the road scene driving on the left.
  • the radar signal processing method provided by the embodiment of the present application can enable vehicles in a typical unmanned driving scenario to pass the reasonable configuration of the polarization direction of the on-board radar without explicit information collaboration
  • the direction of polarization reduces the mutual interference between vehicle-mounted radars.
  • the detection direction has nothing to do with the position of the radar on the vehicle.
  • the forward radar can be used to indicate the forward radar with the detection direction as the vehicle ’s driving direction.
  • the vehicle rearward radar indicates that the detection direction is the rearward radar of the vehicle's traveling direction
  • the vehicle's leftward direction radar indicates the detection direction is the leftward radar orthogonal to the vehicle's traveling direction
  • the vehicle's rightward radar indicates that the detection direction is the positive direction The right-hand radar to cross.
  • the road takes an urban road on the right side as an example, and the detection direction is the first radar on the left that is orthogonal to the driving direction of the first vehicle.
  • the transmitting and receiving antenna uses a 0-degree linearly polarized antenna; the detection direction is the same as the first
  • the right and second radars with orthogonal vehicle driving directions use 90-degree linearly polarized antennas; the forward and third radars with the detection direction as the first vehicle driving direction and the polarization direction are 45 degrees or -45 degrees ;
  • the detection direction is the backward fourth radar of the first vehicle driving direction, and its polarization direction is 45 degrees or -45 degrees.
  • the polarization directions of the third radar and the fourth radar are the same.
  • the first radar is configured to transmit radar signals alternately with a polarization direction of 0 degrees and 90 degrees
  • the second radar is configured to transmit radar signals alternately with a polarization direction of 90 degrees and 0 degrees.
  • the first vehicle detects the polarization direction of the on-board radar of the vehicle traveling in the same direction around the vehicle during driving. If, within the preset time configured, the first radar continuously receives the first signal a preset number of times (the polarization direction of the first signal is, for example, 0 degrees), the polarization direction of the first radar is determined according to the first signal It is 90 degrees, and the polarization direction of the second radar is determined to be 0 degrees.
  • vehicle 2 uses a left-facing radar receiving antenna to detect the polarization direction of the right-facing radar of the vehicle traveling in the same direction (vehicle 1), and adjusts the polarization direction of the left-facing radar of vehicle 2: when receiving When the signal reaches the maximum, it means that the polarization direction of the vehicle's right-facing radar of the vehicle 1 is detected.
  • vehicle 4 uses the vehicle left radar receiving antenna to detect the polarization direction of the vehicle right radar that drives the vehicle (vehicle 3) in the same direction. Therefore, the polarization direction of the left-side radar of the vehicle 2 and the polarization direction of the left-side radar of the vehicle 1 are aligned.
  • the polarization direction of the on-board radar remains unchanged.
  • the polarization direction of the left radar and the right radar of the vehicle are changed.
  • the vehicle passes through the intersection the path 11 goes straight through the intersection, the path 12 turns right through the intersection, and the path 13 turns left through the intersection.
  • the polarization directions of the vehicle left radar and the vehicle right radar change.
  • the vehicle turns around and changes the polarization direction of the vehicle's left radar and the vehicle's right radar.
  • the radar signal processing method provided by the embodiment of the present application can enable a vehicle in an unmanned driving scenario to adjust the polarization direction of the vehicle radar according to different driving behaviors of the vehicle, without explicit information collaboration.
  • the direction of polarization reduces the mutual interference between vehicle-mounted radars.
  • the radar signal processing method provided by the embodiment of the present application is described in detail above, and the radar signal processing device provided by the embodiment of the present application will be described below.
  • FIG. 16 is a schematic block diagram of a radar signal processing apparatus provided by an embodiment of the present application.
  • the radar signal processing device 1400 of the embodiment of the present application may be the first radar in the foregoing method embodiment, or may be one or more chips in the first radar.
  • the radar signal processing device 1400 may be used to perform part or all of the functions of the first radar in the foregoing method embodiments.
  • the radar signal processing device 1400 may include a processing module 1410 and a transceiver module 1420.
  • the radar signal processing device 1400 may further include a storage module 1430.
  • the processing module 1410 may be used to perform the step of “determining the polarization direction of the first radar as the first angle” in the foregoing method embodiment.
  • the transceiver module 1420 may be used to perform the step of “transmitting a radar signal according to the polarization direction of the first radar” in the foregoing method embodiment.
  • the radar signal processing device 1400 may also be configured as a general-purpose processing system, such as a chip, and the processing module 1410 may include: one or more processors that provide processing functions; the transceiver module 1420 may be, for example, an input / output module. The output interface, pin or circuit, etc.
  • the input / output interface can be used to exchange information between the chip system and the outside world.
  • the input / output interface can output the matching result obtained by the processing module 1410 to other modules outside the chip. deal with.
  • the processing module 1410 can execute computer-executed instructions stored in the storage module 1430 to implement the function of the first radar in the foregoing method embodiment.
  • the optional storage module 1430 included in the radar signal processing device 1400 may be a storage unit within the chip, such as a register, a cache, etc.
  • the storage module 1430 may also be located outside the chip within the UE Storage unit, such as read-only memory (read-only memory, ROM) or other types of static storage devices that can store static information and instructions, random access memory (random access memory, RAM), etc.
  • FIG. 17 is a schematic block diagram of a radar signal processing device provided by another embodiment of the present application.
  • the radar signal processing device 1500 of the embodiment of the present application may be the first radar in the above method embodiment, and the radar signal processing device 1500 may be used to perform part or all of the functions of the first radar in the above method embodiment.
  • the radar signal processing device 1500 may include a processor 1510, a baseband circuit 1530, a radio frequency circuit 1540, and an antenna 1550.
  • the radar signal processing device 1500 may further include a memory 1520.
  • the various components of the radar signal processing device 1500 are coupled together through a bus 1560, where the bus system 1560 includes a power bus, a control bus, and a status signal bus in addition to the data bus.
  • various buses are marked as the bus system 1560 in the figure.
  • the processor 1510 may be used to control the first radar, to perform the processing performed by the first radar in the foregoing embodiment, may perform the processing procedure related to the first radar in the foregoing method embodiment, and / or may be used for Other processes of the described technology can also run an operating system, be responsible for managing the bus, and can execute programs or instructions stored in memory.
  • the baseband circuit 1530, the radio frequency circuit 1540, and the antenna 1550 may be used to support information transmission and reception between the first radar and other radars involved in the foregoing embodiments to support wireless communication between the first radar and other radars.
  • the memory 1520 may be used to store program codes and data at the sending end, and the memory 1520 may be the storage module 1430 in FIG. 16. It can be understood that the baseband circuit 1530, the radio frequency circuit 1540, and the antenna 1550 may also be used to support the first radar to communicate with other entities, for example, to support the first radar to communicate with other radars.
  • the memory 1520 in FIG. 17 is shown as being separate from the processor 1510, however, it is easily understood by those skilled in the art that the memory 1520 or any part thereof may be located outside the radar signal processing device 1500.
  • the memory 1520 may include a transmission line, and / or a computer product separate from the wireless node, and these media may be accessed by the processor 1510 through the bus interface 1560.
  • the memory 1520 or any part thereof may be integrated into the processor 1510, for example, it may be a cache and / or general purpose registers.
  • FIG. 15 only shows the simplified design of the first radar.
  • the first radar may include any number of transmitters, receivers, processors, memories, etc., and all the first radars that can implement this application are within the scope of protection of this application.
  • the radar signal processing device can also be implemented using the following: one or more field-programmable gate arrays (FPGA), programmable logic devices (programmable logic device (PLD) , Controllers, state machines, gate logic, discrete hardware components, any other suitable circuits, or any combination of circuits capable of performing the various functions described throughout this application.
