WO2021004380A1 - 一种车辆事故记录方法、装置及车辆 - Google Patents

一种车辆事故记录方法、装置及车辆 Download PDF

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Publication number
WO2021004380A1
WO2021004380A1 PCT/CN2020/100033 CN2020100033W WO2021004380A1 WO 2021004380 A1 WO2021004380 A1 WO 2021004380A1 CN 2020100033 W CN2020100033 W CN 2020100033W WO 2021004380 A1 WO2021004380 A1 WO 2021004380A1
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Prior art keywords
vehicle
accident
obu
vehicles
distance
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PCT/CN2020/100033
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English (en)
French (fr)
Inventor
李凯凯
张�浩
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华为技术有限公司
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Publication of WO2021004380A1 publication Critical patent/WO2021004380A1/zh

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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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • 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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • 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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
    • 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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G08G1/133—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams within the vehicle ; Indicators inside the vehicles or at stops
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/02—Services making use of location information
    • H04W4/029—Location-based management or tracking services
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/06—Selective distribution of broadcast services, e.g. multimedia broadcast multicast service [MBMS]; Services to user groups; One-way selective calling services
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H04W4/46—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]

Definitions

  • This application relates to the field of vehicle technology, and in particular to a vehicle accident recording method, device and vehicle.
  • the present application provides a vehicle accident recording method, device, and vehicle to solve the problem of limited recording direction when a vehicle accident occurs.
  • the present application provides a vehicle accident recording method, which is applied to the on-board unit OBU when the vehicle is stationary, and the method includes:
  • OBU obtains the position of its own vehicle and the basic safety message BSM broadcast by other vehicles;
  • BSM includes: identification codes and historical paths of other vehicles;
  • OBU uses the relative positional relationship between the position of its own vehicle and the historical path of other vehicles to determine the suspect vehicle, and generates a vehicle accident record; the vehicle accident record includes: the identification code of the suspect vehicle.
  • the method further includes:
  • OBU filters out all other vehicles that are within the preset range of its own vehicle.
  • the OBU uses the relative position relationship between its own vehicle position and the historical path of other vehicles to determine the suspect vehicle, which specifically includes:
  • OBU uses the relative position relationship between its own vehicle's position and the historical path of other vehicles to determine that other vehicles and its own vehicle have an accident threat point, and regard other vehicles as suspected vehicles.
  • the OBU uses the relative position relationship between the position of the own vehicle and the historical path of other vehicles to determine the accident threat point between the other vehicle and the own vehicle, which specifically includes:
  • OBU uses the size of its own vehicle to construct its own rectangle, and uses the size of other vehicles to construct other vehicle rectangles; the sizes of other vehicles are included in the BSM;
  • OBU uses the fitted line segments of the two adjacent path points and other vehicle rectangles to obtain the corresponding fit of the fitted line segment Rectangular area; the area is determined by the vertex position of the vehicle rectangle;
  • OBU determines that other vehicles and its vehicle have an accident threat point; the accident threat point is the vertex;
  • the OBU uses the vehicle position and all the waypoints in the historical path to obtain the distance Di from all the way points to the vehicle, and the distance from the vehicle to other vehicles.
  • the method further includes:
  • OBU uses the accident threat point and its own vehicle location to obtain the relative position of the accident threat point and its own vehicle
  • Generate vehicle accident records including:
  • OBU uses the identification code of the suspect vehicle and the relative position of the accident threat point and the vehicle to generate vehicle accident records.
  • the vehicle accident record is generated, which specifically includes:
  • OBU obtains the minimum distance from distance Di and distance di;
  • OBU sorts the identification codes of each suspect vehicle according to the minimum distance corresponding to each suspect vehicle to generate vehicle accident records.
  • the static state is specifically the flame-out state; before the OBU obtains the position of the vehicle and the basic safety message BSM broadcast by other vehicles, the method further includes:
  • the OBU wakes up when it receives a wake-up signal sent by the sensor located in the own vehicle; the sensor is used to send a wake-up signal to the OBU when a vehicle accident occurs in the own vehicle.
  • the vehicle accident record after the vehicle accident record is generated, it further includes:
  • the suspected vehicle after the suspected vehicle is determined and before the vehicle accident record is generated, it also includes:
  • OBU continuously obtains the path of the suspected vehicle after the vehicle accident within the V2X communication range of its own vehicle
  • Generate vehicle accident records including:
  • OBU uses the identification code of the suspect vehicle and the path of the suspect vehicle to generate vehicle accident records.
  • the present application provides a vehicle accident recording device, which is applied to the on-board unit OBU when the vehicle is stationary, and the device includes:
  • the message acquisition module is used to obtain the position of the vehicle and the basic safety message BSM broadcast by other vehicles;
  • the BSM includes: the identification codes and historical paths of other vehicles;
  • the suspect vehicle determination module is used to determine the suspect vehicle by using the relative position relationship between the position of the vehicle and the historical path of other vehicles;
  • the vehicle accident record generation module is used to generate vehicle accident records; the vehicle accident record includes: the identification code of the suspect vehicle.
  • the device further includes: a vehicle screening module, which is used to screen out all other vehicles that are located within the preset range of the own vehicle.
  • a vehicle screening module which is used to screen out all other vehicles that are located within the preset range of the own vehicle.
  • the suspicious vehicle determination module specifically includes: a first determination unit, configured to use the relative position relationship between the position of the own vehicle and the historical path of other vehicles to determine that other vehicles and the own vehicle have accident threat points, and regard other vehicles as suspects vehicle.
  • the first determining unit specifically includes:
  • the vehicle rectangle construction subunit is used to construct the self-car rectangle using the size of the self-car, and use the size of other vehicles to construct the other vehicle rectangle; the dimensions of other vehicles are included in the BSM;
  • the rectangle gets the fitting rectangular area corresponding to the fitted line segment; the area is determined by the vertex position of the self-car rectangle;
  • the first determining subunit of the accident threat point is used to determine when at least one vertex of the own vehicle rectangle is located in the fitting rectangle area, the other vehicle and the own vehicle have an accident threat point; the accident threat point is the vertex;
  • the second determination subunit of the accident threat point is used to obtain the distances from all the way points to the own vehicle by using the position of the vehicle and all the path points in the historical path when the four vertices of the vehicle rectangle are outside the fitting rectangle area Di, and the distance di of each fitted line segment from the own vehicle to other vehicles. If there is a distance less than the preset distance threshold between the distance Di and the distance di, it is determined that there is an accident threat point between the other vehicle and the own vehicle; the accident threat point is less than the expected distance Set the path point corresponding to the distance Di and/or the vertical point corresponding to the distance di in the distance of the distance threshold.
  • the device further includes:
  • the relative position acquisition module is used to obtain the relative position of the accident threat point and the self-car by using the accident threat point and the position of the self-vehicle;
  • the vehicle accident record generation module includes:
  • the first generating unit is used to generate a vehicle accident record using the identification code of the suspect vehicle and the relative position of the accident threat point and the own vehicle.
  • the vehicle accident record generation module specifically includes:
  • the minimum distance obtaining unit is used to obtain the minimum distance from the distance Di and the distance di;
  • the second generating unit is used for sorting the identification codes of each suspected vehicle according to the minimum distance corresponding to each suspected vehicle to generate a vehicle accident record.
  • the static state is specifically the flame-out state; the device further includes:
  • the wake-up module is used to wake up when the wake-up signal sent by the sensor in the own car is received; the sensor is used to send a wake-up signal to the OBU when a vehicle accident occurs in the own car.
  • the device further includes:
  • the sending module is used to send the vehicle accident record to the terminal device corresponding to the own vehicle.
  • the device further includes:
  • the path acquisition module is used to continuously obtain the path of the suspected vehicle after the vehicle accident within the V2X communication range of the vehicle;
  • the vehicle accident record generation module includes:
  • the third generating unit is used to generate a vehicle accident record using the identification code of the suspect vehicle and the path of the suspect vehicle.
  • this application also provides a vehicle, which is at a standstill and serves as a self-vehicle.
  • vehicle includes: an on-board unit:
  • the vehicle-mounted unit is used to obtain the position of the vehicle and the basic safety message BSM broadcast by other vehicles;
  • the BSM includes: the identification code and historical path of other vehicles; the relative position relationship between the position of the vehicle and the historical path of other vehicles is used to determine the suspect vehicle, and Generate vehicle accident records; vehicle accident records include: the identification code of the suspect vehicle.
  • the stationary state is specifically a flame-out state;
  • the vehicle further includes: a sensor;
  • the sensor is used to send a wake-up signal to the vehicle-mounted unit when a vehicle accident is detected by the vehicle;
  • the vehicle-mounted unit is also used to wake up when receiving a wake-up signal sent by a sensor located in the vehicle.
  • OBU can determine the relative position relationship between the position of the self-vehicle and the historical path in the BSM Whether other vehicles are suspected of causing the vehicle accident. Because the BSM broadcast by other vehicles also contains the unique identification code corresponding to the vehicle, after determining the suspect vehicle, the OBU can generate a vehicle accident record containing the suspect vehicle identification code, so as to facilitate the tracking and determination of the suspected vehicle. Obviously, this method is not restricted by the recording direction, which greatly improves the success rate of recording suspected vehicles and improves user experience.
  • FIG. 1 is a flowchart of a vehicle accident recording method provided by an embodiment of the application
  • FIG. 2 is a schematic diagram of a V2X interconnection scenario provided by an embodiment of the application
  • FIG. 3 is a flowchart of another vehicle accident recording method provided by an embodiment of the application.
  • FIG. 4 is a schematic diagram of each vehicle in a scene of OBU wake-up time of the own vehicle provided by an embodiment of the application;
  • Figure 5a is a schematic diagram of a common scenario provided by an embodiment of the application.
  • FIG. 5b is a schematic diagram of a scenario where other vehicles have fewer path points according to an embodiment of the application.
  • 5c is a schematic diagram of a major change in the path of another vehicle and its own vehicle after a vehicle accident according to an embodiment of the application;
  • FIG. 5d is a schematic diagram of a scene in which other vehicles are still around the vehicle after a vehicle accident according to an embodiment of the application;
  • FIG. 6 is a schematic diagram of a vehicle rectangle and other vehicle rectangles in the same coordinate system provided by an embodiment of the application;
  • FIG. 7 is a schematic diagram of a fitting rectangular area provided by an embodiment of the application.
  • FIG. 8 is a schematic diagram of a distance Di and a distance di provided by an embodiment of this application.
  • FIG. 9 is a schematic diagram of the relative orientation of a self-vehicle according to an embodiment of the application.
  • FIG. 10 is a schematic diagram of a vehicle accident record provided by an embodiment of the application.
  • FIG. 11 is a schematic structural diagram of a vehicle accident recording device provided by an embodiment of the application.
  • FIG. 12 is a schematic structural diagram of a vehicle provided by an embodiment of the application.
  • FIG. 13 is a schematic structural diagram of another vehicle provided by an embodiment of the application.
  • the owner can only confirm the vehicle that caused the accident by browsing the screen recorded by the dash cam.
  • the driving recorder can only record pictures in one direction. If the vehicle that caused the accident collided with the vehicle from other directions, the driving recorder cannot record the relevant pictures of the vehicle accident, and it is difficult for the owner to track down. Moreover, when the vehicle is turned off, it cannot supply power to the driving recorder. It can be seen that the application of the driving recorder in a vehicle accident scene is very limited.
  • the reminder can be reminded by sensing the collision, specifically, it can be a reminder by a vehicle tweet, or it can be a reminder to a mobile terminal corresponding to the vehicle (for example, a mobile phone of a car owner).
  • this method can only serve as a reminder, and cannot record vehicle accidents, and cannot record suspected vehicles or vehicles that caused the accident, so it cannot be used for accident determination.
  • the OBU obtains the basic safety message (BSM) broadcast by other surrounding vehicles.
  • BSM contains the identification code and historical path of the other vehicle that sent the message. Because if another vehicle collides with its own vehicle, the position of the other vehicle and its own vehicle must be very close at the time of the accident. Therefore, in this application, the OBU uses the relative position relationship between its own vehicle position and the historical path of other vehicles to determine the suspect vehicle and generate Vehicle accident records. Because the identification code is one code for each vehicle, that is, there is a one-to-one correspondence between the identification code and the vehicle. Therefore, recording the identification code of the suspected vehicle in the vehicle accident record can facilitate the owner of the vehicle to follow up the suspected vehicle and perform the vehicle based on the vehicle accident record. Liability for accidents, etc.
  • Fig. 1 is a flowchart of a method for recording a vehicle accident according to an embodiment of the application.
  • the method described in this embodiment is applied to the on-board unit OBU of the own vehicle, where the own vehicle is in a stationary state.
  • OBU on-board unit
  • the self-driving vehicle is parked on the side of the road or the vehicle is parked at the corresponding position of the intersection according to the signal light
  • the self-vehicle is in a static state.
  • This embodiment does not limit the specific stationary scene of the vehicle.
  • the vehicle accident recording method provided in this embodiment includes:
  • Step 101 The on-board unit OBU obtains the position of its own vehicle and the basic safety message BSM broadcast by other vehicles.
  • On-board unit OBU also known as: mobile on-board unit, is usually installed on the vehicle.
  • OBU On-board unit
  • V2X vehicles and everything
  • V2X communication usually adopts long-term evolution-vehicle (LTE-V) or dedicated short-range communication (DSRC) for vehicle traffic.
  • LTE-V long-term evolution-vehicle
  • DSRC dedicated short-range communication
  • vehicles can communicate with everything through LTE-V technology or DSRC technology.
  • Everything mentioned here can be the network, other vehicles, and infrastructure, such as traffic lights with roadside units (RSU). .
  • RSU roadside units
  • V2N represents vehicle-to-network communication
  • V2V represents vehicle-to-vehicle communication
  • V2I represents vehicle-to-vehicle communication.
  • the specific communication method can be LTE-V technology or DSRC technology.
  • V2V technology is mainly involved.
  • the vehicle communicates with other vehicles with LTE-V technology or DSRC technology.
  • the basis for achieving communication is that vehicle-mounted units are installed on both the vehicle and other vehicles.
  • OBU OBU.
  • the OBU of each vehicle has the function of broadcasting the basic safety message BSM.
  • the OBU of each vehicle also has the function of receiving the BSM broadcast by other vehicles.
  • other vehicles refer to vehicles within the communication range of the own vehicle's V2X. After the own vehicle OBU wakes up, the number of other vehicles within the communication range may be one or more.
  • GNSS global navigation satellite system
  • the OBUs of other vehicles in the driving state will continue to broadcast BSM, and only when the OBU of the own vehicle wakes up will it start to establish V2V communication between the vehicle and the vehicle, thereby receiving other vehicles BSM. It is understandable that the OBU of the own vehicle can receive the BSM broadcast by other vehicles only when other vehicles are within the communication range of the own vehicle's V2X.
  • BSM includes: identification code and historical path.
  • each vehicle has a unique corresponding identification code, and different vehicles have different identification codes.
  • the identification code may be a vehicle identification number (Vehicle identification number).
  • the historical path of the vehicle records the various path points that the vehicle has traveled through in history.
  • the historical path included in the BSM can record each path point the vehicle has traveled this time.
  • the historical path may record various path points within a preset time before the BSM transmission time, for example, various path points within 30 minutes before the transmission time.
  • the time span of the path points included in the historical path is not limited here.
  • Step 102 The OBU uses the relative position relationship between its own vehicle position and the historical path of other vehicles to determine the suspect vehicle, and generates a vehicle accident record.
  • the OBU has obtained the position of its own vehicle and the historical path of other vehicles.
  • the historical path includes the latitude and longitude of each path point, that is, the position of each path point of other vehicles is also known to the OBU.
  • the OBU can obtain the relative position relationship between the vehicle and each path point according to the position of the vehicle and the position of each path point in the historical path of other vehicles.
  • the historical path of vehicle A includes waypoints A1, A2, and A3.
  • the OBU can obtain the relative position relationship between its own vehicle and A1, the relative position relationship between its own vehicle and A2, and the relative position relationship between its own vehicle and A3.
  • the relative position relationship of two points includes: the relative position and distance of the two points.
  • a distance threshold may be set in advance, and when the distance between any path point of other vehicles and the vehicle is less than the distance threshold, the vehicle may be determined as a suspect vehicle.
  • the distance threshold may be 3 meters, 2 meters, etc. The specific set value of the distance threshold is not limited here.
  • the distance between the own car and A1 is 5 meters
  • the distance between the own car and A2 is 2 meters
  • the distance between the own car and A3 is 4 meters
  • the set distance threshold is 3 meters
  • the The distance to A2 is less than 3 meters, therefore, OBU determined vehicle A as a suspect vehicle.
  • the relevant information of the suspect vehicle can be recorded in the vehicle accident record. For example, in step 101, the identification code of another vehicle has been obtained. Therefore, if it is determined that the vehicle is a suspect vehicle, a vehicle accident record can be generated according to the identification code of the vehicle.
  • each other vehicle can be determined according to step 102, that is, whether it is a suspect vehicle.
  • the number of suspect vehicles of the own vehicle may be one or more. If there are multiple suspected vehicles, for example, both vehicle A and vehicle B are suspected vehicles that caused the own vehicle accident, then in the vehicle accident record, the identification codes of vehicle A and vehicle B need to be recorded separately.
  • the above is a vehicle accident recording method provided by the embodiment of this application.
  • the OBU obtains the position of the vehicle and the BSM broadcast by other vehicles. If other vehicles collide with the self-vehicle in a stationary state or collide with other vehicles, at the moment of the accident, the self-vehicle and other vehicles must be very close, so OBU can determine the relative position relationship between the position of the self-vehicle and the historical path in the BSM Whether other vehicles are suspected of causing the vehicle accident. Because the BSM broadcast by other vehicles also contains the unique identification code corresponding to the vehicle, after determining the suspect vehicle, the OBU can generate a vehicle accident record containing the suspect vehicle identification code, so as to facilitate the tracking and determination of the suspected vehicle.
  • step 100 needs to be executed before the above step 101 is executed. The following specifically describes the implementation of step 100.
  • Step 100 The OBU wakes up when it receives a wake-up signal sent by a sensor located in its own vehicle.
  • the own vehicle in the stalled state specifically uses a sensor to detect whether the own vehicle has a vehicle accident.
  • the sensor may include a gyroscope and/or an acceleration sensor.
  • the gyroscope alone can detect the displacement of the vehicle; the acceleration sensor alone can detect the acceleration of the vehicle. It is understandable that the combined use of gyroscopes and acceleration sensors can improve the sensitivity and accuracy of detecting vehicle accidents.
  • the sensor of the own vehicle has the function of sending a wake-up signal to the OBU.
  • the vibration of the own vehicle may not be caused by a vehicle accident. For example, a pedestrian collides with a stalled state when passing by the vehicle. When you get off the vehicle, there is no need to wake up the OBU to record the vehicle accident.
  • a detection threshold can be set in the sensor.
  • the gyroscope detects that the displacement of the vehicle is greater than the preset displacement threshold, it sends a wake-up signal to the OBU ;
  • the acceleration sensor detects that the acceleration of the vehicle is greater than the preset acceleration threshold, it sends a wake-up signal to the OBU.
  • the sensor sends a wake-up signal to the OBU it means that the sensor determines that its own vehicle has been hit by a collision or a vehicle accident through detection.
  • the senor may be embedded in the OBU, or may be independent of the OBU.
  • the present embodiment does not limit the existence form of the sensor. If the sensor is embedded in the OBU, the OBU and the sensor are uniformly powered by the B+ power supply of the own vehicle. As a complete device, the OBU has the function of a sensor, which can detect abnormal vibration and displacement of the own vehicle and wake it up by itself. If the sensor is independently installed on the vehicle, the sensor and the OBU communicate specifically through the CAN bus on the vehicle, that is, the sensor transmits a wake-up signal to the OBU through the CAN bus.
  • the sensor When the sensor detects a vehicle accident in the own vehicle, it sends a wake-up signal to the on-board control unit OBU of the own vehicle.
  • the OBU wakes up after receiving the wake-up signal and starts to obtain the position of its own vehicle and the basic safety information BSM broadcast by other vehicles.
  • the method provided in this embodiment can also be applied to record vehicle accidents by the own vehicle OBU in the stalled state.
  • the OBU of the self-vehicle and the OBU of other vehicles may be out of synchronization in time series. It can be seen from step 102 of the above embodiment that the determination of the suspect vehicle needs to rely on the historical path in the BSM sent by the OBU of other vehicles. If the time sequence of the OBU of the own vehicle and the OBU of other vehicles is not synchronized, the accuracy of the determination of the suspect vehicle may be affected.
  • the two-vehicle OBU can be realized by using GNSS, assisted global positioning system (AGPS), and inertial navigation (dead reckoning, DR) technologies. Synchronization of time series. After synchronization is achieved, the OBU of the own vehicle starts to receive the BSM broadcast by the OBU of other vehicles. Through synchronization, the accuracy of determining suspect vehicles in this embodiment is improved, and the effectiveness of vehicle accident records is improved.
  • AGPS assisted global positioning system
  • DR inertial navigation
  • BSM belongs to national standard data
  • Different vehicles have no definite rules for the interval between path points in historical paths; historical paths of the same vehicle traveling straight
  • the interval between the middle waypoints and the interval between the waypoints in the historical path of the curve driving may also be different.
  • the interval between the waypoints is longer when driving straight, and the interval between the waypoints is shorter when driving on a curve.
  • the distance between adjacent waypoints in the historical path of the same vehicle may be very far apart, for example, 15 meters apart. It cannot be ruled out that the vehicle may collide with its own vehicle or collide between two waypoints.
  • this application provides another vehicle accident recording method to realize the determination of accident threat points, so as to realize more detailed investigation of suspect vehicles. The specific implementation of the method will be described and illustrated in detail below in conjunction with embodiments and drawings.
  • the solution will be described with an exemplary static scene where the vehicle is in a stalled state. That is, the OBU needs to rely on the wake-up signal sent by the sensor to wake up before receiving the BSM broadcast by other vehicles. It should be noted that if the vehicle is at a standstill but not in a flameout state, the OBU does not need to be awakened by the wake-up signal of the sensor.
  • FIG. 3 is a flowchart of another vehicle accident recording method provided by this embodiment.
  • the vehicle accident recording method provided in this embodiment includes:
  • Step 301 wake up when receiving a wake-up signal sent by a sensor located in the vehicle.
  • Step 302 Obtain the position of the vehicle and the basic safety message BSM broadcast by other vehicles.
  • steps 301 to 302 in this embodiment is the same as the implementation of steps 100 to 101 in the foregoing embodiment. Therefore, the relevant description of steps 301 to 302 can refer to the foregoing embodiment, which will not be repeated here.
  • Step 303 Filter out all other vehicles that are within the preset range of the own vehicle.
  • the time difference between the wake-up time of the own vehicle OBU and the time when the vehicle accident occurs is very short (within a few seconds)
  • the own vehicle OBU wakes up from the BSM obtained by the OBU of the accident vehicle
  • the location of the vehicle that caused the accident should not be too far away from the location of the vehicle. In other words, a vehicle that is too far away from the own vehicle when the OBU wakes up cannot be the vehicle that caused the accident.
  • this embodiment can filter out vehicles that are far away from the own vehicle when the own vehicle OBU wakes up before determining the suspect vehicle. That is, according to the description of this step, only the vehicles within the preset range of the own vehicle among all other vehicles within the V2X communication range of the own vehicle OBU are filtered out.
  • the preset range can be set according to actual needs. As an example, it can be set according to the speed limit of the vehicle where the vehicle is located, or according to the calculation speed.
  • the preset range when the vehicle speed limit value is higher, the preset range is set to be larger; when the vehicle pixel value is lower, the preset range is set to be smaller; if the OBU calculation speed is required to be higher, the preset range is set to be smaller.
  • the preset range may be a range of 50 meters in radius from the center of the vehicle position.
  • FIG. 4 is a schematic diagram of each vehicle in the scene at the time of OBU wake-up of the own vehicle.
  • HV stands for own vehicle
  • RV1, RV2, RV3, and RV4 are all other vehicles within the V2X communication range of the HV in the scene. Only RV1, RV2, and RV3 are located within the preset range 401 of HV, and RV4 is located on the HV's Outside the preset range 401.
  • step 303 is executed, only RV1, RV2, and RV3 are filtered out, and RV4 is filtered out. That is to say, in the scenario shown in Figure 4, suspect vehicles will be identified in RV1, RV2, and RV3, and RV4 will be excluded.
  • the number of vehicles to be determined can be reduced to a certain extent.
  • Figures 5a-5d provide schematic diagrams of several scenarios to facilitate an intuitive understanding of the various scenarios that the vehicle may face.
  • the dot HV represents the position of the vehicle
  • the dot RV represents the current position of other vehicles
  • the other points on the solid line where the dot RV is located represent the path points in the historical path of the vehicle.
  • Figure 5a shows a normal scene, a certain other vehicle travels with a certain curve, so more waypoints are generated;
  • Figure 5b shows a scene where other vehicles have fewer waypoints.
  • Figure 5c shows that after another vehicle and its own vehicle have a vehicle accident, other vehicles reverse or perform other operations, and the subsequent path changes significantly;
  • Figure 5d shows It is a scene where other vehicles are still around the vehicle after a vehicle accident.
  • the accident threat point can be understood as the point where other vehicles pose an accident threat to the own vehicle, and the accident threat point is very close to the body of the own vehicle and the location where the own vehicle is actually collided or scratched.
  • the other vehicles are regarded as suspected vehicles. For example, if there are accident threat points between RV1 and RV2 and the own vehicle, both RV1 and RV2 are regarded as suspected vehicles; if there is no accident threat point between RV3 and the own vehicle, RV3 is excluded from the suspected vehicles.
  • Step 304 Use the size of the own vehicle to construct the own vehicle rectangle, and use the size of other vehicles to construct other vehicle rectangles.
  • the purpose of this step is to establish a rectangle for each vehicle in order to more accurately determine the suspect vehicle.
  • OBU can obtain the size of its own car in a variety of ways.
  • the OBU when the OBU is installed in its own vehicle, the OBU can obtain and record the size of its own vehicle.
  • the OBU can obtain its own vehicle size through the CAN bus.
  • the OBU can determine the heading of the car through the sensor or camera installed on the car. OBU uses its vehicle's heading, its size, and its position to create its own vehicle rectangle.
  • the position of the vehicle can be used as the origin of the coordinates
  • the head of the vehicle can be used as the Y axis
  • the direction perpendicular to the right of the vehicle head can be taken as the X axis to establish a Cartesian coordinate system.
  • the BSM broadcast by other vehicles to the OBU contains the dimensions (length and width of the body of the other vehicle), heading, and historical path (including the latitude and longitude of multiple waypoints) of other vehicles. Based on the above information, the OBU can establish the vehicle rectangles of other vehicles on each path point.
  • Step 305 Divide each area with the vertex position of the vehicle rectangle.
  • FIG. 6 is a schematic diagram of a vehicle rectangle and other vehicle rectangles in the same coordinate system provided by an embodiment of the application.
  • HV represents own vehicle
  • RV represents other vehicles
  • the four vertices of the own vehicle rectangle are M1, M2, M3, and M4, respectively.
  • N1 and N2 are the other vehicle rectangles corresponding to two adjacent path points of RV.
  • the arrow in FIG. 6 indicates the path direction of the RV, that is, the RV travels from the path point corresponding to N1 to the path point corresponding to N2.
  • the first, second, third, and fourth quadrants each contain an area determined by the vertex of the vehicle rectangle in the quadrant, specifically:
  • the first area is located at the upper right of the vertex M1 of the vehicle rectangle in the first quadrant, that is, the abscissa of each point in the first area is greater than the abscissa M1, and the ordinate of each point in the first area is greater than the ordinate of M1;
  • the second area is located at the upper left of the vertex M2 of the self-car rectangle in the second quadrant, that is, the abscissa of each point in the second area is smaller than the M2 abscissa, and the ordinate of each point in the second area is greater than the M2 ordinate;
  • the third area is located at the lower left of the vertex M3 of the own vehicle rectangle in the third quadrant, that is, the abscissa of each point in the third area is smaller than the M3 abscissa, and the ordinate of each point in the third area is smaller than the M3 ordinate;
  • the fourth area is located at the lower right of the vertex M4 of the vehicle rectangle in the fourth quadrant, that is, the abscissa of each point in the fourth area is greater than the M4 abscissa, and the ordinate of each point in the fourth area is less than the M4 ordinate.
  • Cross-zone means that the vehicle travels from one of the first, second, third, and fourth zones to outside of the zone. In practical applications, if the vehicle crosses the area, it means that the vehicle may collide with the own vehicle HV located at the origin of the coordinate system.
  • Step 306 When one of the two adjacent path points in the historical path is within a certain area and the other is outside the area, use the fitted line segments of the two adjacent path points and other vehicle rectangles to obtain the corresponding fitted line segments Fit the rectangular area.
  • two adjacent path points connected by a dotted line are located in different areas, and the dotted line is a fitting line segment of the adjacent path points at both ends of the line.
  • the two adjacent path points connected by the fitted line segment are called cross-region adjacent path points.
  • FIG. 7 is a schematic diagram of the fitted rectangular area.
  • the fitted rectangular area S702 is obtained according to the fitted line segment L701 of two adjacent path points corresponding to N1 and N2, and N1 and N2.