  • FPGA field-programmable gate arrays
  • PLD programmable logic device
  • Controllers state machines
  • gate logic discrete hardware components
  • discrete hardware components any other suitable circuits, or any combination of circuits capable of performing the various functions described throughout this application.
  • the processor involved in the radar signal processing device 1500 may be a general-purpose processor, such as a general-purpose central processing unit (CPU), a network processor (NP), a microprocessor, etc., or may be a specific application Integrated circuit (application-specific integrated circBIt, ASIC), or one or more integrated circuits used to control the execution of the program procedures of this application. It can also be a digital signal processor (Digital Signal Processor, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components.
  • DSP Digital Signal Processor
  • FPGA Field-Programmable Gate Array
  • the controller / processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of DSP and microprocessor, and so on.
  • the processor usually performs logical and arithmetic operations based on program instructions stored in the memory.
  • the memory involved in the radar signal processing device 1500 may also store an operating system and other application programs.
  • the program may include program code, and the program code includes computer operation instructions.
  • the above-mentioned memory may be read-only memory (ROM), other types of static storage devices that can store static information and instructions, random access memory (random access memory, RAM), storable information and Instruction of other types of dynamic storage devices, disk storage, etc.
  • the memory may be a combination of the above storage types.
  • the above computer-readable storage medium / memory may be in the processor, or may be distributed outside the processor, or distributed on multiple entities including the processor or the processing circuit.
  • the above-mentioned computer-readable storage medium / memory may be embodied in a computer program product.
  • a computer program product may include a computer-readable medium in packaging materials.
  • An embodiment of the present application further provides a radar, which includes a transceiver antenna and a processor.
  • the radar may also include a memory.
  • the transceiver antenna may include a receiving antenna and a transmitting antenna. Among them, the receiving antenna and the transmitting antenna may be set independently, or may be integrated into a receiving and transmitting antenna to perform corresponding receiving and transmitting functions.
  • the memory may be used to store radar program codes and data, and the memory may be the storage module 1430 in FIG. 16.
  • the processor may be used to execute the program code stored in the memory to implement the steps in the foregoing method embodiments. For example, the processor may be used to perform the step of “determining the polarization direction of the first radar as the first angle” in the foregoing method embodiment; the transceiver may be used to perform the “according to the first A radar polarization direction, the step of transmitting radar signals ".
  • the radar may be any radar mentioned in the above embodiments.
  • An embodiment of the present application further provides a computer-readable storage medium that stores a computer program, the computer program includes at least one piece of code, and at least one piece of code can be executed by a computer to control the computer to execute as described in any of the above embodiments Methods.
  • An embodiment of the present application further provides a chip, including: a processing module and a communication interface.