  • a pair of opposite sides of the fitting rectangular area S702 are the two closest sides of the two other vehicle rectangles N1 and N2; the other pair of opposite sides are the two sides parallel to the fitting line segment L701, as shown by the dashed line in Figure 7 Show.
  • the fitting rectangular area S702 is an area that the vehicle body may pass through when the RV moves from the path point corresponding to N1 to the path point corresponding to N2. If the HV's own vehicle rectangle overlaps with S702, the RV and HV are likely to collide or collide with other vehicle accidents. Based on this, the vehicle accident recording method provided in this embodiment further executes step 307 to determine the accident threat point according to different situations.
  • Step 307 Determine whether at least one vertex of the vehicle rectangle is located in the fitting rectangle area. If yes, go to step 308; if not, go to step 309.
  • the self-vehicle rectangle vertex M3 of the HV is located in the fitting rectangular area S702
  • the accident threat point is the vertex of the vehicle rectangle located in the fitting rectangle area.
  • M3 is the accident threat point. If the four vertices of the vehicle rectangle are all outside the fitting rectangle area, the method of step 309 is adopted to determine the accident threat point for this situation.
  • Step 308 When at least one vertex of the vehicle rectangle is located in the fitting rectangle area, it is determined that other vehicles and the vehicle have an accident threat point, and step 312 is performed.
  • Step 309 When the four vertices of the vehicle rectangle are outside the fitting rectangle area, use the vehicle position and all the path points in the historical path to obtain the distance Di from all the way points to the vehicle, and the distance Di from the vehicle to other vehicles The distance di of each fitted line segment.
  • FIG. 8 shows a schematic diagram of distance Di and distance di.
  • the historical path of other vehicles RV shown in Figure 8 contains 4 waypoints W1, W2, W3, and W4.
  • the dot HV represents the position of the vehicle (also the origin of the coordinate system), and the distances from W1, W2, W3, and W4 to the vehicle respectively They are Di1, Di2, Di3 and Di4.
  • the coordinates of W1 are (x 1 , y 1 )
  • the calculation formula of Di1 is as follows:
  • W2 and W3 are two adjacent path points and cross the area, and the connecting line segment L801 of W2 and W3 is the fitting line segment of the two path points.
  • a vertical line is drawn from the position of the vehicle to the connecting segment L801, and the distance from the vertical point 802 to the circle point HV is the distance di from the vehicle to the fitted line segment L801.
  • Step 310 Determine whether there is a distance smaller than a preset distance threshold in the distance Di and the distance di, and if so, go to step 311.
  • Step 311 It is determined that other vehicles and the self-vehicle have accident threat points, and step 312 is entered.
  • the preset distance threshold may be 5 meters.
  • the specific value of the distance threshold is not limited here, and can be set according to actual needs.
  • information such as the number and coordinates of accident threat points can be recorded in the vehicle accident record.
  • the accident threat point between the vehicle RV1 and its own vehicle has W1 (x 1 , y 1 ); the accident threat point between the vehicle RV2 and its own vehicle has M3 (x 3 , y 3 ).
  • vehicles that have an accident threat point with the own vehicle are all regarded as suspect vehicles.
  • both vehicle RV1 and vehicle RV2 are suspect vehicles.
  • the vehicle accident recording method provided in this embodiment may further include step 312.
  • Step 312 Use the accident threat point and the vehicle location to obtain the relative position of the accident threat point and the vehicle.
  • the relative position of the accident threat point and the vehicle can be obtained.
  • Table 1 is a classification table of the relative position of the accident threat point and the vehicle.
  • the included angle in the table represents the included angle of the vector pointing to the accident threat point with respect to the Y axis.
  • Figure 9 for a schematic diagram of the relative orientation of the own vehicle.
  • Angle range Relative position -5 ⁇ +5 degrees In front of +5° ⁇ 80° Forward right 80 degrees ⁇ 100 degrees Right 100 degrees ⁇ 175 degrees Right rear 175° ⁇ 185° Directly behind 185 degrees ⁇ 260 degrees Rear left 260 degrees ⁇ 280 degrees Right left 280 degrees ⁇ 355 degrees front left
  • the suspect vehicle corresponding to the accident threat point is the vehicle that caused the accident.
  • the accident threat point between the vehicle RV1 and its own vehicle is W1, and W1 is located at the front left of the vehicle; the accident threat point between the vehicle RV2 and its vehicle is M3, and M3 is located at the rear left of the vehicle. Since the location where the vehicle was scratched is the front left of the vehicle body, W1 is successfully matched with the location where the vehicle was scratched, the suspect vehicle RV1 is the vehicle that caused the accident, and the suspect vehicle RV2 is not the vehicle.
  • Step 313 Obtain the minimum distance from the distance Di and the distance di; sort the identification codes of each suspect vehicle according to the minimum distance corresponding to each suspect vehicle to generate a vehicle accident record.
  • step 313 is performed for the scenario described in step 309. That is, when the four vertices of the vehicle rectangle are all outside the fitting rectangle area, step 313 can be continued.
  • the vehicle accident record includes: the identification code of the suspect vehicle, and one or more of the following: the accident threat point between the suspect vehicle and the own vehicle, the relative position of the accident threat point and the own vehicle, the time of the accident, the size of the suspect vehicle, and the suspect Vehicle type, current distance, coordinates of other threat points, latitude and longitude of each path point of the historical path,
  • the vehicle accident record includes: the time of the accident, the identification code of each suspected vehicle, size, type, current distance (that is, the distance between the current waypoint and the vehicle), the minimum distance, and the relative orientation at the minimum distance (That is, the relative position of the accident threat point corresponding to the minimum distance and the vehicle), the coordinates of other threat points, and the historical path.
  • the identification code, size, type, and historical path of the suspect vehicle are all obtained directly from the BSM sent by the suspect vehicle by the OBU.
  • OBU can also obtain information such as the color of the suspect vehicle through BSM and record it in the vehicle accident record. This embodiment does not limit the information content of the suspected vehicle in the vehicle accident record, but it must include the identification code of the vehicle.
  • this embodiment can also continuously obtain the path of the suspected vehicle after the vehicle accident within the V2X communication range of the own vehicle before generating the vehicle accident record, thereby recording the driving of the suspected vehicle Whereabouts. Therefore, the path of the suspected vehicle after a vehicle accident can be further recorded to generate a vehicle accident record.
  • the OBU can send the vehicle accident record to the corresponding terminal of the vehicle through SMS and/or phone.
  • the device sends a reminder message.
  • the prompt message may carry the vehicle accident record generated by the OBU.
  • the terminal device corresponding to the vehicle may be a mobile terminal of the vehicle owner, such as a mobile phone or a tablet computer.
  • the terminal equipment corresponding to the own car’s OBU and the own car is in the long term evolution technology (long term evolution, LTE), code division multiple access (code division multiple access, CDMA) or global system for mobile communication (GSM) and other networks To communicate under.
  • the user owner of the vehicle
  • the vehicle accident recording method can wake up the OBU in time when the vehicle is collided or scratched when the vehicle is turned off.
  • This method provides determination in two different scenarios (one: at least one vertex of the self-car rectangle is located in the fitting rectangle area; second: the four vertices of the self-car rectangle are all outside the fitting rectangle area).
  • the way of accident threat points thus to a great extent, avoids missing some suspected vehicles, realizes more detailed investigation of suspected vehicles, and finally obtains vehicle accident records and reminds users. Users can use vehicle accident records to track suspected vehicles, and use vehicle accident records as evidence of liability for vehicle accidents.
  • the method provided in this embodiment has higher application value and reduces the vehicle's exposure to flameout.
  • the user s loss after a vehicle accident such as a collision or scratching is to protect the interests of the user.
  • this recording method can provide strong support for determining the responsible vehicle, and to a certain extent maintain and promote road traffic safety.
  • the present application also provides an on-board unit OBU.
  • OBU on-board unit
  • the on-board unit OBU provided by the embodiments of the present application is used for the self-car in a stationary state, and the on-board unit OBU is used to obtain the position of the self-car and the basic safety message BSM broadcast by other vehicles;
  • the BSM includes: the identification code and history of other vehicles Path: Use the relative position relationship between the position of the vehicle and the historical path of other vehicles to determine the suspect vehicle, and generate a vehicle accident record;
  • the vehicle accident record includes: the identification code of the suspect vehicle.
  • OBU can determine the relative position relationship between the position of the self-vehicle and the historical path in the BSM Whether other vehicles are suspected of causing the vehicle accident. Because the BSM broadcast by other vehicles also contains the unique identification code corresponding to the vehicle, after determining the suspect vehicle, the OBU can generate a vehicle accident record containing the suspect vehicle identification code, so as to facilitate the tracking and determination of the suspected vehicle.
  • the on-board unit is not restricted by the recording direction. No matter which direction the vehicle is collided or scratched, the OBU can determine the suspect vehicle through the BSM of other vehicles. Therefore, the OBU provided in this embodiment greatly improves the success rate of recording suspected vehicles and improves user experience.
  • the OBU is also used to wake up when receiving a wake-up signal sent by the sensor located in the self-vehicle; the sensor is used to send a wake-up signal to the OBU when a vehicle accident occurs in the self-vehicle. As long as the vehicle experiences abnormal vibration or displacement, the sensor can detect it in time and wake up the OBU with a wake-up signal, and the OBU will generate a vehicle accident record.
  • BSM belongs to national standard data
  • different vehicles have no definite rules for the interval between path points in historical paths; historical paths of the same vehicle traveling straight
  • the interval between the middle waypoints and the interval between the waypoints in the historical path of the curve driving may also be different.
  • the interval between the waypoints is longer when driving straight, and the interval between the waypoints is shorter when driving on a curve.
  • the distance between adjacent waypoints in the historical path of the same vehicle may be very far apart, for example, 15 meters apart. It cannot be ruled out that the vehicle may collide with its own vehicle or collide between two waypoints.
  • this application provides OBU which can also realize the determination of accident threat points, so as to realize more detailed investigation of suspect vehicles. The following describes the specific implementation of OBU's detailed implementation of suspicious vehicle investigation.
  • the vehicle-mounted unit provided in this embodiment is also used to filter out all other vehicles that are within the preset range of the own vehicle.
  • the OBU is specifically used to use the relative position relationship between the position of the own vehicle and the historical path of other vehicles to determine that other vehicles and the own vehicle have an accident threat point, and regard other vehicles as suspected vehicles.
  • the OBU is specifically used to construct its own vehicle rectangle using the size of its own vehicle, and use the size of other vehicles to construct other vehicle rectangles; the size of other vehicles is included in the BSM;
  • the accident threat point is the vertex
  • the distance Di from all the way points to the self-car and the distance Di from the self-car to other vehicles are obtained by using the position of the self-car and all the path points in the historical path.
  • the OBU provided in this embodiment is in two different scenarios (one: at least one vertex of the self-car rectangle is located in the fitting rectangle area; second: the four vertices of the self-car rectangle are all outside the fitting rectangle) Applicable methods are used to determine the threat points of accidents, so as to avoid missing some suspected vehicles to a great extent, and realize more detailed investigation of suspected vehicles.
  • the OBU is also used to obtain the relative position of the accident threat point and the own vehicle by using the accident threat point and the position of the own vehicle;
  • OBU is specifically used to generate vehicle accident records using the identification code of the suspect vehicle and the relative position of the accident threat point and the vehicle.
  • the suspect vehicle corresponding to the accident threat point is the vehicle that caused the accident.
  • the accident threat point between the vehicle RV1 and its own vehicle is W1, and W1 is located at the front left of the vehicle; the accident threat point between the vehicle RV2 and its vehicle is M3, and M3 is located at the rear left of the vehicle. Since the location where the vehicle was scratched is the front left of the vehicle body, W1 is successfully matched with the location where the vehicle was scratched, the suspect vehicle RV1 is the vehicle that caused the accident, and the suspect vehicle RV2 is not the vehicle.
  • the OBU is specifically used to obtain the minimum distance from the distance Di and the distance di;
  • the OBU of this embodiment may also continuously obtain the path of the suspected vehicle after the vehicle accident within the V2X communication range of the vehicle before generating the vehicle accident record, so as to record the driving destination of the suspected vehicle. Therefore, the path of the suspected vehicle after the vehicle accident can be further recorded to generate a vehicle accident record.
  • the OBU is also used to continuously obtain the path of the suspected vehicle after the vehicle accident within the V2X communication range of the vehicle;
  • OBU is specifically used to generate vehicle accident records using the identification code of the suspect vehicle and the path of the suspect vehicle.
  • the OBU is also used to send the vehicle accident record to the terminal device corresponding to the own vehicle.
  • the user can use the vehicle accident record received by the terminal device corresponding to the vehicle to track the suspected vehicle, and use the vehicle accident record as evidence of liability for vehicle accidents.
  • the OBU provided in this embodiment has higher application value , Reduce the user's loss after the vehicle is collided or scratched in the stalled state, and protect the interests of users.
  • the OBU can provide strong support for the vehicles responsible for the accident, and to a certain extent maintain and promote road traffic safety.
  • the present application also provides a vehicle accident recording device.
  • the specific implementation of the device will be described below in conjunction with embodiments and drawings.
  • Fig. 11 is a schematic structural diagram of the vehicle accident recording device provided by this embodiment.
  • the device is applied to the OBU when the vehicle is stationary.
  • the vehicle accident recording device includes: a message acquisition module 1102, a suspect vehicle determination module 1103, and a vehicle accident record generation module 1104.
  • the message acquisition module 1102 is used to acquire the position of the vehicle and the basic safety message BSM broadcast by other vehicles; the BSM includes: the identification codes and historical paths of other vehicles;
  • the suspicious vehicle determination module 1103 is used to determine the suspicious vehicle by using the relative position relationship between the position of the vehicle and the historical path of other vehicles;
  • the vehicle accident record generating module 1104 is used to generate vehicle accident records; the vehicle accident record includes: the identification code of the suspect vehicle.
  • the device can determine whether other vehicles are suspected vehicles that caused the vehicle accident by using the relative position relationship between the vehicle position and the historical path in the BSM. Since the BSM broadcast by other vehicles also contains the unique identification code corresponding to the vehicle, after determining the suspect vehicle, the vehicle accident recording device generates a vehicle accident record containing the suspect vehicle identification code, so as to facilitate the tracking and determination of the suspected vehicle.
  • the device is not limited by the recording direction. No matter which direction the vehicle is collided or scratched, as long as the vehicle experiences abnormal vibration or displacement, the sensor can detect it in time and wake up the OBU with a wake-up signal. The device greatly improves the success rate of recording suspected vehicles and improves user experience.
  • the wake-up module is used to wake up when receiving a wake-up signal sent by a sensor located in the own vehicle; the sensor is used to send a wake-up signal to the OBU when a vehicle accident occurs in the own vehicle;
  • BSM belongs to national standard data
  • Different vehicles have no definite rules for the interval between path points in historical paths; historical paths of the same vehicle traveling straight
  • the interval between the middle waypoints and the interval between the waypoints in the historical path of the curve driving may also be different.