  • the processing module can execute the method flow in any of the above method embodiments.
  • the chip may further include a storage module (eg, a memory), the storage module is used to store instructions, the processing module is used to execute the instructions stored by the storage module, and execution of the instructions stored in the storage module causes the processing module to perform Method flow in a method embodiment.
  • a storage module eg, a memory
  • Embodiments of the present application provide a program or a computer program product including program instructions.
  • the processor When the program instructions are executed by a processor, the processor will cause the processor to implement the method flow in any of the foregoing method embodiments.
  • the above program instructions may be stored in whole or in part on a storage medium packaged with the processor, or in part or in whole on a memory that is not packaged with the processor.
  • the above processor may be a chip.
  • the disclosed system, device, and method may be implemented in other ways.
  • the device embodiments described above are only schematic.
  • the division of the units is only a division of logical functions.
  • there may be other divisions for example, multiple units or components may be combined or Can be integrated into another system, or some features can be ignored, or not implemented.
  • the displayed or discussed mutual coupling or direct coupling or communication connection may be indirect coupling or communication connection through some interfaces, devices or units, and may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or may be distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.
  • the above integrated unit can be implemented in the form of hardware or software function unit.

Abstract

提供一种雷达信号处理方法、装置及存储介质，应用于第一雷达，此方法包括：确定第一雷达的极化方向为第一角度（S601），第一雷达位于第一车辆；根据第一雷达的极化方向，发射雷达信号（S602）；第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度；其中，第一角度和第二角度正交。由此可降低车载雷达之间的互干扰。

Description

雷达信号处理方法、装置及存储介质
本申请要求于2018年10月25日提交中国专利局、申请号为201811252196.8、申请名称为“雷达信号处理方法、装置及存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请实施例涉及雷达技术，尤其涉及一种雷达信号处理方法、装置及存储介质。
背景技术
在先进驾驶辅助系统(Advanced Driver Assistant Systems，ADAS)中，车载雷达作为一种重要的传感器，用于探测车辆周围的目标，例如，行人、车辆等。具体地：车载雷达的发射机产生电磁波，并通过天线定向辐射该电磁波；目标将被截取的电磁波向各方向散射，其中部分散射的电磁波(即目标回波信号)朝向车载雷达接收方向；车载雷达通过天线收集到该部分散射的电磁波，并反馈给车载雷达的接收机；接收机将该部分散射的电磁波进行放大等信号处理，即可获得目标检测信息。之后，车载雷达将目标检测信息作为输入，传输给无人驾驶相关处理模块，即可用于无人驾驶后续功能的实现。
在上述目标探测过程中，车载雷达对目标的探测是基于目标回波信号的(双程)，而干扰车载雷达的干扰信号如果是直射传播到接收机的(单程)。该目标回波信号和干扰信号二者在路程上的差异造成的路径损耗差异，再加上反映目标散射特性的雷达截面积(Radar Cross Section，RCS)造成的目标反射能量的损失，会使得接收机收到的干扰信号远远大于目标回波信号。若要保证车载雷达的探测距离和探测精度，接收机处的信噪比需要保持在一定水平上。因此，如何使得接收机处的信噪比保持在一定水平上，显得至关重要。
另外，随着车载雷达渗透率的提升，车载雷达之间的互干扰越来越严重，接收机处的信噪比的降低将会极大降低车载雷达的检测概率，或提升车载雷达的虚警概率，对安全或舒适性造成不可忽视的影响。因此，需降低车载雷达之间的互干扰问题。
发明内容
本申请实施例提供一种雷达信号处理方法、装置及存储介质，以降低车载雷达之间的互干扰。
第一方面，本申请实施例提供一种雷达信号处理方法，应用于第一雷达。该雷达信号处理方法包括：确定第一雷达的极化方向为第一角度，第一雷达位于第一车辆；根据第一雷达的极化方向，发射雷达信号。其中，第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度；第一角度和第二角度正交。
可选地，第一角度为0度或者90度。与第一角度相对应，当第一角度为0度，第 二角度为90度；或，当第一角度为90度，第二角度为0度。
上述实施例中，首先确定第一雷达的极化方向为第一角度，之后，根据第一雷达的极化方向，发射雷达信号，其中，第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度，第一角度和第二角度正交。由于第一角度和第二角度正交，因此，可有效降低车载雷达之间的互干扰。
一种可能的设计中，第一雷达与第二雷达的探测方向分别为第一车辆行驶方向的前向和后向。
进一步地，第一车辆还包括第三雷达和第四雷达，第三雷达和第四雷达的极化方向为第三角度。可选地，第三角度为45度或-45度。
可选地，第三雷达与第四雷达的探测方向分别为与第一车辆行驶方向正交的左向和右向。
另一种可能的设计中，第一雷达的探测方向为与第一车辆行驶方向正交的左向，第二雷达的探测方向为与第一车辆行驶方向正交的右向；或者，第一雷达的探测方向为与第一车辆行驶方向正交的右向，第二雷达的探测方向为与第一车辆行驶方向正交的左向。
在该可能的设计中，进一步地，所述确定第一雷达的极化方向为第一角度，可以包括：根据第一信号，确定第一雷达的极化方向为第一角度。其中，第一信号在预定时间内被连续接收到的次数不小于预定次数，第一信号的极化方向为第一角度或者第二角度。
可选地，在确定第一雷达的极化方向为第一角度之前，上述雷达信号处理方法还可以包括：配置第一雷达以极化方向为第一角度和第二角度交替发射雷达信号，直到在预定时间内，连续接收到预定次数的第一信号。
该实施例首先配置第一雷达以极化方向为第一角度和第二角度交替发射雷达信号，在预定时间内，接收到预定次数的第一信号时，确定第一雷达的极化方向为第一角度，之后，根据第一雷达的极化方向，发射雷达信号，其中，第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度，第一角度和第二角度正交。由于第一角度和第二角度正交，因此，可有效降低车载雷达之间的互干扰。