  • the interval between the waypoints is longer when driving straight, and the interval between the waypoints is shorter when driving on a curve.
  • the distance between adjacent waypoints in the historical path of the same vehicle may be very far apart, for example, 15 meters apart. It cannot be ruled out that the vehicle may collide with its own vehicle or collide between two waypoints.
  • this application provides a vehicle accident recording device that can also realize the determination of accident threat points, so as to realize a more refined investigation of suspect vehicles. The following describes the specific implementation of the device for finely implementing the investigation of suspect vehicles.
  • the vehicle accident recording device provided in this embodiment further includes: a vehicle screening module, which is used to screen out all other vehicles that are within the preset range of the own vehicle.
  • the suspect vehicle determining module 1103 specifically includes: a first determining unit, configured to use the relative position relationship between the position of the vehicle and the historical path of other vehicles to determine that the other vehicle and the vehicle have an accident threat point, taking the other vehicle as Suspect vehicle.
  • the first determining unit specifically includes:
  • the vehicle rectangle construction subunit is used to construct the self-car rectangle using the size of the self-car, and use the size of other vehicles to construct the other vehicle rectangle; the dimensions of other vehicles are included in the BSM;
  • the rectangle gets the fitting rectangular area corresponding to the fitted line segment; the area is determined by the vertex position of the self-car rectangle;
  • the first determining subunit of the accident threat point is used to determine when at least one vertex of the own vehicle rectangle is located in the fitting rectangle area, the other vehicle and the own vehicle have an accident threat point; the accident threat point is the vertex;
  • the second determination subunit of the accident threat point is used to obtain the distances from all the way points to the own vehicle by using the position of the vehicle and all the path points in the historical path when the four vertices of the vehicle rectangle are outside the fitting rectangle area Di, and the distance di of each fitted line segment from the own vehicle to other vehicles. If there is a distance less than the preset distance threshold between the distance Di and the distance di, it is determined that there is an accident threat point between the other vehicle and the own vehicle; the accident threat point is less than the expected distance Set the path point corresponding to the distance Di and/or the vertical point corresponding to the distance di in the distance of the distance threshold.
  • the vehicle accident recording device operates in two different scenarios (one: at least one vertex of the self-car rectangle is located in the fitting rectangle area; second: the four vertices of the self-car rectangle are all located in the fitting rectangle (Outside the area) respectively adopt the applicable method for determining the threat point of the accident, thereby avoiding the omission of some suspected vehicles to a great extent, and realizing more detailed investigation of suspected vehicles.
  • the vehicle accident recording device further includes:
  • the relative position acquisition module is used to obtain the relative position of the accident threat point and the self-vehicle by using the accident threat point and the position of the self-vehicle;
  • the vehicle accident record generation module 1104 is specifically used for:
  • the first generating unit is used to generate a vehicle accident record using the identification code of the suspect vehicle and the relative position of the accident threat point and the own vehicle.
  • the suspect vehicle corresponding to the accident threat point is the vehicle that caused the accident.
  • the accident threat point between the vehicle RV1 and its own vehicle is W1, and W1 is located at the front left of the vehicle; the accident threat point between the vehicle RV2 and its vehicle is M3, and M3 is located at the rear left of the vehicle. Since the location where the vehicle was scratched is the front left of the vehicle body, W1 is successfully matched with the location where the vehicle was scratched, the suspect vehicle RV1 is the vehicle that caused the accident, and the suspect vehicle RV2 is not the vehicle.
  • the vehicle accident record generation module 1104 specifically includes:
  • the minimum distance obtaining unit is used to obtain the minimum distance from the distance Di and the distance di;
  • the second generating unit is used for sorting the identification codes of each suspected vehicle according to the minimum distance corresponding to each suspected vehicle to generate a vehicle accident record.
  • the vehicle accident recording device may further include: a path acquisition module for continuously obtaining the path of the suspected vehicle after the vehicle accident occurs within the V2X communication range of the own vehicle;
  • the vehicle accident record generation module 1104 specifically includes:
  • the third generating unit is used to generate a vehicle accident record using the identification code of the suspect vehicle and the path of the suspect vehicle.
  • the vehicle accident record contains the path of the suspected vehicle after the vehicle accident, that is, the driving destination of the suspected vehicle is recorded, which facilitates the tracking of the suspected vehicle and the determination of the responsibility for the vehicle accident.
  • the vehicle accident recording device may further include a sending module for sending the vehicle accident record to the terminal device corresponding to the own vehicle.
  • the user can use the vehicle accident record received by the terminal device corresponding to his vehicle to track the suspected vehicle, and use the vehicle accident record as evidence of liability for vehicle accidents.
  • the vehicle accident recording device provided in this embodiment has a higher The application value of the vehicle is to reduce the loss of the user after the vehicle is collided or scratched in the stalled state, and to protect the interests of the user.
  • the device can provide strong support for the vehicles responsible for the accident and maintain and promote road traffic safety to a certain extent.
  • the present application also provides a vehicle equipped with the on-board unit OBU provided in the foregoing embodiments. Since it has been described in detail above, its function will not be repeated here.
  • this figure is a schematic structural diagram of a vehicle provided by this embodiment. It can be seen from FIG. 12 that the vehicle includes an on-board unit OBU, where the OBU may specifically be the OBU provided in the foregoing embodiment. It is specifically used to implement the functions described by the OBU in the foregoing embodiment when the vehicle is at a standstill.
  • OBU on-board unit
  • the OBU can be used to obtain the position of its own vehicle and the basic safety message BSM broadcast by other vehicles;
  • the BSM includes: the identification code and historical path of the other vehicle; using the position of the own vehicle and the historical path of the other vehicle The relative positional relationship of, determines the suspect vehicle, and generates a vehicle accident record;
  • the vehicle accident record includes: the identification code of the suspect vehicle.
  • the vehicle provided in this embodiment may further include a sensor.
  • the sensor is used to send a wake-up signal to the vehicle-mounted unit when detecting a vehicle accident in the own vehicle.
  • the on-board unit OBU is also used to wake up when receiving a wake-up signal sent by a sensor located in the own vehicle.
  • the senor may include a gyroscope and/or an acceleration sensor.
  • the gyroscope alone can detect the displacement of the vehicle; the acceleration sensor alone can detect the acceleration of the vehicle. It is understandable that the combined use of gyroscopes and acceleration sensors can improve the sensitivity and accuracy of detecting vehicle accidents.
  • a detection threshold can be set in the sensor. For example, when the gyroscope detects that the displacement of the vehicle is greater than the preset displacement threshold, it sends a wake-up signal to the OBU ; When the acceleration sensor detects that the acceleration of the vehicle is greater than the preset acceleration threshold, it sends a wake-up signal to the OBU. When the sensor sends a wake-up signal to the OBU, it means that the sensor determines that its own vehicle has been hit by a collision or a vehicle accident through detection.
  • the senor may be embedded in the OBU, or may be independent of the OBU.
  • the present embodiment does not limit the existence form of the sensor. If the sensor is embedded in the OBU, the OBU and the sensor are uniformly powered by the B+ power supply of the own vehicle. As a complete device, the OBU has the function of a sensor, which can detect abnormal vibration and displacement of the own vehicle and wake it up by itself. If the sensor is independently installed on the vehicle, the sensor and the OBU communicate specifically through the CAN bus on the vehicle, that is, the sensor transmits a wake-up signal to the OBU through the CAN bus.
  • At least one (item) refers to one or more, and “multiple” refers to two or more.
  • “And/or” is used to describe the association relationship of associated objects, indicating that there can be three types of relationships, for example, “A and/or B” can mean: only A, only B, and both A and B , Where A and B can be singular or plural.
  • the character “/” generally indicates that the associated objects are in an “or” relationship.
  • the following at least one item (a)” or similar expressions refers to any combination of these items, including any combination of a single item (a) or plural items (a).
  • At least one of a, b, or c can mean: a, b, c, "a and b", “a and c", “b and c", or "a and b and c" ", where a, b, and c can be single or multiple.

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Abstract

一种车辆事故记录方法、装置及车辆。自车静止状态下车载单元OBU获得自车位置及其他车辆广播的基础安全消息BSM（101）；BSM包括其他车辆的识别码和历史路径；OBU利用自车位置与其他车辆历史路径的相对位置关系确定嫌疑车辆，生成包括嫌疑车辆识别码的车辆事故记录（102）。其他车辆与静止状态下的自车发生碰撞或剐蹭等事故，事故发生时刻自车与其他车辆必然非常逼近，利用自车位置和BSM中历史路径的相对位置关系能够确定其他车辆是否为造成事故的嫌疑车辆。确定嫌疑车辆后OBU生成包含嫌疑车辆识别码的车辆事故记录，便于对嫌疑车辆的追踪和定责。不受记录方向的限制，大大提升记录嫌疑车辆的成功率，提升用户体验。

Description

一种车辆事故记录方法、装置及车辆
本申请要求在2019年7月5日提交中国国家知识产权局、申请号为201910604370.9的中国专利申请的优先权，发明名称为“一种车辆事故记录方法、装置及车辆”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
本申请涉及车辆技术领域，尤其涉及一种车辆事故记录方法、装置及车辆。
背景技术
随着人们生活水平的不断提高，汽车数量也在逐渐增加，频发的车辆事故受到人们的广泛关注。在众多类型的车辆事故中，车辆静止状态下遭到碰撞或剐蹭是比较常见的车辆事故类型。在这种车辆事故中，常因发生事故时车主未在事故现场，肇事者逃逸，导致难以定责。对于这种情况，一种可能是车主花费大量的时间和精力调取监控录像找到肇事者，事故定责后由肇事者予以赔偿；另一种可能是车辆未处于监控区域，车主无从确定肇事者，只能由车主自己负责维修遭到碰撞或剐蹭的车辆。
目前，很多车辆上安装有行车记录仪，但是行车记录仪只能够记录单个方向上的画面。当车辆在行车记录仪未记录方向上遭到碰撞或剐蹭，车主无法通过行车记录仪获得肇事者或肇事车辆的相关画面。
发明内容
基于上述问题，本申请提供了一种车辆事故记录方法、装置及车辆，以解决车辆事故发生时记录方向受限的问题。
第一方面，本申请提供一种车辆事故记录方法，应用于自车静止状态时的车载单元OBU，方法包括：
OBU获得自车位置以及其他车辆广播的基础安全消息BSM；BSM包括：其他车辆的识别码和历史路径；
OBU利用自车位置与其他车辆的历史路径的相对位置关系确定嫌疑车辆，并生成车辆事故记录；车辆事故记录包括：嫌疑车辆的识别码。
可选地，在OBU利用自车位置与其他车辆的历史路径的相对位置关系确定嫌疑车辆之前，还包括：
OBU筛选出所有其他车辆中位于自车的预设范围内的车辆。
可选地，OBU利用自车位置与其他车辆的历史路径的相对位置关系确定嫌疑车辆，具体包括：
OBU利用自车位置与其他车辆的历史路径的相对位置关系确定其他车辆与自车存在事故威胁点时，将其他车辆作为嫌疑车辆。
可选地，OBU利用自车位置与其他车辆的历史路径的相对位置关系确定其他车辆与自车存在事故威胁点，具体包括：
OBU利用自车的尺寸构建自车矩形，并利用其他车辆的尺寸构建其他车辆矩形；其他车辆的尺寸包含于BSM中；
当历史路径中两个相邻路径点一个在某一区域之内且另一个在区域之外时，OBU利用两个相邻路径点的拟合线段和其他车辆矩形得到拟合线段对应的拟合矩形区；区域以自车矩形的顶点位置确定；
当自车矩形的至少一个顶点位于拟合矩形区内时，OBU确定其他车辆与自车存在事故威胁点；事故威胁点为顶点；
当自车矩形的四个顶点均位于拟合矩形区之外时，OBU利用自车位置和历史路径中所有路径点获得所有路径点分别到自车的距离Di，以及自车到其他车辆的各个拟合线段的距离di，如果距离Di和距离di中存在小于预设距离阈值的距离，OBU确定其他车辆与自车存在事故威胁点；事故威胁点为小于预设距离阈值的距离中距离Di对应的路径点和/或距离di对应的垂点。
可选地，方法还包括：
OBU利用事故威胁点和自车位置获得事故威胁点与自车的相对方位；
生成车辆事故记录，具体包括：
OBU利用嫌疑车辆的识别码以及事故威胁点与自车的相对方位生成车辆事故记录。
可选地，当自车矩形的四个顶点均位于拟合矩形区之外，且其他车辆与自车存在事故威胁点时，生成车辆事故记录，具体包括：
OBU从距离Di和距离di中得到最小距离；
OBU按照各个嫌疑车辆对应的最小距离将各个嫌疑车辆的识别码排序，以生成车辆事故记录。
可选地，静止状态具体为熄火状态；在OBU获得自车位置以及其他车辆广播的基础安全消息BSM之前，方法还包括：
当接收到位于自车的传感器发送的唤醒信号时OBU进行唤醒；传感器用于检测到自车发生车辆事故时向OBU发送唤醒信号。
可选地，在生成车辆事故记录之后，还包括：
将车辆事故记录发送至自车对应的终端设备。
可选地，在确定嫌疑车辆之后以及生成车辆事故记录之前，还包括：
OBU在自车的V2X通信范围内持续获得车辆事故发生后嫌疑车辆的路径；
生成车辆事故记录，具体包括：
OBU利用嫌疑车辆的识别码以及嫌疑车辆的路径生成车辆事故记录。
第二方面，本申请提供一种车辆事故记录装置，应用于自车静止状态时的车载单元OBU，装置包括：
消息获取模块，用于获得自车位置以及其他车辆广播的基础安全消息BSM；BSM包括：其他车辆的识别码和历史路径；
嫌疑车辆确定模块，用于利用自车位置与其他车辆的历史路径的相对位置关系确定嫌疑车辆；
车辆事故记录生成模块，用于生成车辆事故记录；车辆事故记录包括：嫌疑车辆的识别码。
可选地，装置还包括：车辆筛选模块，用于筛选出所有其他车辆中位于自车的预设范 围内的车辆。
可选地，嫌疑车辆确定模块，具体包括：第一确定单元，用于利用自车位置与其他车辆的历史路径的相对位置关系确定其他车辆与自车存在事故威胁点时，将其他车辆作为嫌疑车辆。
可选地，第一确定单元，具体包括：
车辆矩形构建子单元，用于利用自车的尺寸构建自车矩形，并利用其他车辆的尺寸构建其他车辆矩形；其他车辆的尺寸包含于BSM中；
拟合矩形区获取子单元，用于当历史路径中两个相邻路径点一个在某一区域之内且另一个在区域之外时，利用两个相邻路径点的拟合线段和其他车辆矩形得到拟合线段对应的拟合矩形区；区域以自车矩形的顶点位置确定；
事故威胁点第一确定子单元，用于当自车矩形的至少一个顶点位于拟合矩形区内时，确定其他车辆与自车存在事故威胁点；事故威胁点为顶点；
事故威胁点第二确定子单元，用于当自车矩形的四个顶点均位于拟合矩形区之外时，利用自车位置和历史路径中所有路径点获得所有路径点分别到自车的距离Di，以及自车到其他车辆的各个拟合线段的距离di，如果距离Di和距离di中存在小于预设距离阈值的距离，确定其他车辆与自车存在事故威胁点；事故威胁点为小于预设距离阈值的距离中距离Di对应的路径点和/或距离di对应的垂点。
可选地，装置还包括：
相对方位获取模块，用于利用事故威胁点和自车位置获得事故威胁点与自车的相对方位；
车辆事故记录生成模块，具体包括：
第一生成单元，用于利用嫌疑车辆的识别码以及事故威胁点与自车的相对方位生成车辆事故记录。
可选地，当自车矩形的四个顶点均位于拟合矩形区之外，且其他车辆与自车存在事故威胁点时，车辆事故记录生成模块，具体包括：
最小距离获取单元，用于从距离Di和距离di中得到最小距离；
第二生成单元，用于按照各个嫌疑车辆对应的最小距离将各个嫌疑车辆的识别码排序，以生成车辆事故记录。
可选地，静止状态具体为熄火状态；装置还包括：
唤醒模块，用于当接收到位于自车的传感器发送的唤醒信号时进行唤醒；传感器用于检测到自车发生车辆事故时向OBU发送唤醒信号。
可选地，装置还包括：
发送模块，用于将车辆事故记录发送至自车对应的终端设备。
可选地，装置还包括：
路径获取模块，用于在自车的V2X通信范围内持续获得车辆事故发生后嫌疑车辆的路径；
车辆事故记录生成模块，具体包括：
第三生成单元，用于利用嫌疑车辆的识别码以及嫌疑车辆的路径生成车辆事故记录。
第三方面，本申请还提供一种车辆，车辆处于静止状态并作为自车，车辆包括：车载单元：
车载单元，用于获得自车位置以及其他车辆广播的基础安全消息BSM；BSM包括：其他车辆的识别码和历史路径；利用自车位置与其他车辆的历史路径的相对位置关系确定嫌疑车辆，并生成车辆事故记录；车辆事故记录包括：嫌疑车辆的识别码。
可选地，静止状态具体为熄火状态；车辆还包括：传感器；
传感器，用于检测到自车发生车辆事故时向车载单元发送唤醒信号；
车载单元，还用于当接收到位于自车的传感器发送的唤醒信号时进行唤醒。
从以上技术方案可以看出，本申请实施例至少具有以下优点：
若其他车辆与静止状态下的自车发生碰撞或剐蹭等车辆事故，在事故发生时刻，自车与其他车辆必然非常逼近，因此OBU利用自车位置和BSM中的历史路径的相对位置关系能够确定其他车辆是否为造成车辆事故的嫌疑车辆。因其他车辆广播的BSM中还包含该车辆对应的唯一识别码，因此确定嫌疑车辆后，OBU可生成包含嫌疑车辆识别码的车辆事故记录，从而便于对嫌疑车辆的追踪和定责。显然，该方法不受记录方向的限制，大大提升记录嫌疑车辆的成功率，提升用户体验。
附图说明
图1为本申请实施例提供的一种车辆事故记录方法的流程图；