其中，上述根据第一信号，确定第一雷达的极化方向为第一角度，可以通过以下两种可能的设计实现：
第一种设计中：确定第一雷达的极化方向为第一角度。其中，第一信号在预定时间内，被第二雷达连续接收到的次数不小于预定次数，第一信号的极化方向为第一角度。
第二种设计中：确定第一雷达的极化方向为第一角度。其中，第一信号在预定时间内，被第一雷达连续接收到的次数不小于预定次数，第一信号的极化方向为第二角度。
在上述基础上，若第一车辆的行进方向发生改变，或者，第一车辆经过路口，确定第一雷达的极化方向为第一角度之后，该方法还可包括：确定第一雷达的极化方向切换为第二角度。对应地，将第二雷达的极化方向切换为第一角度。这里需要说明的是，第一雷达和第二雷达的极化方向的角度始终需要正交。
第二方面，本申请实施例提供一种装置，应用于第一雷达。该装置包括：处理模块和收发模块。其中，处理模块，用于确定第一雷达的极化方向为第一角度，第一雷达位于第一车辆；收发模块，用于根据第一雷达的极化方向，发射雷达信号。第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度。其中，第一角度和第二角度正交。
可选地，第一角度为0度或者90度。与第一角度相对应，当第一角度为0度，第二角度为90度；或，当第一角度为90度，第二角度为0度。
上述实施例中，首先确定第一雷达的极化方向为第一角度，之后，根据第一雷达的极化方向，发射雷达信号，其中，第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度，第一角度和第二角度正交。由于第一角度和第二角度正交，因此，可有效降低车载雷达之间的互干扰。
一种可能的设计中，第一雷达与第二雷达的探测方向分别为第一车辆行驶方向的前向和后向。
进一步地，第一车辆还包括第三雷达和第四雷达，第三雷达和第四雷达的极化方向为第三角度。可选地，第三角度为45度或-45度。
可选地，第三雷达与第四雷达的探测方向分别为与第一车辆行驶方向正交的左向和右向。
另一种可能的设计中，第一雷达的探测方向为与第一车辆行驶方向正交的左向，第二雷达的探测方向为与第一车辆行驶方向正交的右向；或者，第一雷达的探测方向为与第一车辆行驶方向正交的右向，第二雷达的探测方向为与第一车辆行驶方向正交的左向。
在该可能的设计中，进一步地，所述处理模块可以具体用于：根据第一信号，确定第一雷达的极化方向为第一角度。其中，第一信号在预定时间内被连续接收到的次数不小于预定次数，第一信号的极化方向为第一角度或者第二角度。
可选地，所述处理模块还可以用于：在确定第一雷达的极化方向为第一角度之前，配置第一雷达以极化方向为第一角度和第二角度交替发射雷达信号，直到在预定时间内，连续接收到预定次数的第一信号。
该实施例首先配置第一雷达以极化方向为第一角度和第二角度交替发射雷达信号，在预定时间内，接收到预定次数的第一信号时，确定第一雷达的极化方向为第一角度，之后，根据第一雷达的极化方向，发射雷达信号，其中，第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度，第一角度和第二角度正交。由于第一角度和第二角度正交，因此，可有效降低车载雷达之间的互干扰。
其中，所述处理模块在用于根据第一信号，确定第一雷达的极化方向为第一角度时，可以通过以下两种可能的设计实现：
第一种设计中：确定第一雷达的极化方向为第一角度。其中，第一信号在预定时间内，被第二雷达连续接收到的次数不小于预定次数，第一信号的极化方向为第一角度。
第二种设计中：确定第一雷达的极化方向为第一角度。其中，第一信号在预定时间内，被第一雷达连续接收到的次数不小于预定次数，第一信号的极化方向为第二角 度。
在确定第一雷达的极化方向为第一角度之后，若第一车辆的行进方向发生改变，或者，第一车辆经过路口，所述处理模块还可以用于：确定第一雷达的极化方向切换为第二角度。对应地，将第二雷达的极化方向切换为第一角度。
第三方面，本申请实施例提供一种装置，应用于第一雷达。该装置包括：存储器和处理器。其中，存储器上存储有可供处理器执行的计算机程序；当所述计算机程序被处理器执行时实现如第一方面任一所述的方法。
第四方面，本申请实施例提供一种计算机可读存储介质，计算机可读存储介质存储有计算机程序，计算机程序包含至少一段代码，该至少一段代码可由处理器执行，以使得计算机实现如第一方面任一所述的方法。
第五方面，本申请实施例提供一种程序，该程序在被计算机执行时实现以上第一方面任一所述的方法。
其中，上述程序可以全部或者部分存储在与处理器封装在一起的存储介质上，也可以部分或者全部存储在不与处理器封装在一起的存储器上。
可选地，上述处理器可以为芯片。
第六方面，本申请实施例提供一种计算机程序产品，包括程序指令，程序指令用于被执行以实现如上所述的任一项方法。
第七方面，本申请实施例提供了一种芯片，包括：处理模块与通信接口。该处理模块与通信接口配合以执行以上任一方法。
进一步地，该芯片还包括存储模块(如，存储器)，存储模块用于存储指令，处理模块用于执行存储模块存储的指令，并且对存储模块中存储的指令的执行以实现上述第一方面中任一方法。
第八方面，本申请实施例提供了一种雷达，包括：发射天线、接收天线和处理器。该处理器、发射天线、接收天线配合以使得所述雷达实现如第一方面任一所述的方法。
可选地，该雷达还可以包括存储器，用于存储指令，处理器用于执行存储器存储的指令，并且对存储器中存储的指令的执行使得雷达实现如第一方面任一方法。
本申请的这些和其它方面在以下(多个)实施例的描述中会更加简明易懂。
附图说明
图1为本申请一实施例提供的装备有ADAS的车辆在城市道路行驶的示意图；
图2为车载雷达的局部坐标系的示意图；
图3为线极化波的电场分量的示意图；
图4为线极化波的电场分量及电场矢量的一示意图(一、三象限)；
图5为线极化波的电场分量及电场矢量的另一示意图(二、四象限)；
图6为本申请一实施例提供的雷达信号处理方法的流程图；
图7为本申请另一实施例提供的雷达信号处理方法的流程图；
图8示出同车道跟车场景下不同车载雷达之间的互干扰情况；
图9示出同向并排行驶场景下不同车载雷达之间的互干扰情况；
图10示出反向并排行驶场景下不同车载雷达之间的互干扰情况；
图11示出不同车道上，车侧雷达与车前/后雷达之间的互干扰情况；
图12示出双向多车道靠右行驶公路车载雷达之间的互干扰情况；
图13示出车辆启动时车载雷达的极化方向；
图14示出车辆行驶途中经过路口时车载雷达的极化方向改变情况；
图15示出车辆调头时车载雷达的极化方向改变情况；
图16为本申请一实施例提供的雷达信号处理装置的示意性框图；
图17为本申请另一实施例提供的雷达信号处理装置的示意性框图。
具体实施方式
应当理解，本文中使用的术语“和/或”仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。
本申请实施例可以应用于ADAS等涉及雷达信号的系统。图1为本申请一实施例提供的装备有ADAS的车辆在城市道路行驶的示意图。如图1所示，装备有ADAS的车辆可以通过车载雷达对车辆周围的机动车，非机动车，行人，建筑，树木和交通信号灯等物体进行探测，其中，非机动车包括但不限于自行车，机动车包括摩托车等。
另外，对图1中出现的缩写进行说明：
BSD，即盲点监测(Blind Spot Detection)；
LCA，即并线辅助(Lane Change Assist)；
ACC，即自适应巡航控制(Adaptive Cruise Control)；
CWS，即碰撞告警系统(Collision Warning System)。
标识有该些简写的扇形区域用于表示对应功能的有效范围。
如前所述，本申请实施例的目的在于降低车载雷达之间的互干扰问题，以使得接收机处的信噪比保持在一定水平上，从而保证车载雷达的探测距离和探测精度。而降低车载雷达之间的互干扰可通过多种技术手段实现，例如极化、时域、频域、空域、码域等方法。
其中，极化方法涉及电磁波和天线的极化特性。不论是毫米波雷达发射的毫米波(即毫米波雷发射的雷达信号)，还是激光雷达发射的激光(即激光雷发射的雷达信号)都属于电磁波，区别只是各自的波长不同。平面电磁波的电场E和磁场H彼此垂直并且与平面电磁波传播的方向垂直。
为便于后文的描述，先建立所关注的车载雷达的局部坐标系(Local coordinate systems，LCS)，如图2所示。电磁波辐射方向，也就是雷达信号的传播方向，为z轴正方向，而电磁场的震荡则在xoy平面内进行。后文涉及的角度描述，没有特殊说明都是在车载雷达的局部坐标系下进行的。
电磁波的极化用于描述在电磁波传播过程中电场E/磁场H方向的变化。一般情况下，电场E、磁场H在等相位面上有两个分量，下面以电场E为例讨论。设电磁波沿z轴正方向传播。
Figure PCTCN2019112033-appb-000001
Figure PCTCN2019112033-appb-000002
Figure PCTCN2019112033-appb-000003
和
Figure PCTCN2019112033-appb-000004
则分别是两个投影分量的相位，ω是电磁波传播的角频率，c是电磁波沿z轴传播的速度(光速)。
极化是指电场矢量
Figure PCTCN2019112033-appb-000005
的矢端在空间固定点上随时间的变化所描绘的轨迹。若矢端轨迹是一条直线，称该电磁波为线极化波；若矢端轨迹是圆，称该电磁波为圆极化波；若矢端轨迹为椭圆，称该电磁波为椭圆极化波。本申请实施例只涉及线极化波，所以下面仅给出线极化波的详细描述。
线极化波：
(1)若E x、E y相位相同，即
Figure PCTCN2019112033-appb-000006
则
Figure PCTCN2019112033-appb-000007
Figure PCTCN2019112033-appb-000008
设初始相位
Figure PCTCN2019112033-appb-000009
在z＝0的等相位面上有：
Figure PCTCN2019112033-appb-000010
其中，线极化波的电场分量如图3所示。
合成电磁波电场场强大小为：
Figure PCTCN2019112033-appb-000011
如图4所示，合成电磁波电场场强的方向用电场矢量
Figure PCTCN2019112033-appb-000012
与x轴的夹角表示为：
Figure PCTCN2019112033-appb-000013
则α是一个大于0的常数。
可以看出，合成电磁波电场强度的大小随时间t作正弦变化，而合成电磁波电场的方向与x轴保持恒定的夹角，即方向不变，说明电场矢量
Figure PCTCN2019112033-appb-000014
的矢端轨迹为一条直线，这种电磁波称为线极化波。
如图4所示，若E x、E y相位幅度都相同，则根据(1.3)，(1.4)有E xm＝E ym，α＝45度时，称该线极化波为+45度线极化波。
(2)若E x、E y相位差为π，即
Figure PCTCN2019112033-appb-000015
设初始相位
Figure PCTCN2019112033-appb-000016
在z＝0的等相位面上有：
Figure PCTCN2019112033-appb-000017
合成电磁波电场场强大小为：
Figure PCTCN2019112033-appb-000018
如图5所示，合成电磁波电场场强的方向用电场矢量
Figure PCTCN2019112033-appb-000019
与x轴的夹角表示为：
Figure PCTCN2019112033-appb-000020
则α是一个小于0的常数。
如图5所示，若E x、E y相位差π，幅度相同，则根据(1.6)，(1.7)有E xm＝E ym，α＝-45度时，称该线极化波为-45度线极化波。
另外，若合成电磁波的电场矢量
Figure PCTCN2019112033-appb-000021
只在x方向上变化，即
Figure PCTCN2019112033-appb-000022
则称其为水平线极化波，用0度线极化波表示；若合成电磁波的电场矢量
Figure PCTCN2019112033-appb-000023
只在y方向上变化，即
Figure PCTCN2019112033-appb-000024
则称其为垂直线极化波，用90度线极化波表示。
基于以上电磁波极化的描述，下面给出天线极化的概念。天线的极化特性是以天线辐射的电磁波的极化特性来定义的。例如，如果天线辐射的电磁波是+45度线极化波，则称该天线为+45度线极化天线。通常可以用极化方向来描述线极化天线的极化特征，例如，+45度线极化天线即该天线的极化方向为+45度。
当收发线极化天线在传递电磁波时，会由于两者极化方向的差别而造成接收信号的功率的变化。一般的，对于接收电磁波的极化方向与接收天线极化方向相差角度为φ时，这种由于极化的不匹配造成的功率损失由极化损失因子(Polarization Loss Factor，PLF)描述：
L pol＝cos 2φ      (1.8)
则P rpl＝P r×L pol＝P r×cos 2φ，其中P r是电磁波到达接收天线处的信号功率值，P rpl是接收天线考虑接收极化损失后的信号功率值。则，当φ＝0度时，接收信号没有极化损失，当φ＝90度时，接收信号会因为极化的正交而完全损失掉。所以合理配置车载雷达天线的极化方向可以起到消除车载雷达之间互干扰的作用。
现有利用电磁波和天线的极化特性来解决车载雷达间互干扰问题的技术方案是使所有车辆的所有车载雷达的收发天线都使用+45度线极化天线。这种技术使得车载雷达的设计单一，无法适应更灵活的场景。因此，需要提供一种更加灵活的设计方式，以实现降低车载雷达之间的互干扰。
基于上述，本申请实施例提供一种雷达信号处理方法、装置及存储介质，可有效降低典型无人驾驶场景下，同向同车道行驶的车辆之间、同向不同车道行驶的车辆之间和对向不同车道行驶的车辆之间，雷达信号的互相干扰。
图6为本申请一实施例提供的雷达信号处理方法的流程图。如图6所示，本申请实施例提供一种雷达信号处理方法，该方法可以由雷达信号处理装置执行。该雷达信号处理装置可以通过软件和/或硬件的方式实现。示例性地，该雷达信号处理装置可以为用于接收或发射雷达信号的实体，例如，车载雷达；或者，该雷达信号处理装置可 以为用于控制至少一个车载雷达进行信号收发的控制模块。这里，以第一雷达作为雷达信号处理装置为例进行说明。
如图6所示，该雷达信号处理方法包括以下步骤：
S601、确定第一雷达的极化方向为第一角度。
其中，该第一雷达位于第一车辆。可选的，第一雷达可以为第一车辆上探测任意方向的雷达。另外，第一雷达的数量可以为1个或多个。其中，所述多个包括两个或两个以上。
第一雷达上设置有线极化天线，该线极化天线具有极化方向。对于该步骤，可以理解，第一雷达确定其极化方向为第一角度。可选的，所述第一雷达的极化方向可以被预先配置为第一角度。所述预先配置包含两种可能的实现方式：
第一种实现方式：所述第一雷达被设计为仅支持极化方向为第一角度。即第一雷达出厂设置的极化方向为第一角度。这种第一雷达无法实现其他角度的极化方向。本申请实施例中，该第一雷达可以根据实际的车辆设计和/或交通规划/法律法规的相关规定被安装在车辆的相应位置以在行驶过程中进行相应方向的探测。
第二种实现方式：所述第一雷达被设计为可以支持极化方向为多种角度。根据本申请实施例的阐述，该第一雷达可以被安装在车辆的任意位置，进而根据其被设计在车辆行驶过程中需要探测的方向而配置或设置该第一雷达的极化方向为第一角度。进一步可选的，若所述雷达的探测方向需要改变，则可以重新配置或设置所述第一雷达的极化方向。这种设计，可以使得雷达的使用更加灵活，应用的场景也更加广泛。这里需要说明的是，根据所述第一雷达的设计以及具体场景的需求，所述第一雷达的极化方向可以发生改变。本申请实施例对此不做具体限定，但是本申请该实施例中确定所述第一雷达的极化方向为第一角度，是对于相应的探测方向的配置，一般不会发生改变。尤其是在所述第一车辆的行驶过程中，所述第一雷达的极化方向不会改变。
一种可选的设计中，第一角度可以为0度或者90度。
S602、根据第一雷达的极化方向，发射雷达信号。
其中，第一雷达的天线可发射/接收雷达信号，且，所述第一雷达进行雷达信号收发时所采用的极化方向相同。
进一步，第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度。其中，第一角度和第二角度正交，即第一角度和第二角度的角度差为90度。
一种可能的实现中，第一雷达的探测方向为第一车辆行驶方向的前向，则第二雷达的探测方向为第一车辆的后向。
又一种可能的实现中，第一雷达的探测方向为第一车辆行驶方向的后向，则第二雷达的探测方向为第一车辆的前向。
这里需要说明的是，第一角度和第二角度正交，是指极化方向的角度正交。具体的，第一雷达在发射/接收雷达信号时的第一角度与第二雷达在发射/接收雷达信号时的第二角度正交。例如，当第一角度为0度时，第二角度为90度；或者，当第一角度为90度时，第二角度为0度，等等。
仍参考图1，设定位于中间车道的车辆10和车辆20均可以作为第一车辆。其中， 车辆10的前向设置有第一雷达，第一雷达的探测方向为车辆10的前向，第一雷达的极化方向为第一角度；该车辆10的后向设置有第二雷达，第二雷达的探测方向为车辆10的后向，第二雷达极化方向为第二角度，第一角度与第二角度正交。
与车辆10相同，车辆20的前向设置有第一雷达，第一雷达的探测方向为车辆20的前向，第一雷达的极化方向为第一角度；该车辆20的后向设置有第二雷达，第二雷达的探测方向为车辆20的后向，第二雷达极化方向为第二角度，第一角度与第二角度正交。