图2为本申请实施例提供的一种V2X互联场景示意图；
图3为本申请实施例提供的另一种车辆事故记录方法的流程图；
图4为本申请实施例提供的一种自车的OBU唤醒时刻场景内各个车辆的示意图；
图5a为本申请实施例提供的一种普通场景示意图；
图5b为本申请实施例提供的一种其他车辆的路径点较少的场景示意图；
图5c为本申请实施例提供的一种其他车辆与自车发生车辆事故后路径发生较大改变的示意图；
图5d为本申请实施例提供的一种发生车辆事故后其他车辆仍在自车周边的场景示意图；
图6为本申请实施例提供的一种同一坐标系下自车矩形和其他车辆矩形的示意图；
图7为本申请实施例提供的一种拟合矩形区示意图；
图8为本申请实施例提供的一种距离Di和距离di的示意图；
图9为本申请实施例提供的一种自车的相对方位示意图；
图10为本申请实施例提供的一种车辆事故记录示意图；
图11为本申请实施例提供的一种车辆事故记录装置的结构示意图；
图12为本申请实施例提供的一种车辆的结构示意图；
图13为本申请实施例提供的另一种车辆的结构示意图。
具体实施方式
现如今静止状态下的车辆如果遭到碰撞或剐蹭，车主只能通过浏览行车记录仪记录的画面来确认肇事车辆。但是行车记录仪只能记录单方向上的画面，如果肇事车辆是从其他方向碰撞自车，则行车记录仪无法记录车辆事故的相关画面，车主难以追查。并且，当车 辆处于熄火状态时无法为行车记录仪供电，可见，行车记录仪在车辆事故场景下的应用非常有限。
目前可以通过感应碰撞的方式进行提醒，具体可以是车辆鸣叫提醒，也可以是向车辆对应的移动终端(例如车主的手机)进行提醒。但是这种方法仅能够起到提醒作用，无法记录车辆事故，无法记录嫌疑车辆或肇事车辆，所以并不能用于事故判定。
基于以上问题，发明人经过研究，提供一种车辆事故记录方法、装置及车辆。OBU获得周围其他车辆广播的基础安全消息(basic safety message,BSM)，BSM中包含发送该消息的其他车辆的识别码和历史路径。因为如果其他车辆与自车发生碰撞，在事故发生时刻其他车辆与自车位置必然非常逼近，因此，本申请中OBU利用自车位置与其他车辆的历史路径的相对位置关系确定嫌疑车辆，并生成车辆事故记录。因为识别码是一车一码的，即识别码与车辆存在一一对应的关系，因此在车辆事故记录中记录嫌疑车辆的识别码可便于自车车主后续根据车辆事故记录追查嫌疑车辆及进行车辆事故定责等。
为便于理解本申请提供的技术方案，下面结合实施例和附图首先对车辆事故记录方法的具体实现进行描述。
方法实施例一
参见图1，该图为本申请实施例提供的一种车辆事故记录方法的流程图。本实施例描述的方法应用于自车的车载单元OBU，其中，自车处于静止状态。作为场景示例，无人驾驶模式下自车停靠于路边，或自车根据信号灯指示停靠在路口的相应位置时，自车均处于静止状态。本实施例对于具体的自车静止场景不进行限定。
如图1所示，本实施例提供的车辆事故记录方法，包括：
步骤101：车载单元OBU获得自车位置以及其他车辆广播的基础安全消息BSM。
车载单元OBU，又称为：移动板载单元，通常装设于车辆上。为便于理解OBU的功能，此处首先简单介绍车辆与万物(vehicle to everything,V2X)通信。
V2X通信通常采用用于车辆通行的长期演进通信技术(long term evolution-vehicle,LTE-V)或者专用短程通信技术(dedicate short range communication,DSRC)。也就是说，车辆通过LTE-V技术或DSRC技术能够与万物实现通信，此处所说的万物，可以是网络，其他车辆以及基础设施，例如安装有路侧单元(road side unit,RSU)的红绿灯。
参见图2，该图为本申请实施例提供的一种V2X互联场景示意图。图2中，V2N表示车辆与网络通信；V2V表示车辆与车辆通信；V2I表示车辆与安装有RSU的基础设施通信。具体通信方式可以是采用LTE-V技术，也可以是采用DSRC技术。
在本实施例描述的车辆事故记录方法中，主要涉及V2V技术，自车与其他车辆LTE-V技术或者DSRC技术进行通信，实现通信的基础是，自车与其他车辆上均装设有车载单元OBU。每个车辆的OBU均具有广播基础安全消息BSM的功能，同时，每个车辆的OBU还具有接收其他车辆广播的BSM的功能。
本实施例中，其他车辆指的是自车V2X通信范围内的车辆，在自车OBU唤醒后，通信范围内的其他车辆的数量可能为一个或多个。
OBU唤醒后，立刻进行全球卫星导航系统(global navigation satellite system,GNSS)定位，获得自车位置。应用GNSS定位技术可以实现秒定，即OBU唤醒1秒内完成定位 获得自车位置。
可以理解的是，只要其他车辆上装设有OBU，行驶状态下的其他车辆的OBU会持续广播BSM，仅当自车OBU唤醒后才开始建立车与车之间的V2V通信，从而接收到其他车辆的BSM。可以理解的是，仅当其他车辆位于自车V2X通信范围内时，自车OBU才可以接收到其他车辆广播的BSM。
在实际应用中，BSM包括：识别码和历史路径。
需要说明的是，每个车辆具有唯一对应的识别码，不同车辆的识别码不同。作为示例，该识别码可以是车辆VIN码(vehicle identification number)。
车辆的历史路径记录了车辆历史行驶经过的各个路径点。作为一种可能的实现方式，BSM中包含的历史路径可以记录车辆本次行驶经过的各个路径点。作为另一种可能的实现方式，历史路径可以记录BSM发送时刻之前预设时间内的各个路径点，例如发送时刻之前30分钟之内的各个路径点。此处对于历史路径中所囊括的路径点的时间跨度不进行限定。
步骤102：OBU利用自车位置与其他车辆的历史路径的相对位置关系确定嫌疑车辆，并生成车辆事故记录。
通过步骤101，OBU已经得到自车位置和其他车辆的历史路径。历史路径中包括各个路径点的经纬度，即对于OBU来说其他车辆的各个路径点位置也是已知的。本步骤在具体实现时，可以由OBU根据自车位置和其他车辆历史路径中各个路径点的位置，得到自车与各个路径点的相对位置关系。
例如，车辆A的历史路径包括路径点A1、A2和A3。本步骤中OBU可以获得自车与A1的相对位置关系，自车与A2的相对位置关系，自车与A3的相对位置关系。两个点的相对位置关系包括：两个点的相对方位和距离。作为示例，可以预先设置一个距离阈值，当其他车辆有任意一个路径点与自车的距离小于距离阈值时，可以将该车辆确定为嫌疑车辆。距离阈值可以是3米，2米等，此处对于距离阈值的具体设定数值不进行限定。继续沿用上述示例，假如自车与A1的距离为5米，自车与A2的距离为2米，自车与A3的距离为4米，而设定的距离阈值为3米，则由于自车与A2的距离小于3米，因此，OBU将车辆A确定为嫌疑车辆。
在生成车辆事故记录时，由于已经确定出嫌疑车辆，因此可以将嫌疑车辆的相关信息记录于车辆事故记录中。例如，步骤101已经得到其他车辆的识别码，因此，如果确定该车辆为嫌疑车辆，即可根据该车辆的识别码生成车辆事故记录。
可以理解的是，由于自车V2X通信范围内可能存在多个其他车辆，对于每个其他车辆，均可按照步骤102进行确定，即确定其是否为嫌疑车辆。在实际应用中，自车的嫌疑车辆的数量可能为一个或多个。如果确定的嫌疑车辆有多个，例如车辆A和车辆B均为造成自车车辆事故的嫌疑车辆，则在车辆事故记录中，需要将车辆A和车辆B的识别码分别记录下来。
以上即为本申请实施例提供的一种车辆事故记录方法。车辆静止状态时，OBU获得自车位置以及其他车辆广播的BSM。若其他车辆与静止状态下的自车发生碰撞或剐蹭等车辆事故，在事故发生时刻，自车与其他车辆必然非常逼近，因此OBU利用自车位置和BSM 中的历史路径的相对位置关系能够确定其他车辆是否为造成车辆事故的嫌疑车辆。因其他车辆广播的BSM中还包含该车辆对应的唯一识别码，因此确定嫌疑车辆后，OBU可生成包含嫌疑车辆识别码的车辆事故记录，从而便于对嫌疑车辆的追踪和定责。
在实际应用中，如果自车所处的静止状态具体为熄火状态时，OBU通常不能自发地获得其他车辆发送的BSM，因为此时OBU处于非工作状态。因此，在此场景下，在上述步骤101执行之前，需要执行步骤100。下面具体介绍步骤100的实现方式。
步骤100：当OBU接收到位于自车的传感器发送的唤醒信号时进行唤醒。
在本实施例中，熄火状态下的自车具体利用传感器来检测自车是否发生车辆事故。实际应用中，传感器可以包括：陀螺仪和/或加速度传感器。单独采用陀螺仪可以检测车辆的位移；单独采用加速度传感器可以检测车辆的加速度。可以理解的是，综合采用陀螺仪和加速度传感器可以提升检测车辆事故的灵敏度和准确性。
本实施例中，自车的传感器具备向OBU发送唤醒信号的功能，但是在实际应用中，考虑到自车的震动可能并不是由车辆事故造成的，例如，行人路过自车时碰撞到了熄火状态下的自车，此时无需唤醒OBU进行车辆事故记录。为避免传感器频繁发送唤醒信号将OBU唤醒，作为一种可选的实现方式，可以在传感器中设置检测阈值，例如，当陀螺仪检测到自车位移大于预设位移阈值时，向OBU发送唤醒信号；当加速度传感器检测到自车加速度大于预设加速度阈值时，向OBU发送唤醒信号。当传感器向OBU发送唤醒信号时，表示传感器通过检测判定自车遭到碰撞或剐蹭的车辆事故。
本实施例中，传感器可以内嵌于OBU中，也可以与OBU相互独立，本实施例对于传感器的存在形式不进行限定。如果传感器是内嵌于OBU中，则OBU和传感器统一由自车的B+电源供电，作为一个完整的器件，OBU具备传感器的功能，能够检测自车的异常震动和位移并自行唤醒。如果传感器是自车已经独立装设好的，则传感器与OBU具体通过车辆上的CAN总线通信，即传感器通过CAN总线向OBU传输唤醒信号。
当传感器检测到自车发生车辆事故即向自车的车载控制单元OBU发送唤醒信号。OBU接收到唤醒信号进行唤醒，开始获得自车位置以及其他车辆广播的基础安全信息BSM。
显然，当自车处于熄火状态下，只要自车发生异常的震动或位移，传感器即可及时检测到并以唤醒信号唤醒OBU，由OBU生成车辆事故记录。因此，本实施例提供的方法还可以应用于熄火状态下自车OBU对车辆事故进行记录。
在实际应用中，自车OBU与其他车辆的OBU可能存在时间序列不同步的问题。通过上述实施例步骤102可知，嫌疑车辆的确定需要依赖于其他车辆OBU发送的BSM中历史路径，如果自车OBU与其他车辆的OBU的时间序列不同步，很可能影响嫌疑车辆确定的准确性。
作为一种可能的实现方式，本实施例中可以在自车OBU唤醒后，借助GNSS、辅助全球卫星定位系统(assisted global positioning system,AGPS)以及惯性导航(dead reckoning,DR)技术实现两车辆OBU时间序列的同步。实现同步后，自车OBU才开始接收其他车辆OBU广播的BSM。通过同步，提升本实施例确定嫌疑车辆的准确性，提升车辆事故记录的有效性。
目前，尽管BSM属于国标数据，但是本领域对BSM中历史路径的计算方法没有明确且统一的规定，不同的车辆对于历史路径中路径点之间的间隔没有确定的规律；同一车辆直行的历史路径中路径点的间隔与曲线行驶的历史路径中路径点的间隔也可能不同，例如直行时路径点间隔较远，曲线行驶时路径点间隔较近。实际应用中，同一车辆的历史路径中相邻路径点的间隔可能很远，例如相隔15米，不能排除该车辆在两个路径点之间与自车发生碰撞或剐蹭事故的可能性。为了避免漏掉一些嫌疑车辆，本申请提供了另一种车辆事故记录方法实现对事故威胁点的确定，从而实现对嫌疑车辆的更精细的排查。下面结合实施例和附图对该方法的具体实现进行详细描述和说明。
在下面的方法实施例中，将以自车具体处于熄火状态为示例性的静止场景进行方案描述。即，在自车OBU接收其他车辆广播的BSM之前需要依靠传感器发送的唤醒信号进行唤醒。需要说明的是，如果自车处于静止但是并非处于熄火状态时，则OBU无需由传感器的唤醒信号来进行唤醒。
方法实施例二
参见图3，该图为本实施例提供的另一种车辆事故记录方法的流程图。
如图3所示，本实施例提供的车辆事故记录方法，包括：
步骤301：当接收到位于自车的传感器发送的唤醒信号时进行唤醒。
步骤302：获得自车位置以及其他车辆广播的基础安全消息BSM。
本实施例步骤301-302的实现方式与前述实施例中步骤100-101的实现方式相同，因此步骤301-302的相关描述可参照前述实施例，此处不再赘述。
步骤303：筛选出所有其他车辆中位于自车的预设范围内的车辆。
当自车OBU唤醒时刻与车辆事故发生时刻的时间差非常短(几秒之内)，如果某一肇事车辆碰撞或剐蹭自车后，自车OBU唤醒时通过该肇事车辆的OBU得到的BSM得到的该肇事车辆的位置应该与自车位置相距不会太远。也就是说，自车OBU唤醒时距离自车过远的车辆不可能是肇事车辆。
为节省后续OBU确定嫌疑车辆时的运算量，减少无效的运算，本实施例可以在确定嫌疑车辆之前将自车OBU唤醒时距离自车较远的车辆过滤掉。即按照本步骤的描述，仅筛选出自车OBU的V2X通信范围内所有其他车辆中位于自车预设范围内的车辆。预设范围可以按照实际需求进行设置，作为示例可以按照自车所在地段的车辆行驶限速进行设置，或者根据运算速度进行设置。例如，当车辆限速值较高，则将预设范围设置较大；当车辆像素值较低，将预设范围设置较小；要求OBU运算速度较高，则将预设范围设置较小。作为一示例，预设范围可以是以自车位置为中心半径50米的范围。
为便于理解，可参见图4，该图为自车的OBU唤醒时刻场景内各个车辆的示意图。图4中，HV代表自车，RV1、RV2、RV3和RV4分别为场景中HV的V2X通信范围内所有其他车辆，仅RV1、RV2和RV3位于HV的预设范围401内，而RV4位于HV的预设范围401之外。执行步骤303后，仅将RV1、RV2和RV3筛选出来，RV4则被过滤掉。也就是说，在图4所示的场景中，嫌疑车辆将在RV1、RV2和RV3中确定，RV4则被排除在外。
通过步骤303对其他车辆的筛选，能够在一定程度上减少待确定的车辆的数量。
图5a-图5d提供几种场景示意图，以为便于直观理解自车可能面临的多种场景。图5a-5d中，圆点HV代表自车位置，圆点RV代表其他车辆的当前位置，圆点RV所在实线上的其他点代表该车辆的历史路径中的路径点。
图5a所示为普通场景，某一其他车辆行进存在一定的曲线，因此产生了较多的路径点；图5b所示为其他车辆的路径点较少的场景，此类场景中与自车发生碰撞或剐蹭对于其他车辆的行驶路径未造成实际影响；图5c所示为其他车辆与自车发生车辆事故后，其他车辆进行倒车或其它操作，后续的路径发生较大的改变；图5d所示为发生车辆事故后其他车辆仍在自车周边的场景。通过图5a-5d的示例，可以直观了解不同场景下自车位置与其他车辆的历史路径的相对位置关系。
接下来，将利用自车位置与其他车辆的历史路径的相对位置关系确定其他车辆与自车是否存在事故威胁点。本实施例中，事故威胁点可以理解为：其他车辆对自车造成事故威胁的点，事故威胁点距离自车车身以及自车实际受到碰撞或剐蹭的位置非常近。当确定其他车辆与自车存在事故威胁点时，将其他车辆作为嫌疑车辆。例如，RV1和RV2分别与自车存在事故威胁点，则将RV1和RV2均作为嫌疑车辆；RV3与自车不存在事故威胁点，则将RV3从嫌疑车辆中排除。
下面将通过步骤304-311对本实施例OBU确定事故威胁点的实现方式进行详细说明。
步骤304：利用自车的尺寸构建自车矩形，并利用其他车辆的尺寸构建其他车辆矩形。
由于车辆事故发生是两个车身之间发生的，而并非是自车位置和其他车辆位置这两个位置点发生的，本步骤建立每个车辆的矩形，目的是为了更准确地确定嫌疑车辆。
在实际应用中，OBU可以通过多种方式获得自车的尺寸。作为一种具体地实现方式，在OBU装设到自车时，OBU便能获得自车尺寸并记录下来。作为另一种具体实现方式，OBU可以通过CAN总线得到自车尺寸。为建立自车矩形，除了自车尺寸(车身长度和车身宽度)和自车位置，还需要得到自车车头朝向。OBU可以通过自车上装设的传感器或摄像装置确定车头朝向。OBU利用自车车头朝向、自车尺寸和自车位置，即可建立自车矩形。
在实际应用中，作为一种可选实现方式，可将自车位置作为坐标原点，以车头朝向为Y轴，以车头垂直向右的方向为X轴，建立笛卡尔坐标系。
其他车辆向自车OBU广播的BSM中包含了其他车辆的尺寸(其他车辆的车身长度和车身宽度)，航向，历史路径(包括多个路径点的经纬度)。OBU根据以上信息能够建立其他车辆在其各个路径点上的车辆矩形。
步骤305：以自车矩形的顶点位置划分各个区域。
参见图6，该图为本申请实施例提供的一种同一坐标系下自车矩形和其他车辆矩形的示意图。图6中，HV表示自车，RV表示其他车辆，自车矩形的四个顶点分别为M1，M2，M3和M4，N1和N2分别是RV的两个相邻路径点对应的其他车辆矩形。图6的箭头表示RV的路径方向，即表示RV是从N1所对应的路径点行驶到N2所对应的路径点。