对于车辆10而言，车辆20位于车辆10的后侧，车辆20的前向设置的第一雷达的极化方向，与车辆10的后向设置的第二雷达的极化方向正交，因此，车辆10的第二雷达与车辆20的第一雷达二者互不干扰。
上述示例以第一雷达探测第一车辆的前向和第二雷达探测第一车辆的后向为例，说明同向同车道行驶的车辆之间雷达信号的互不干扰。
本申请实施例，首先确定第一雷达的极化方向为第一角度，之后，根据第一雷达的极化方向，发射雷达信号，其中，第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度，第一角度和第二角度正交。由于第一角度和第二角度正交，因此，可有效降低车载雷达之间的互干扰。
在上述实施例的基础上，进一步地，第一车辆还可以包括第三雷达和第四雷达。其中，第三雷达和第四雷达的极化方向为第三角度。可选的，第三角度为45度或-45度。
一种可选的设计中，第三雷达与第四雷达的探测方向分别为与第一车辆行驶方向正交的左向和右向。采用这种设计，可以避免同向不同车道行驶的车辆之间，和，对向不同车道行驶的车辆之间的雷达信号相互之间的干扰。关于雷达信号的互不干扰的描述，与上述示例类似，此处不再赘述。该情况下，当第一雷达与第二雷达的探测方向分别为第一车辆行驶方向的前向和后向时，第一车辆的前后左右分别设置有第一雷达、第二雷达、第三雷达和第四雷达，从而实现第一车辆对其行驶方向的前向、后向、与第一车辆行驶方向正交的左向和右向的其它车辆的探测。
在本申请该实施例中，车载雷达用于道路行驶中的信号探测，对于任何车辆来说，用于探测同一方向的车载雷达的极化方向是一致的，这里的同一方向是对于车辆行驶方向来说，用于探测前向、后向、左向或者右向。例如，对于所有车辆，用于前向探测的雷达的极化方向是统一的，例如0度，又如90度；和/或，用于后向探测的雷达的极化方向是统一的，例如90度，又如0度。进一步，用于左向和右向探测的雷达的极化方向相同，且对于所有车辆都是一致的，例如，均为45度；又如，均为-45度。
图7为本申请另一实施例提供的雷达信号处理方法的流程图。与图6所对应的实施例不同的是，图6所对应的实施例中，所述第一雷达的极化方向在行驶过程中不会改变，是一种预先配置。而该实施例中所述第一雷达的极化方向在行驶过程中是可以改变的，是在行驶过程中动态改变的。可选的，所述第一雷达可以被配置一个初始的极化方向，作为初始启动时的参考。
如图7所示，该雷达信号处理方法可以包括：
S701、配置第一雷达以极化方向为第一角度和第二角度交替发射雷达信号，直到在预定时间内，接收到预定次数的第一信号。
其中，第一雷达以极化方向为第一角度和第二角度交替发射雷达信号，是指：以一定时间间隔为周期，第一个周期内，第一雷达以极化方向为第一角度发射雷达信号；第二个周期内，第一雷达以极化方向为第二角度发射雷达信号；第三个周期内，第一雷达以极化方向为第一角度发射雷达信号；第四个周期内，第一雷达以极化方向为第二角度发射雷达信号；以此类推。
第一信号在预定时间内被连续接收到的次数不小于预定次数。该实施例中，预设时间和预设次数可以为标准和/或交通规划/法规规定的；或者，预设时间和预设次数也可以实际需求进行设置，具体视实际情况而定。
一种可选的设计中，该步骤可以理解为第一车辆在启动后的初始化配置。
另一种可能的设计中，第一车辆位于停车场等场所中行驶时，配置第一雷达以极化方向为第一角度和第二角度交替发射雷达信号。
又一种可能的设计中，当第一车辆在非正规道路时，配置第一雷达以极化方向为第一角度和第二角度交替发射雷达信号。
当在预定时间内，接收到预定次数的第一信号时，通过S702和S703进行雷达信号的处理。
步骤702、根据第一信号，确定第一雷达的极化方向为第一角度。
例如，第一雷达的探测方向为与第一车辆的行驶方向正交的左向，若第一雷达连续接收到极化方向为0度的第一信号，则第一雷达的极化方向是90度；可选的，第二雷达的极化方向为0度。其中，所述第二雷达的探测方向为与所述第一车辆的行驶方向正交的右向。可选的，所述第一雷达和第二雷达的探测方向可以互换。
又如，第二雷达连续接收到极化方向为90度的第一信号，则第一雷达的极化方向是90度；可选的，第二雷达的极化方向为0度。
步骤703、根据第一雷达的极化方向，发射雷达信号。
其中，第一雷达的天线可发射/接收雷达信号，且，所述第一雷达进行雷达信号收发时所采用的极化方向相同。
对于第一雷达在预定时间内接收到第一信号的次数，可包括以下几种情况：
一、在预定时间内，连续接收到第一信号的次数少于预定次数。该情况下，配置第一雷达以极化方向为第一角度和第二角度交替发射雷达信号。
二、在预定时间内，连续接收到第一信号的次数等于或多于预定次数。此时，确定第一雷达的极化方向为第一角度，并根据第一雷达的极化方向，发射雷达信号。
其中，所述连续接收是指，在一段时间内仅接收到某一固定角度的电磁波。例如，在一段时间内多次接收到极化方向为0度的第一信号，此期间，没有接收到其它任意极化方向(例如90度)的信号。
本申请实施例，首先配置第一雷达以极化方向为第一角度和第二角度交替发射雷达信号，在预定时间内，接收到预定次数的第一信号时，确定第一雷达的极化方向为第一角度，之后，根据第一雷达的极化方向，发射雷达信号，其中，第一雷达与位于第一车辆的第二雷达的探测方向相反，第二雷达的极化方向为第二角度，第一角度和 第二角度正交。由于第一角度和第二角度正交，因此，可有效降低车载雷达之间的互干扰。
一种可选的设计中，根据第一信号，确定第一雷达的极化方向为第一角度，可以包括以下两种可能的实现：
一种可选的设计中，根据第一信号，确定第一雷达的极化方向为第一角度，可以包括：确定第一雷达的极化方向为第一角度，其中，第一信号在预定时间内，被第二雷达连续接收到的次数不小于预定次数，第一信号的极化方向为第一角度。
这里根据第一信号的确定可以是由类似中央控制器来确定并通知给所述第一雷达，所述“根据第一信号，确定第一雷达的极化方向为第一角度”对于所述第一雷达来说是间接的。技术上，第一雷达确定第一雷达的极化方向为第一角度，所述第一信号在预定时间内被第二雷达连续接收到的次数不小于预定次数，第一信号的极化方向为第一角度。
另一种可选的设计中，根据第一信号，确定第一雷达的极化方向为第一角度，可以包括：确定第一雷达的极化方向为第一角度，其中，第一信号在预定时间内，被第一雷达连续接收到的次数不小于预定次数，第一信号的极化方向为第二角度。
这里根据第一信号的确定可以是由类似中央控制器来确定并通知给所述第一雷达，所述“根据第一信号，确定第一雷达的极化方向为第一角度”对于所述第一雷达来说是间接的。技术上，第一雷达确定第一雷达的极化方向为第一角度，所述第一信号在预定时间内被第一雷达连续接收到的次数不小于预定次数，第一信号的极化方向为第二角度。
进一步地，若第一车辆的行进方向发生改变，或者，第一车辆经过路口，此时，在所述确定第一雷达的极化方向为第一角度之后，该雷达信号处理方法还可以包括：确定第一雷达的极化方向切换为第二角度，之后，第一雷达基于第二角度，发射雷达信号。对应地，将第二雷达的极化方向切换为第一角度，之后，第二雷达基于第一角度，发射雷达信号。
其中，第一车辆的行进方向发生改变可以发生在第一车辆进入正规道路时，或者，第一车辆位于正规车道。
路口，即道路汇合的地方。可选的，该道路仅为车行道。或者，该道路可以包含车行道和人行道。路口可以具体为十字路口，T型路口，环岛等。
还需说明的是，本申请任一实施例中提及的第一雷达、第二雷达、第三雷达和第四雷达，均为车载雷达。车载雷达可以包括以下雷达中的至少一个：车侧雷达、车前向雷达和车后向雷达，车侧雷达包括左侧雷达和右侧雷达。
接下来，通过具体实例解释上述雷达信号处理方法，但不作为对保护范围的限定。
实例一
该实例中，道路以双向多车道公路为例，探测方向为第一车辆行驶方向的前向的 第一雷达，其收发天线使用0度线极化天线；探测方向为第一车辆行驶方向的后向的第二雷达，其收发天线使用90度线极化天线。这样，在图8所示的同车道跟车场景下，圆圈黑点表示电磁波垂直地面振荡，即90度线极化，竖线表示电磁波平行地面振荡，即0度线极化，虚线框表示关注的两个互相干扰的雷达。可见，干扰雷达信号的极化方向与第一车辆的收发天线的极化方向角度差φ为90度，可以最小化互干扰。
探测方向为与第一车辆行驶方向正交的左向的第三雷达的收发天线，和探测方向为与第一车辆行驶方向正交的右向的第四雷达的收发天线，都配置为+45度线极化或-45度线极化。例如，第三雷达的收发天线和第四雷达的收发天线都配置成+45度线极化时，如图9所示，同向并排行驶的两车辆之间，圆圈黑点加虚线表示电磁波在垂直地面并与虚线平行的平面上振荡，圆圈黑点表示线极化波振荡“翘起”的方向，干扰雷达信号的极化方向与第一车辆的收发天线的极化方向角度差φ为90度，可以最小化互干扰。
同理，反向并排行驶的两车辆之间如图10所示，干扰雷达信号的极化方向与第一车辆的收发天线的极化方向角度差φ为90度，可以最小化互干扰。
另外，对于不同车道上，车侧雷达与车前向雷达或车后向雷达之间的互干扰如图11所示，在本方案下可以使得：干扰雷达信号的极化方向与第一车辆的收发天线的极化方向角度差φ为45度，从而提供3dB的极化干扰消除效果。
根据上述雷达信号处理方法，在双向多车道靠右行驶公路场景下，可以达到图12所示的效果，前后车辆和左右并排车辆之间，都可以消除互干扰。同理，在靠左行驶的公路场景下，也能达到相同的效果。
综上，通过实例一可知，本申请实施例提供的雷达信号处理方法可以使在典型无人驾驶场景下的车辆通过合理配置车载雷达的极化方向后，不进行显式的信息协作即可通过极化方向降低车载雷达之间的互干扰。
另外，补充说明的是，在本申请任一实施例中，探测方向与雷达在车辆上的位置无关，为阐述方便，可以用车前向雷达表示探测方向为车辆行驶方向的前向的雷达，车后向雷达表示探测方向为车辆行驶方向的后向的雷达，车左向雷达表示探测方向为与车辆行驶方向正交的左向的雷达，车右向雷达表示探测方向为与车辆行驶方向正交的右向的雷达。
实例二
本例中，道路以右侧行驶城市道路为例，探测方向为与第一车辆行驶方向正交的左向的第一雷达，其收发天线使用0度线极化天线；探测方向为与第一车辆行驶方向正交的右向的第二雷达，其收发天线使用90度线极化天线；探测方向为第一车辆行驶方向的前向第三雷达，其极化方向为45度或-45度；探测方向为第一车辆行驶方向的后向的第四雷达，其极化方向为45度或-45度。其中，第三雷达和第四雷达的极化方向相同。在启动第一车辆时，配置第一雷达以极化方向为0度和90度交替发射雷达信号，配置第二雷达以极化方向为90度和0度交替发射雷达信号。
第一车辆在行驶过程中探测周围同向行驶车辆的车载雷达的极化方向。如果在配置的预设时间内，第一雷达连续接收到预设次数的第一信号(第一信号的极化方向例 如为0度)，则根据第一信号，确定第一雷达的极化方向为90度，确定第二雷达的极化方向为0度。
如图13所示，车辆2使用车左向雷达接收天线，探测同方向行驶车辆(车辆1)的车右向雷达的极化方向，调整车辆2的车左向雷达的极化方向：当接收信号达到最大时，说明探测到车辆1的车右向雷达的极化方向。同理，车辆4使用车左向雷达接收天线，探测同方向行驶车辆(车辆3)的车右向雷达的极化方向。从而，使得车辆2的的车左向雷达与车辆1的的车左向雷达的极化方向一致，车辆4的车左向雷达与车辆3的的车左向雷达的极化方向一致。
车辆行驶途中，只要沿着车道线行驶，包括车道内行驶和并线切换车道行驶，则保持车载雷达的极化方向不变。当车辆行驶途中经过路口(十字路口、T型路口，环岛等)，则改变车左向雷达和车右向雷达极化方向。如图14所示，车辆经过路口，路径11直行通过路口，路径12右转经过路口，路径13左转经过路口，车左向雷达和车右向雷达的极化方向改变。
车辆行驶途中，如图15所示，车辆调头，则改变车左向雷达和车右向雷达的极化方向。
以上实施例以右侧行驶为例说明，左侧行驶时类似，此处不再赘述。
通过实例二可知，本申请实施例提供的雷达信号处理方法可以使在无人驾驶场景下的车辆根据车辆不同的行驶行为来调整车辆雷达的极化方向，不进行显式的信息协作即可通过极化方向降低车载雷达之间的互干扰。
上文中详细描述了本申请实施例提供的雷达信号处理方法，下面将描述本申请实施例提供的雷达信号处理装置。
在一个示例中，图16为本申请一实施例提供的雷达信号处理装置的示意性框图。本申请实施例的雷达信号处理装置1400可以是上述方法实施例中的第一雷达，也可以是第一雷达内的一个或多个芯片。雷达信号处理装置1400可以用于执行上述方法实施例中的第一雷达的部分或全部功能。该雷达信号处理装置1400可以包括处理模块1410和收发模块1420，可选的，该雷达信号处理装置1400还可以包括存储模块1430。
例如，该处理模块1410，可以用于执行前述方法实施例中的“确定第一雷达的极化方向为第一角度”的步骤。该收发模块1420，可以用于执行前述方法实施例中的“根据第一雷达的极化方向，发射雷达信号”的步骤。
可以替换的，雷达信号处理装置1400也可配置成通用处理系统，例如通称为芯片，该处理模块1410可以包括：提供处理功能的一个或多个处理器；所述收发模块1420例如可以是输入/输出接口、管脚或电路等，输入/输出接口可用于负责此芯片系统与外界的信息交互，例如，此输入/输出接口可将处理模块1410得到的匹配结果输出给此芯片外的其他模块进行处理。该处理模块1410可执行存储模块1430中存储的计算机执行指令以实现上述方法实施例中第一雷达的功能。在一个示例中，雷达信号处理装置1400中可选的包括的存储模块1430可以为芯片内的存储单元，如寄存器、缓存等，所述存储模块1430还可以是所述UE内的位于芯片外部的存储单元，如只读存储器(read-only memory，ROM)或可存储静态信息和指令的其他类型的静态存储设备， 随机存取存储器(random access memory，RAM)等。
在另一个示例中，图17为本申请另一实施例提供的雷达信号处理装置的示意性框图。本申请实施例的雷达信号处理装置1500可以是上述方法实施例中的第一雷达，雷达信号处理装置1500可以用于执行上述方法实施例中的第一雷达的部分或全部功能。该雷达信号处理装置1500可以包括：处理器1510，基带电路1530，射频电路1540以及天线1550，可选的，该雷达信号处理装置1500还可以包括存储器1520。可选的，雷达信号处理装置1500的各个组件通过总线1560耦合在一起，其中总线系统1560除包括数据总线之外，还包括电源总线、控制总线和状态信号总线。但是为了清楚说明起见，在图中将各种总线都标为总线系统1560。
处理器1510可用于实现对第一雷达的控制，用于执行上述实施例中由第一雷达进行的处理，可以执行上述方法实施例中涉及第一雷达的处理过程和/或用于本申请所描述的技术的其他过程，还可以运行操作系统，负责管理总线以及可以执行存储在存储器中的程序或指令。
基带电路1530、射频电路1540以及天线1550可以用于支持第一雷达和上述实施例中涉及的其他雷达之间收发信息，以支持第一雷达与其它雷达之间进行无线通信。
存储器1520可以用于存储发送端的程序代码和数据，存储器1520可以是图16中的存储模块1430。可以理解的，基带电路1530、射频电路1540以及天线1550还可以用于支持第一雷达与其它实体进行通信，例如，用于支持第一雷达与其它雷达进行通信。图17中存储器1520被示为与处理器1510分离，然而，本领域技术人员很容易明白，存储器1520或其任意部分可位于雷达信号处理装置1500之外。举例来说，存储器1520可以包括传输线、和/或与无线节点分离开的计算机制品，这些介质均可以由处理器1510通过总线接口1560来访问。可替换地，存储器1520或其任意部分可以集成到处理器1510中，例如，可以是高速缓存和/或通用寄存器。
可以理解的是，图15仅仅示出了第一雷达的简化设计。例如，在实际应用中，第一雷达可以包含任意数量的发射器，接收器，处理器，存储器等，而所有可以实现本申请的第一雷达都在本申请的保护范围之内。
一种可能的实现方式中，雷达信号处理装置也可以使用下述来实现：一个或多个现场可编程门阵列(field-programmable gate array，FPGA)、可编程逻辑器件(programmable logic device，PLD)、控制器、状态机、门逻辑、分立硬件部件、任何其它适合的电路、或者能够执行本申请通篇所描述的各种功能的电路的任意组合。
上述雷达信号处理装置1500中涉及的处理器可以是通用处理器，例如通用中央处理器(Central Processing Unit，CPU)、网络处理器(Network Processor，NP)、微处理器等，也可以是特定应用集成电路(application-specific integrated circBIt，ASIC)，或一个或多个用于控制本申请方案程序执行的集成电路。还可以是数字信号处理器(Digital Signal Processor，DSP)、现场可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件。控制器/处理器也可以是实现计算功能的组合，例如包含一个或多个微处理器组合，DSP和微处理器的组合等等。处理器通常是基于存储器内存储的程序指令来执行逻辑和算术运算。
上述雷达信号处理装置1500中涉及的存储器还可以保存有操作系统和其他应用程序。具体地，程序可以包括程序代码，程序代码包括计算机操作指令。更具体的，上述存储器可以是只读存储器(read-only memory，ROM)、可存储静态信息和指令的其他类型的静态存储设备、随机存取存储器(random access memory，RAM)、可存储信息和指令的其他类型的动态存储设备、磁盘存储器等等。存储器可以是上述存储类型的组合。并且上述计算机可读存储介质/存储器可以在处理器中，还可以在处理器的外部，或在包括处理器或处理电路的多个实体上分布。上述计算机可读存储介质/存储器可以具体体现在计算机程序产品中。举例而言，计算机程序产品可以包括封装材料中的计算机可读介质。