图6所示坐标系中，在第一、第二、第三和第四象限各自包含一个由象限内的自车矩形顶点所确定的区域，具体地：
第一区域位于第一象限自车矩形顶点M1的右上方，即第一区域各点的横坐标大于M1横坐标，第一区域各点的纵坐标大于M1纵坐标；
第二区域位于第二象限自车矩形顶点M2的左上方，即第二区域各点的横坐标小于M2横坐标，第二区域各点的纵坐标大于M2纵坐标；
第三区域位于第三象限自车矩形顶点M3的左下方，即第三区域各点的横坐标小于M3横坐标，第三区域各点的纵坐标小于M3纵坐标；
第四区域位于第四象限自车矩形顶点M4的右下方，即第四区域各点的横坐标大于M4横坐标，第四区域各点的纵坐标小于M4纵坐标。
通过图6可知，RV的历史路径中两个相邻路径点一个位于第二区域，另一个位于第四区域，因此，依据历史路径可知RV跨区域。跨区域的含义是，车辆从第一、第二、第三和第四区域中的某一区域行驶到该区域以外。在实际应用中，如果车辆实现了跨区域，则表示该车辆与位于坐标系原点的自车HV存在碰撞和剐蹭的可能性。
步骤306：当历史路径中两个相邻路径点一个在某一区域之内且另一个在区域之外时，利用两个相邻路径点的拟合线段和其他车辆矩形得到拟合线段对应的拟合矩形区。
图5a-5c中，由虚线连接的两个相邻路径点分别位于不同区域，虚线为其首尾两端的相邻路径点的拟合线段。拟合线段所连接的两个相邻路径点称为跨区域的相邻路径点。
通过图6可知，RV的历史路径中存在跨区域的相邻路径点，分别对应于RV的其他车辆矩形N1和N2。参见图7，该图为拟合矩形区示意图，根据N1和N2对应的两个相邻路径点的拟合线段L701，以及N1和N2得到拟合矩形区S702。拟合矩形区S702的一对对边为两个其他车辆矩形N1和N2最相近的两条边；另一对对边为与拟合线段L701相平行的两条边，如图7中虚线所示。
可以理解的是，拟合矩形区S702是RV从N1对应的路径点运动到N2对应的路径点过程中车身可能经过的区域。如果HV的自车矩形与S702存在重叠，则RV与HV很可能发生碰撞或剐蹭等车辆事故。基于此，本实施例提供的车辆事故记录方法进一步执行步骤307，以针对不同的情况确定事故威胁点。
步骤307：判断自车矩形是否有至少一个顶点位于拟合矩形区内。如果是，执行步骤308；如果否，执行步骤309。
如果自车矩形有至少一个顶点位于拟合矩形区内，即如图7所示，HV的自车矩形顶点M3位于拟合矩形区S702内，则可以确定存在事故威胁点。该事故威胁点是位于拟合矩形区的自车矩形顶点。对于图7，M3就是事故威胁点。如果自车矩形的四个顶点均位于拟合矩形区之外，则采用步骤309的方式针对该情况进行事故威胁点的确定。
步骤308：当自车矩形的至少一个顶点位于拟合矩形区内时，确定其他车辆与自车存在事故威胁点，进入步骤312。
步骤309：当自车矩形的四个顶点均位于拟合矩形区之外时，利用自车位置和历史路径中所有路径点获得所有路径点分别到自车的距离Di，以及自车到其他车辆的各个拟合线段的距离di。
为便于理解，参照图8，该图所示为距离Di和距离di的示意图。图8所示其他车辆RV的历史路径包含4个路径点W1、W2、W3和W4，圆点HV代表自车位置(也是坐标系原点)，W1、W2、W3和W4分别到自车的距离为Di1，Di2，Di3和Di4。以求取Di1为例，W1的坐标为(x 1，y 1)，则Di1的计算公式如下：
Figure PCTCN2020100033-appb-000001
各个路径点中，W2和W3为相邻的两个路径点且跨区域，W2与W3的连接线段L801为此两个路径点的拟合线段。自车位置到连线段L801作垂线，垂点802到圆点HV的距离即为自车到拟合线段L801的距离di。
步骤310：判断距离Di和距离di中是否存在小于预设距离阈值的距离，如果是，则执行步骤311。
步骤311：确定其他车辆与自车存在事故威胁点，进入步骤312。
在图8示例的场景中，需要将di，Di1，Di2，Di3和Di4分别与预设距离阈值进行比较，如果存在一个距离小于预设距离阈值，则将该距离对应的路径点和/或垂点作为事故威胁点。例如，如果di小于预设距离，则垂点802是事故威胁点；如果Di1小于预设距离阈值，因W1是Di1对应的路径点，因此W1是事故威胁点。同一车辆与自车之间存在的事故威胁点可以为0个，1个或多个，此处对于同一车辆与自车之间存在的事故威胁点的数量不进行限定。
作为示例，预设距离阈值可以是5米。此处对于距离阈值的具体数值不进行限定，可根据实际需求进行设置。
在实际应用中，可以将事故威胁点数量、坐标等信息记录于车辆事故记录中。
例如，车辆RV1与自车的事故威胁点有W1(x 1，y 1)；车辆RV2与自车的事故威胁点有M3(x 3，y 3)。
在本实施例中，与自车存在事故威胁点的车辆均作为嫌疑车辆，如上述示例中车辆RV1和车辆RV2均是嫌疑车辆。
进一步地，由于车辆事故威胁点的数量可能多于车辆发生碰撞或剐蹭的次数，例如嫌疑车辆有多个，而自车车身刮痕只有一处，可见仅有一个嫌疑车辆为肇事车辆，而其他的嫌疑车辆并非肇事车辆。为更加可信和可靠地记录车辆事故，本实施例提供的车辆事故记录方法还可以进一步包括步骤312。
步骤312：利用事故威胁点和自车位置获得事故威胁点与自车的相对方位。
可以理解的是，当事故威胁点确定后，可以得到事故威胁点与自车的相对方位。参见下表1，该表是事故威胁点与自车的相对方位分类表。表中夹角表示自车位置指向事故威胁点的矢量相对于Y轴的夹角。自车的相对方位示意图参见图9。
表1事故威胁点与自车的相对方位
夹角范围 相对方位
-5～+5度 正前方
+5度～80度 右前方
80度～100度 正右方
100度～175度 右后方
175度～185度 正后方
185度～260度 左后方
260度～280度 正左方
280度～355度 左前方
可以理解的是，将事故威胁点与自车的相对方位记录于车辆事故记录中，能够有助于将事故威胁点与自车受到碰撞或剐蹭的位置进行匹配。一旦匹配成功，则表示事故威胁点对应的嫌疑车辆是肇事车辆。例如，车辆RV1与自车的事故威胁点是W1，W1位于自车的左前方；车辆RV2与自车的事故威胁点是M3，M3位于自车的左后方。由于自车受到剐蹭的位置是自车车身的左前方，则W1与自车受到剐蹭的位置成功匹配，嫌疑车辆RV1为肇事车辆，嫌疑车辆RV2不是肇事车辆。
步骤313：从距离Di和距离di中得到最小距离；按照各个嫌疑车辆对应的最小距离将各个嫌疑车辆的识别码排序，以生成车辆事故记录。
本步骤针对步骤309描述的场景进行。即自车矩形的四个顶点均位于拟合矩形区之外时，可继续执行本步骤313。
可以理解的是，事故威胁点对应的最小距离越小，表示车辆与自车发生车辆事故的几率越大。将不同的嫌疑车辆的识别码按照其各自对应的最小距离进行排序，便于在车辆事故记录中，将肇事几率较大的嫌疑车辆优先排列出来。
车辆事故记录中，包括：嫌疑车辆的识别码，还包括以下一种或多种：嫌疑车辆与自车的事故威胁点，事故威胁点与自车的相对方位，事故时间，嫌疑车辆尺寸，嫌疑车辆类型，当前距离，其他威胁点的坐标，历史路径的各个路径点经纬度，
本实施例提供了一种车辆事故记录示意图，参见图10。如图10所示，车辆事故记录中包括：事故时间，每个嫌疑车辆的识别码，尺寸，类型，当前距离(即当前路径点与自车的距离)，最小距离，最小距离时的相对方位(即最小距离对应的事故威胁点与自车的相对方位)，其他威胁点的坐标，历史路径。需要说明的是，车辆事故记录中，嫌疑车辆的识别码、尺寸、类型和历史路径均为OBU直接从嫌疑车辆发送的BSM中获得。此外，OBU还可以通过BSM获得嫌疑车辆的颜色等信息并记录在车辆事故记录中。本实施例对于车辆事故记录中关于嫌疑车辆的信息内容不进行限定，但是必须包含车辆的识别码。
为了便于后续对嫌疑车辆进行追踪，本实施例还可在生成车辆事故记录之前，由自车OBU在自车的V2X通信范围内持续获得车辆事故发生后嫌疑车辆的路径，从而记录嫌疑车辆的行驶去向。因此，可以进一步将车辆事故发生后嫌疑车辆的路径记录下来，以生成 车辆事故记录。
实际应用中为了提升用户的体验，以便自车车主及时获知熄火状态下自车发生交通事故的情况，可以由OBU在生成车辆事故记录后，通过短信和/或电话的形式向自车对应的终端设备发送提示消息。作为一种具体实现方式，提示消息中可以携带OBU所生成的车辆事故记录。作为示例，自车对应的终端设备可以是车主的移动终端，如手机，平板电脑等。自车OBU与自车对应的终端设备在长期演进技术(long term evolution,LTE)、码分多址(code division multiple access,CDMA)或全球移动通讯系统(global system for mobile communication,GSM)等网络下进行通信。
用户(自车车主)利用自车对应的终端设备即可获得OBU生成的车辆事故记录，从中得到每个嫌疑车辆的识别码，尺寸，类型，当前距离，最小距离，最小距离时的相对方位，其他威胁点的坐标，历史路径，车辆事故发生后的路径等信息。
可见，本申请实施例提供的车辆事故记录方法能够在车辆熄火状态下受到碰撞或剐蹭时及时唤醒OBU。该方法在两种不同的场景(其一：自车矩形的至少一个顶点位于拟合矩形区内；其二：自车矩形的四个顶点均位于拟合矩形区之外)下分别提供了确定事故威胁点的方式，从而极大程度上避免漏掉一些嫌疑车辆，实现对嫌疑车辆的更精细的排查，最终得到车辆事故记录，并对用户进行提醒。用户可利用车辆事故记录追踪嫌疑车辆，以车辆事故记录作为车辆事故的定责证据，在V2X日益普及的环境下，本实施例提供的方法具有较高的应用价值，降低熄火状态下车辆遭到碰撞或剐蹭等车辆事故后用户的损失，维护用户利益。此外，这种记录方法能够为定责肇事车辆提供有力支持，在一定程度上维护和促进道路交通安全。
基于前述实施例提供的车辆事故记录方法，相应地，本申请还提供一种车载单元OBU。下面结合实施例对车载单元的功能进行描述。
车载单元实施例
本申请实施例提供的车载单元OBU，用于应用于静止状态时的自车，车载单元OBU用于获得自车位置以及其他车辆广播的基础安全消息BSM；BSM包括：其他车辆的识别码和历史路径；利用自车位置与其他车辆的历史路径的相对位置关系确定嫌疑车辆，并生成车辆事故记录；车辆事故记录包括：嫌疑车辆的识别码。
若其他车辆与静止状态下的自车发生碰撞或剐蹭等车辆事故，在事故发生时刻，自车与其他车辆必然非常逼近，因此OBU利用自车位置和BSM中的历史路径的相对位置关系能够确定其他车辆是否为造成车辆事故的嫌疑车辆。因其他车辆广播的BSM中还包含该车辆对应的唯一识别码，因此确定嫌疑车辆后，OBU可生成包含嫌疑车辆识别码的车辆事故记录，从而便于对嫌疑车辆的追踪和定责。
显然，车载单元不受记录方向的限制，无论自车受到哪个方向的碰撞或剐蹭，OBU均可通过其他车辆的BSM确定嫌疑车辆。因此，本实施例提供的OBU大大提升记录嫌疑车辆的成功率，提升用户体验。
如果自车具体处于熄火状态时，OBU还用于当接收到位于自车的传感器发送的唤醒信号时进行唤醒；传感器用于检测到自车发生车辆事故时向OBU发送唤醒信号。只要自车 发生异常的震动或位移，传感器即可及时检测到并以唤醒信号唤醒OBU，由OBU生成车辆事故记录。
目前，尽管BSM属于国标数据，但是本领域对BSM中历史路径的计算方法没有明确且统一的规定，不同的车辆对于历史路径中路径点之间的间隔没有确定的规律；同一车辆直行的历史路径中路径点的间隔与曲线行驶的历史路径中路径点的间隔也可能不同，例如直行时路径点间隔较远，曲线行驶时路径点间隔较近。实际应用中，同一车辆的历史路径中相邻路径点的间隔可能很远，例如相隔15米，不能排除该车辆在两个路径点之间与自车发生碰撞或剐蹭事故的可能性。为了避免漏掉一些嫌疑车辆，本申请提供了OBU还可实现对事故威胁点的确定，从而实现对嫌疑车辆的更精细的排查。下面对OBU精细实现嫌疑车辆排查的具体实现方式进行描述。
本实施例提供的车载单元，还用于筛选出所有其他车辆中位于自车的预设范围内的车辆。
可选地，OBU具体用于利用自车位置与其他车辆的历史路径的相对位置关系确定其他车辆与自车存在事故威胁点时，将其他车辆作为嫌疑车辆。
可选地，OBU具体用于利用自车的尺寸构建自车矩形，并利用其他车辆的尺寸构建其他车辆矩形；其他车辆的尺寸包含于BSM中；
当历史路径中两个相邻路径点一个在某一区域之内且另一个在区域之外时，利用两个相邻路径点的拟合线段和其他车辆矩形得到拟合线段对应的拟合矩形区；区域以自车矩形的顶点位置确定；
当自车矩形的至少一个顶点位于拟合矩形区内时，确定其他车辆与自车存在事故威胁点；事故威胁点为顶点；
当自车矩形的四个顶点均位于拟合矩形区之外时，利用自车位置和历史路径中所有路径点获得所有路径点分别到自车的距离Di，以及自车到其他车辆的各个拟合线段的距离di，如果距离Di和距离di中存在小于预设距离阈值的距离，确定其他车辆与自车存在事故威胁点；事故威胁点为小于预设距离阈值的距离中距离Di对应的路径点和/或距离di对应的垂点。
本实施例提供的OBU在两种不同的场景(其一：自车矩形的至少一个顶点位于拟合矩形区内；其二：自车矩形的四个顶点均位于拟合矩形区之外)下分别采用适用的用于确定事故威胁点的方式，从而极大程度上避免漏掉一些嫌疑车辆，实现对嫌疑车辆的更精细的排查。
可选地，OBU还用于利用事故威胁点和自车位置获得事故威胁点与自车的相对方位；
OBU具体用于利用嫌疑车辆的识别码以及事故威胁点与自车的相对方位生成车辆事故记录。
将事故威胁点与自车的相对方位记录于车辆事故记录中，能够有助于将事故威胁点与自车受到碰撞或剐蹭的位置进行匹配。一旦匹配成功，则表示事故威胁点对应的嫌疑车辆是肇事车辆。例如，车辆RV1与自车的事故威胁点是W1，W1位于自车的左前方；车辆RV2与自车的事故威胁点是M3，M3位于自车的左后方。由于自车受到剐蹭的位置是自车车身的左前方，则W1与自车受到剐蹭的位置成功匹配，嫌疑车辆RV1为肇事车辆，嫌疑 车辆RV2不是肇事车辆。
可以理解的是，事故威胁点对应的最小距离越小，表示车辆与自车发生车辆事故的几率越大。将不同的嫌疑车辆的识别码按照其各自对应的最小距离进行排序，便于在车辆事故记录中，将肇事几率较大的嫌疑车辆优先排列出来。将肇事几率较大的嫌疑车辆优先排列能够提升追责效率。
因此，可选地，OBU具体用于从距离Di和距离di中得到最小距离；
按照各个嫌疑车辆对应的最小距离将各个嫌疑车辆的识别码排序，以生成车辆事故记录。
为了便于后续对嫌疑车辆进行追踪，本实施例OBU还可在生成车辆事故记录之前，在自车的V2X通信范围内持续获得车辆事故发生后嫌疑车辆的路径，从而记录嫌疑车辆的行驶去向。因此，可以进一步将车辆事故发生后嫌疑车辆的路径记录下来，以生成车辆事故记录。
可选地，OBU还用于在自车的V2X通信范围内持续获得车辆事故发生后嫌疑车辆的路径；
OBU具体用于利用嫌疑车辆的识别码以及嫌疑车辆的路径生成车辆事故记录。
可选地，OBU还用于将车辆事故记录发送至自车对应的终端设备。
用户可利用自车对应的终端设备接收的车辆事故记录追踪嫌疑车辆，以车辆事故记录作为车辆事故的定责证据，在V2X日益普及的环境下，本实施例提供的OBU具有较高的应用价值，降低熄火状态下车辆遭到碰撞或剐蹭等车辆事故后用户的损失，维护用户利益。此外，该OBU能够为定责肇事车辆提供有力支持，在一定程度上维护和促进道路交通安全。
基于前述实施例提供的车辆事故记录方法和车载单元OBU，相应地，本申请还提供一种车辆事故记录装置。下面结合实施例和附图对该装置的具体实现进行描述。
装置实施例
参见图11，该图为本实施例提供的车辆事故记录装置的结构示意图。该装置应用于自车静止状态时的车载单元OBU。
如图11所示，本实施例提供的车辆事故记录装置，包括：消息获取模块1102，嫌疑车辆确定模块1103，以及车辆事故记录生成模块1104。
消息获取模块1102，用于获得自车位置以及其他车辆广播的基础安全消息BSM；BSM包括：其他车辆的识别码和历史路径；
嫌疑车辆确定模块1103，用于利用自车位置与其他车辆的历史路径的相对位置关系确定嫌疑车辆；
车辆事故记录生成模块1104，用于生成车辆事故记录；车辆事故记录包括：嫌疑车辆的识别码。
在事故发生时刻，自车与其他车辆必然非常逼近，因此该装置利用自车位置和BSM中的历史路径的相对位置关系能够确定其他车辆是否为造成车辆事故的嫌疑车辆。因其他车辆广播的BSM中还包含该车辆对应的唯一识别码，因此确定嫌疑车辆后，车辆事故记 录装置生成包含嫌疑车辆识别码的车辆事故记录，从而便于对嫌疑车辆的追踪和定责。
显然，该装置不受记录方向的限制，无论自车受到哪个方向的碰撞或剐蹭，只要自车发生异常的震动或位移，传感器即可及时检测到并以唤醒信号唤醒OBU。该装置大大提升记录嫌疑车辆的成功率，提升用户体验。
其中，唤醒模块，用于当接收到位于自车的传感器发送的唤醒信号时进行唤醒；传感器用于检测到自车发生车辆事故时向OBU发送唤醒信号；
目前，尽管BSM属于国标数据，但是本领域对BSM中历史路径的计算方法没有明确且统一的规定，不同的车辆对于历史路径中路径点之间的间隔没有确定的规律；同一车辆直行的历史路径中路径点的间隔与曲线行驶的历史路径中路径点的间隔也可能不同，例如直行时路径点间隔较远，曲线行驶时路径点间隔较近。实际应用中，同一车辆的历史路径中相邻路径点的间隔可能很远，例如相隔15米，不能排除该车辆在两个路径点之间与自车发生碰撞或剐蹭事故的可能性。为了避免漏掉一些嫌疑车辆，本申请提供了车辆事故记录装置还可实现对事故威胁点的确定，从而实现对嫌疑车辆的更精细的排查。下面对该装置精细实现嫌疑车辆排查的具体实现方式进行描述。
本实施例提供的车辆事故记录装置还包括：车辆筛选模块，用于筛选出所有其他车辆中位于自车的预设范围内的车辆。
可选地，嫌疑车辆确定模块1103，具体包括：第一确定单元，用于利用自车位置与其他车辆的历史路径的相对位置关系确定其他车辆与自车存在事故威胁点时，将其他车辆作为嫌疑车辆。
可选地，第一确定单元，具体包括：
车辆矩形构建子单元，用于利用自车的尺寸构建自车矩形，并利用其他车辆的尺寸构建其他车辆矩形；其他车辆的尺寸包含于BSM中；
拟合矩形区获取子单元，用于当历史路径中两个相邻路径点一个在某一区域之内且另一个在区域之外时，利用两个相邻路径点的拟合线段和其他车辆矩形得到拟合线段对应的拟合矩形区；区域以自车矩形的顶点位置确定；
事故威胁点第一确定子单元，用于当自车矩形的至少一个顶点位于拟合矩形区内时，确定其他车辆与自车存在事故威胁点；事故威胁点为顶点；
事故威胁点第二确定子单元，用于当自车矩形的四个顶点均位于拟合矩形区之外时，利用自车位置和历史路径中所有路径点获得所有路径点分别到自车的距离Di，以及自车到其他车辆的各个拟合线段的距离di，如果距离Di和距离di中存在小于预设距离阈值的距离，确定其他车辆与自车存在事故威胁点；事故威胁点为小于预设距离阈值的距离中距离Di对应的路径点和/或距离di对应的垂点。
可见，本实施例提供的车辆事故记录装置在两种不同的场景(其一：自车矩形的至少一个顶点位于拟合矩形区内；其二：自车矩形的四个顶点均位于拟合矩形区之外)下分别采用适用的用于确定事故威胁点的方式，从而极大程度上避免漏掉一些嫌疑车辆，实现对嫌疑车辆的更精细的排查。
可选地，车辆事故记录装置，还包括：
相对方位获取模块，用于利用事故威胁点和自车位置获得事故威胁点与自车的相对方 位；
车辆事故记录生成模块1104，具体用于：
第一生成单元，用于利用嫌疑车辆的识别码以及事故威胁点与自车的相对方位生成车辆事故记录。
将事故威胁点与自车的相对方位记录于车辆事故记录中，能够有助于将事故威胁点与自车受到碰撞或剐蹭的位置进行匹配。一旦匹配成功，则表示事故威胁点对应的嫌疑车辆是肇事车辆。例如，车辆RV1与自车的事故威胁点是W1，W1位于自车的左前方；车辆RV2与自车的事故威胁点是M3，M3位于自车的左后方。由于自车受到剐蹭的位置是自车车身的左前方，则W1与自车受到剐蹭的位置成功匹配，嫌疑车辆RV1为肇事车辆，嫌疑车辆RV2不是肇事车辆。
可选地，当自车矩形的四个顶点均位于拟合矩形区之外，且其他车辆与自车存在事故威胁点时，车辆事故记录生成模块1104具体包括：
最小距离获取单元，用于从距离Di和距离di中得到最小距离；
第二生成单元，用于按照各个嫌疑车辆对应的最小距离将各个嫌疑车辆的识别码排序，以生成车辆事故记录。
可以理解的是，事故威胁点对应的最小距离越小，表示车辆与自车发生车辆事故的几率越大。将不同的嫌疑车辆的识别码按照其各自对应的最小距离进行排序，便于在车辆事故记录中，将肇事几率较大的嫌疑车辆优先排列出来。将肇事几率较大的嫌疑车辆优先排列能够提升追责效率。
为了便于后续对嫌疑车辆进行追踪，本实施例提供的车辆事故记录装置还可以包括：路径获取模块，用于在自车的V2X通信范围内持续获得车辆事故发生后嫌疑车辆的路径；
车辆事故记录生成模块1104，具体包括：
第三生成单元，用于利用嫌疑车辆的识别码以及嫌疑车辆的路径生成车辆事故记录。
通过该实现方式，车辆事故记录中包含有车辆事故发生后嫌疑车辆的路径，即记录了嫌疑车辆的行驶去向，便于对嫌疑车辆的追踪及自车事故定责。
实际应用中为了提升用户的体验，以便自车车主及时获知熄火状态下自车发生交通事故的情况，
车辆事故记录装置可以进一步包括：发送模块，用于将车辆事故记录发送至自车对应的终端设备。
用户可利用自车对应的终端设备接收的车辆事故记录追踪嫌疑车辆，以车辆事故记录作为车辆事故的定责证据，在V2X日益普及的环境下，本实施例提供的车辆事故记录装置具有较高的应用价值，降低熄火状态下车辆遭到碰撞或剐蹭等车辆事故后用户的损失，维护用户利益。此外，该装置能够为定责肇事车辆提供有力支持，在一定程度上维护和促进道路交通安全。
基于前述实施例提供的车辆事故记录方法、车辆事故记录装置以及车载单元OBU，相应地，本申请还提供一种车辆，该车辆上装设有前述实施例提供的车载单元OBU。由于前面已经详细描述过，此处对于其功能不再赘述。
如图12所示，该图为本实施例提供的一种车辆的结构示意图。从图12可知，车辆中包括车载单元OBU，其中OBU具体可以是前述实施例提供的OBU。具体用于在车辆处于静止状态下，实现前述实施例中OBU描述的功能。
具体地，OBU可用于获得自车位置以及其他车辆广播的基础安全消息BSM；所述BSM包括：所述其他车辆的识别码和历史路径；利用所述自车位置与所述其他车辆的历史路径的相对位置关系确定嫌疑车辆，并生成车辆事故记录；所述车辆事故记录包括：所述嫌疑车辆的识别码。
当自车具体处于熄火状态下时，如图13所示，本实施例提供的车辆还可进一步包括：传感器。传感器用于检测到自车发生车辆事故时向车载单元发送唤醒信号。而车载单元OBU则还用于当接收到位于所述自车的传感器发送的唤醒信号时进行唤醒。
实际应用中，传感器可以包括：陀螺仪和/或加速度传感器。单独采用陀螺仪可以检测车辆的位移；单独采用加速度传感器可以检测车辆的加速度。可以理解的是，综合采用陀螺仪和加速度传感器可以提升检测车辆事故的灵敏度和准确性。
在实际应用中，考虑到自车的震动可能并不是由车辆事故造成的，例如，行人路过自车时碰撞到了熄火状态下的自车，此时无需唤醒OBU进行车辆事故记录。为避免传感器频繁发送唤醒信号将OBU唤醒，作为一种可选的实现方式，可以在传感器中设置检测阈值，例如，当陀螺仪检测到自车位移大于预设位移阈值时，向OBU发送唤醒信号；当加速度传感器检测到自车加速度大于预设加速度阈值时，向OBU发送唤醒信号。当传感器向OBU发送唤醒信号时，表示传感器通过检测判定自车遭到碰撞或剐蹭的车辆事故。
本实施例中，传感器可以内嵌于OBU中，也可以与OBU相互独立，本实施例对于传感器的存在形式不进行限定。如果传感器是内嵌于OBU中，则OBU和传感器统一由自车的B+电源供电，作为一个完整的器件，OBU具备传感器的功能，能够检测自车的异常震动和位移并自行唤醒。如果传感器是自车已经独立装设好的，则传感器与OBU具体通过车辆上的CAN总线通信，即传感器通过CAN总线向OBU传输唤醒信号。
应当理解，在本申请中，“至少一个(项)”是指一个或者多个，“多个”是指两个或两个以上。“和/或”，用于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：只存在A，只存在B以及同时存在A和B三种情况，其中A，B可以是单数或者复数。字符“/”一般表示前后关联对象是一种“或”的关系。“以下至少一项(个)”或其类似表达，是指这些项中的任意组合，包括单项(个)或复数项(个)的任意组合。例如，a，b或c中的至少一项(个)，可以表示：a，b，c，“a和b”，“a和c”，“b和c”，或“a和b和c”，其中a，b，c可以是单个，也可以是多个。
以上，以上实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围。

Claims (20)

  1. 一种车辆事故记录方法，其特征在于，应用于自车静止状态时的车载单元OBU，所述方法包括：
    所述OBU获得自车位置以及其他车辆广播的基础安全消息BSM；所述BSM包括：所述其他车辆的识别码和历史路径；
    所述OBU利用所述自车位置与所述其他车辆的历史路径的相对位置关系确定嫌疑车辆，并生成车辆事故记录；所述车辆事故记录包括：所述嫌疑车辆的识别码。
  2. 根据权利要求1所述的车辆事故记录方法，其特征在于，在所述OBU利用所述自车位置与所述其他车辆的历史路径的相对位置关系确定嫌疑车辆之前，还包括：
    所述OBU筛选出所有所述其他车辆中位于所述自车的预设范围内的车辆。
  3. 根据权利要求1所述的车辆事故记录方法，其特征在于，所述OBU利用所述自车位置与所述其他车辆的历史路径的相对位置关系确定嫌疑车辆，具体包括：
    所述OBU利用所述自车位置与所述其他车辆的历史路径的相对位置关系确定所述其他车辆与所述自车存在事故威胁点时，将所述其他车辆作为嫌疑车辆。
  4. 根据权利要求3所述的车辆事故记录方法，其特征在于，所述OBU利用所述自车位置与所述其他车辆的历史路径的相对位置关系确定所述其他车辆与所述自车存在事故威胁点，具体包括：
    所述OBU利用所述自车的尺寸构建自车矩形，并利用所述其他车辆的尺寸构建其他车辆矩形；所述其他车辆的尺寸包含于所述BSM中；
    当所述历史路径中两个相邻路径点一个在某一区域之内且另一个在所述区域之外时，所述OBU利用所述两个相邻路径点的拟合线段和所述其他车辆矩形得到所述拟合线段对应的拟合矩形区；所述区域以所述自车矩形的顶点位置确定；
    当所述自车矩形的至少一个顶点位于所述拟合矩形区内时，所述OBU确定所述其他车辆与所述自车存在事故威胁点；所述事故威胁点为所述顶点；
    当所述自车矩形的四个顶点均位于所述拟合矩形区之外时，所述OBU利用所述自车位置和所述历史路径中所有路径点获得所述所有路径点分别到所述自车的距离Di，以及所述自车到所述其他车辆的各个所述拟合线段的距离di，如果所述距离Di和所述距离di中存在小于预设距离阈值的距离，所述OBU确定所述其他车辆与所述自车存在事故威胁点；所述事故威胁点为所述小于预设距离阈值的距离中所述距离Di对应的路径点和/或所述距离di对应的垂点。
  5. 根据权利要求3或4所述的车辆事故记录方法，其特征在于，还包括：
    所述OBU利用所述事故威胁点和所述自车位置获得所述事故威胁点与所述自车的相对方位；
    所述生成车辆事故记录，具体包括：
    所述OBU利用所述嫌疑车辆的识别码以及所述事故威胁点与所述自车的相对方位生成所述车辆事故记录。
  6. 根据权利要求4所述的车辆事故记录方法，其特征在于，当所述自车矩形的四个 顶点均位于所述拟合矩形区之外，且所述其他车辆与所述自车存在事故威胁点时，所述生成车辆事故记录，具体包括：
    所述OBU从所述距离Di和所述距离di中得到最小距离；
    所述OBU按照各个所述嫌疑车辆对应的所述最小距离将各个所述嫌疑车辆的识别码排序，以生成所述车辆事故记录。
  7. 根据权利要求1-4任一项所述的车辆事故记录方法，其特征在于，所述静止状态具体为熄火状态；在所述OBU获得自车位置以及其他车辆广播的基础安全消息BSM之前，所述方法还包括：
    当接收到位于所述自车的传感器发送的唤醒信号时所述OBU进行唤醒；所述传感器用于检测到所述自车发生车辆事故时向所述OBU发送所述唤醒信号。
  8. 根据权利要求1-4任一项所述的车辆事故记录方法，其特征在于，在所述生成车辆事故记录之后，还包括：
    将所述车辆事故记录发送至所述自车对应的终端设备。
  9. 根据权利要求1-4任一项所述的车辆事故记录方法，其特征在于，在所述确定嫌疑车辆之后以及所述生成车辆事故记录之前，还包括：
    所述OBU在所述自车的V2X通信范围内持续获得所述车辆事故发生后所述嫌疑车辆的路径；
    所述生成车辆事故记录，具体包括：
    所述OBU利用所述嫌疑车辆的识别码以及所述嫌疑车辆的路径生成所述车辆事故记录。
  10. 一种车辆事故记录装置，其特征在于，应用于自车静止状态时的车载单元OBU，所述装置包括：
    消息获取模块，用于获得自车位置以及其他车辆广播的基础安全消息BSM；所述BSM包括：所述其他车辆的识别码和历史路径；
    嫌疑车辆确定模块，用于利用所述自车位置与所述其他车辆的历史路径的相对位置关系确定嫌疑车辆；
    车辆事故记录生成模块，用于生成车辆事故记录；所述车辆事故记录包括：所述嫌疑车辆的识别码。
  11. 根据权利要求10所述的装置，其特征在于，还包括：车辆筛选模块，用于筛选出所有所述其他车辆中位于所述自车的预设范围内的车辆。
  12. 根据权利要求10所述的装置，其特征在于，所述嫌疑车辆确定模块，具体包括：第一确定单元，用于利用所述自车位置与所述其他车辆的历史路径的相对位置关系确定所述其他车辆与所述自车存在事故威胁点时，将所述其他车辆作为嫌疑车辆。
  13. 根据权利要求12所述的装置，其特征在于，所述第一确定单元，具体包括：
    车辆矩形构建子单元，用于利用所述自车的尺寸构建自车矩形，并利用所述其他车辆的尺寸构建其他车辆矩形；所述其他车辆的尺寸包含于所述BSM中；
    拟合矩形区获取子单元，用于当所述历史路径中两个相邻路径点一个在某一区域之内且另一个在所述区域之外时，利用所述两个相邻路径点的拟合线段和所述其他车辆矩形得 到所述拟合线段对应的拟合矩形区；所述区域以所述自车矩形的顶点位置确定；
    事故威胁点第一确定子单元，用于当所述自车矩形的至少一个顶点位于所述拟合矩形区内时，确定所述其他车辆与所述自车存在事故威胁点；所述事故威胁点为所述顶点；
    事故威胁点第二确定子单元，用于当所述自车矩形的四个顶点均位于所述拟合矩形区之外时，利用所述自车位置和所述历史路径中所有路径点获得所述所有路径点分别到所述自车的距离Di，以及所述自车到所述其他车辆的各个所述拟合线段的距离di，如果所述距离Di和所述距离di中存在小于预设距离阈值的距离，确定所述其他车辆与所述自车存在事故威胁点；所述事故威胁点为所述小于预设距离阈值的距离中所述距离Di对应的路径点和/或所述距离di对应的垂点。
  14. 根据权利要求12或13所述的装置，其特征在于，还包括：
    相对方位获取模块，用于利用所述事故威胁点和所述自车位置获得所述事故威胁点与所述自车的相对方位；
    所述车辆事故记录生成模块，具体包括：
    第一生成单元，用于利用所述嫌疑车辆的识别码以及所述事故威胁点与所述自车的相对方位生成所述车辆事故记录。
  15. 根据权利要求13所述的装置，其特征在于，当所述自车矩形的四个顶点均位于所述拟合矩形区之外，且所述其他车辆与所述自车存在事故威胁点时，所述车辆事故记录生成模块，具体包括：
    最小距离获取单元，用于从所述距离Di和所述距离di中得到最小距离；
    第二生成单元，用于按照各个所述嫌疑车辆对应的所述最小距离将各个所述嫌疑车辆的识别码排序，以生成所述车辆事故记录。
  16. 根据权利要求10-13任一项所述的装置，其特征在于，所述静止状态具体为熄火状态；所述装置还包括：
    唤醒模块，用于当接收到位于所述自车的传感器发送的唤醒信号时进行唤醒；所述传感器用于检测到所述自车发生车辆事故时向所述OBU发送所述唤醒信号。
  17. 根据权利要求10-13任一项所述的装置，其特征在于，还包括：
    发送模块，用于将所述车辆事故记录发送至所述自车对应的终端设备。
  18. 根据权利要求10-13任一项所述的装置，其特征在于，还包括：
    路径获取模块，用于在所述自车的V2X通信范围内持续获得所述车辆事故发生后所述嫌疑车辆的路径；
    所述车辆事故记录生成模块，具体包括：
    第三生成单元，用于利用所述嫌疑车辆的识别码以及所述嫌疑车辆的路径生成所述车辆事故记录。
  19. 一种车辆，其特征在于，所述车辆处于静止状态并作为自车，所述车辆包括：车载单元：
    所述车载单元，用于获得自车位置以及其他车辆广播的基础安全消息BSM；所述BSM包括：所述其他车辆的识别码和历史路径；利用所述自车位置与所述其他车辆的历史路径的相对位置关系确定嫌疑车辆，并生成车辆事故记录；所述车辆事故记录包括：所述嫌疑 车辆的识别码。
  20. 根据权利要求19所述的车辆，其特征在于，所述静止状态具体为熄火状态；所述车辆还包括：传感器；
    所述传感器，用于检测到所述自车发生车辆事故时向所述车载单元发送唤醒信号；
    所述车载单元，还用于当接收到位于所述自车的传感器发送的唤醒信号时进行唤醒。
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