本申请实施例还提供一种雷达，该雷达包括收发天线和处理器。可选地，该雷达还可以包括存储器。进一步地，收发天线可包括接收天线和发射天线。其中，接收天线和发射天线可以是独立设置的，也可以集成为收发天线，执行相应的接收和发射功能。
存储器可以用于存储雷达的程序代码和数据，存储器可以是图16中的存储模块1430。处理器可以用于执行存储器中存储的程序代码以实现上述方法实施例中的步骤。例如，该处理器，可以用于执行前述方法实施例中的“确定第一雷达的极化方向为第一角度”的步骤；该收发器，可以用于执行前述方法实施例中的“根据第一雷达的极化方向，发射雷达信号”的步骤。
可选地，该雷达可以为上述实施例中提及的任一雷达。
本申请实施例还提供一种计算机可读存储介质，该计算机可读存储介质存储有计算机程序，计算机程序包含至少一段代码，至少一段代码可由计算机执行，以控制计算机执行如上任一实施例所述的方法。
本申请实施例还提供了一种芯片，包括：处理模块与通信接口。处理模块能执行上述任一方法实施例中方法流程。进一步地，该芯片还可以包括存储模块(如，存储器)，存储模块用于存储指令，处理模块用于执行存储模块存储的指令，并且对存储模块中存储的指令的执行使得处理模块执行上述任一方法实施例中方法流程。
本申请实施例提供一种程序或包括程序指令的一种计算机程序产品，该程序指令在被处理器执行时，将会使该处理器实现上述任一方法实施例中的方法流程。
其中，上述程序指令可以全部或者部分存储在与处理器封装在一起的存储介质上，也可以部分或者全部存储在不与处理器封装在一起的存储器上。
可选地，上述处理器可以为芯片。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统，装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到 多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。

Claims (24)

  1. 一种雷达信号处理方法，应用于第一雷达，其特征在于，所述方法包括：
    确定所述第一雷达的极化方向为第一角度，所述第一雷达位于第一车辆；
    根据所述第一雷达的极化方向，发射雷达信号；
    所述第一雷达与位于所述第一车辆的第二雷达的探测方向相反，所述第二雷达的极化方向为第二角度；
    其中，所述第一角度和所述第二角度正交。
  2. 根据权利要求1所述的方法，其特征在于：
    所述第一雷达与所述第二雷达的探测方向分别为所述第一车辆行驶方向的前向和后向。
  3. 根据权利要求1或2所述的方法，其特征在于：
    所述第一车辆还包括第三雷达和第四雷达，所述第三雷达和所述第四雷达的极化方向为第三角度。
  4. 根据权利要求3所述的方法，其特征在于：
    所述第三雷达与所述第四雷达的探测方向分别为与所述第一车辆行驶方向正交的左向和右向。
  5. 根据权利要求1所述的方法，其特征在于：
    所述第一雷达的探测方向为与所述第一车辆行驶方向正交的左向，所述第二雷达的探测方向为与所述第一车辆行驶方向正交的右向；或者
    所述第一雷达的探测方向为与所述第一车辆行驶方向正交的右向，所述第二雷达的探测方向为与所述第一车辆行驶方向正交的左向。
  6. 根据权利要求5所述的方法，其特征在于，所述确定第一雷达的极化方向为第一角度，包括：
    根据第一信号，确定所述第一雷达的极化方向为所述第一角度；
    其中，所述第一信号在预定时间内被连续接收到的次数不小于预定次数，所述第一信号的极化方向为第一角度或者第二角度。
  7. 根据权利要求6所述的方法，其特征在于，在所述确定所述第一雷达的极化方向为第一角度之前，所述方法还包括：
    配置所述第一雷达以极化方向为所述第一角度和所述第二角度交替发射雷达信号，直到在所述预定时间内，连续接收到所述预定次数的第一信号。
  8. 根据权利要求6或7所述的方法，其特征在于，所述根据所述第一信号，确定所述第一雷达的极化方向为所述第一角度，包括：
    确定所述第一雷达的极化方向为所述第一角度，其中，所述第一信号在所述预定时间内，被所述第二雷达连续接收到的次数不小于所述预定次数，所述第一信号的极化方向为第一角度；或者
    确定所述第一雷达的极化方向为所述第一角度，其中，所述第一信号在所述预定时间内，被所述第一雷达连续接收到的次数不小于所述预定次数，所述第一信号的极化方向为第二角度。
  9. 根据权利要求5-8任一项所述的方法，其特征在于：
    若所述第一车辆的行进方向发生改变，或者，所述第一车辆经过路口，所述确定所述第一雷达的极化方向为第一角度之后，所述方法还包括：确定所述第一雷达的极化方向切换为第二角度。
  10. 根据权利要求1-9任一项所述的方法，其特征在于：
    所述第一角度为0度或者90度。
  11. 根据权利要求3或4所述的方法，其特征在于：
    所述第三角度为45度或-45度。
  12. 一种装置，应用于第一雷达，其特征在于，包括：
    处理模块，用于确定所述第一雷达的极化方向为第一角度，所述第一雷达位于第一车辆；
    收发模块，用于根据所述第一雷达的极化方向，发射雷达信号；
    所述第一雷达与位于所述第一车辆的第二雷达的探测方向相反，所述第二雷达的极化方向为第二角度；
    其中，所述第一角度和所述第二角度正交。
  13. 根据权利要求12所述的装置，其特征在于：
    所述第一雷达与所述第二雷达的探测方向分别为所述第一车辆行驶方向的前向和后向。
  14. 根据权利要求12或13所述的装置，其特征在于：
    所述第一车辆还包括第三雷达和第四雷达，所述第三雷达和所述第四雷达的极化方向为第三角度。
  15. 根据权利要求14所述的装置，其特征在于：
    所述第三雷达与所述第四雷达的探测方向分别为与所述第一车辆行驶方向正交的左向和右向。
  16. 根据权利要求12所述的装置，其特征在于：
    所述第一雷达的探测方向为与所述第一车辆行驶方向正交的左向，所述第二雷达的探测方向为与所述第一车辆行驶方向正交的右向；或者
    所述第一雷达的探测方向为与所述第一车辆行驶方向正交的右向，所述第二雷达的探测方向为与所述第一车辆行驶方向正交的左向。
  17. 根据权利要求16所述的装置，其特征在于，所述处理模块具体用于：
    根据第一信号，确定所述第一雷达的极化方向为所述第一角度；
    其中，所述第一信号在预定时间内被连续接收到的次数不小于预定次数，所述第一信号的极化方向为第一角度或者第二角度。
  18. 根据权利要求17所述的装置，其特征在于，所述处理模块还用于：
    在所述确定所述第一雷达的极化方向为第一角度之前，配置所述第一雷达以极化方向为所述第一角度和所述第二角度交替发射雷达信号，直到在所述预定时间内，连续接收到所述预定次数的第一信号。
  19. 根据权利要求17或18所述的装置，其特征在于，所述处理模块在用于根据所述第一信号，确定所述第一雷达的极化方向为所述第一角度时，具体用于：
    确定所述第一雷达的极化方向为所述第一角度，其中，所述第一信号在所述预定 时间内，被所述第二雷达连续接收到的次数不小于所述预定次数，所述第一信号的极化方向为第一角度；或者
    确定所述第一雷达的极化方向为所述第一角度，其中，所述第一信号在所述预定时间内，被所述第一雷达连续接收到的次数不小于所述预定次数，所述第一信号的极化方向为第二角度。
  20. 根据权利要求16-19任一项所述的装置，其特征在于：
    若所述第一车辆的行进方向发生改变，或者，所述第一车辆经过路口，所述处理模块还用于：
    确定所述第一雷达的极化方向为第一角度之后，确定所述第一雷达的极化方向切换为第二角度。
  21. 根据权利要求12-20任一项所述的装置，其特征在于：
    所述第一角度为0度或者90度。
  22. 根据权利要求14或15所述的装置，其特征在于：
    所述第三角度为45度或-45度。
  23. 一种装置，应用于第一雷达，其特征在于，包括：
    存储器和处理器；其中，所述存储器上存储有可供所述处理器执行的计算机程序；
    当所述处理器读取并执行所述计算机程序时，使得所述处理器执行如权利要求1-11任一项所述的方法。
  24. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有计算机程序，所述计算机程序包含至少一段代码，所述至少一段代码可由处理器执行，实现如权利要求1-11任一所述的方法。
PCT/CN2019/112033 2018-10-25 2019-10-18 雷达信号处理方法、装置及存储介质 WO2020083117A1 (zh)

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