WO2023016350A1 - 占位识别方法及应用其的车辆控制方法 - Google Patents

占位识别方法及应用其的车辆控制方法 Download PDF

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Publication number
WO2023016350A1
WO2023016350A1 PCT/CN2022/110322 CN2022110322W WO2023016350A1 WO 2023016350 A1 WO2023016350 A1 WO 2023016350A1 CN 2022110322 W CN2022110322 W CN 2022110322W WO 2023016350 A1 WO2023016350 A1 WO 2023016350A1
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WIPO (PCT)
Prior art keywords
echo signal
area
occupancy
time
vehicle
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PCT/CN2022/110322
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English (en)
French (fr)
Inventor
包红燕
李梦
杨长林
刘啸天
李棋
秦屹
Original Assignee
森思泰克河北科技有限公司
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Priority claimed from CN202110926416.6A external-priority patent/CN113561911B/zh
Priority claimed from CN202110926413.2A external-priority patent/CN113740855B/zh
Application filed by 森思泰克河北科技有限公司 filed Critical 森思泰克河北科技有限公司
Publication of WO2023016350A1 publication Critical patent/WO2023016350A1/zh

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60HARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00Heating, cooling or ventilating [HVAC] devices
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60JWINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J7/00Non-fixed roofs; Roofs with movable panels, e.g. rotary sunroofs
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60QARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00Safety belts or body harnesses in vehicles
    • B60R22/48Control systems, alarms, or interlock systems, for the correct application of the belt or harness
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88Radar or analogous systems specially adapted for specific applications
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88Radar or analogous systems specially adapted for specific applications
    • G01S13/93Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S3/00Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received
    • G01S3/02Direction-finders for determining the direction from which infrasonic, sonic, ultrasonic, or electromagnetic waves, or particle emission, not having a directional significance, are being received using radio waves
    • G01S3/14Systems for determining direction or deviation from predetermined direction
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01SRADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/41Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00 using analysis of echo signal for target characterisation; Target signature; Target cross-section
    • GPHYSICS
    • G06COMPUTING; CALCULATING OR COUNTING
    • G06FELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10Complex mathematical operations
    • G06F17/14Fourier, Walsh or analogous domain transformations, e.g. Laplace, Hilbert, Karhunen-Loeve, transforms

Definitions

  • the present application belongs to the technical field of radar, and in particular relates to an occupancy recognition method and a vehicle control method using the same.
  • vehicle security is gradually shifting from physical security to cyber security and safety assistance systems.
  • vehicle occupancy recognition that is, judging whether a certain seat is occupied
  • vehicle occupancy recognition is mostly detected by a pressure sensor, and then judged by the wearing state of the seat belt whether to issue an alarm.
  • collect the image information of a certain location through the camera and then judge whether there is a person in the location, and then judge whether to issue an alarm based on the wearing status of the seat belt.
  • the misjudgment rate of the pressure sensor is high, which leads to a low accuracy rate of the seat belt warning.
  • the camera has extremely high requirements on light, is easily affected by dust, etc., and has high cost, and also has the problem of high misjudgment rate. That is, the existing seat belt warning method is prone to misjudgment, and the accuracy of occupancy recognition is poor.
  • the present application provides an occupancy recognition method and a vehicle control method using the same, aiming to solve the problems of easy misjudgment and poor occupancy recognition accuracy in existing seat belt warning methods.
  • the present application provides a method for occupancy identification, including:
  • each antenna echo signal in the preset area is an echo signal obtained by detecting a preset area inside the vehicle;
  • For each time-domain echo signal in the time-domain echo signal set perform one-dimensional FFT (Fast Fourier Transform, Fast Fourier Transform) processing on the time-domain echo signal to obtain distance information of the time-domain echo signal;
  • FFT Fast Fourier Transform, Fast Fourier Transform
  • each time-domain echo signal in the time-domain echo signal set determines the effective echo signal sets corresponding to each occupancy area inside the vehicle, and according to the effective echo signal sets corresponding to each occupancy area, Determine whether each occupied area is occupied.
  • an occupancy recognition device including:
  • the sampling module is used to sample each antenna echo signal in the preset area to obtain a time-domain echo signal set; each antenna echo signal in the preset area is the echo obtained by detecting the preset area inside the vehicle wave signal;
  • the transformation module is used for performing one-dimensional FFT processing on each time domain echo signal in the time domain echo signal set to obtain the distance information of the time domain echo signal;
  • the judging module is configured to determine the time domain echo signals corresponding to each occupying area inside the vehicle according to the distance information of each time domain echo signal in the time domain echo signal set, and determine the time domain echo signals corresponding to each occupying area respectively according to the distance information of each occupying area in the time domain echo signal set domain echo signals to determine whether each occupancy area is occupied.
  • the present application provides a first millimeter-wave radar, which includes a memory, a processor, and a computer program stored in the memory and operable on the processor.
  • the processor executes the computer program, the above-mentioned first aspect is realized. Steps of the placeholder recognition method.
  • the present application provides a first computer-readable storage medium, where a computer program is stored in the first computer-readable storage medium, and when the computer program is executed by a processor, the steps of the occupancy identification method described in the above-mentioned first aspect are implemented.
  • the present application provides a vehicle control method, including:
  • vehicle status signals include unlock status signals, driving status signals or locking status signals;
  • the vehicle state signal is an unlocked state signal
  • the vehicle state signal is a driving state signal
  • perform gesture recognition on the received echo signal in the first preset area and control the vehicle according to the gesture recognition result
  • Execute the corresponding preset operation
  • perform occupancy identification on the echo signal received in the second preset area and determine whether to perform a seat belt warning according to the occupancy identification result
  • the vehicle state signal When the vehicle state signal is a locked state signal, send a detection signal to the third preset area; perform life body identification on the received echo signal in the third preset area, and determine whether to perform a personnel detention alarm according to the life body identification result .
  • the present application provides a vehicle control device, including:
  • the acquiring module is used to acquire the vehicle state signal;
  • the vehicle state signal includes an unlocked state signal, a driving state signal or a locked state signal;
  • the first control module is configured to send a detection signal to the first preset area when the vehicle state signal is an unlocked state signal; perform gesture recognition on the received echo signal in the first preset area, and control the vehicle according to the gesture recognition result The vehicle performs the corresponding preset operation;
  • the second control module is configured to send detection signals to the first preset area and the second preset area when the vehicle status signal is a driving status signal; perform gesture recognition on the received echo signal in the first preset area, And control the vehicle to perform the corresponding preset operation according to the gesture recognition result; perform occupancy recognition on the echo signal received in the second preset area, and determine whether to perform a seat belt warning according to the occupancy recognition result;
  • the third control module is configured to send a detection signal to the third preset area when the vehicle status signal is a locked status signal; perform life body identification on the received echo signal in the third preset area, and identify the life body according to the life body identification As a result, it is determined whether to carry out an alarm for personnel retention.
  • the present application provides a second millimeter-wave radar, which includes a memory, a processor, and a computer program stored in the memory and operable on the processor.
  • the processor executes the computer program, the vehicle described in the fifth aspect above The steps of the control method.
  • the present application provides a second computer-readable storage medium, where a computer program is stored in the second computer-readable storage medium, and when the computer program is executed by a processor, the steps of the vehicle control method described in the above-mentioned first aspect are realized.
  • the occupancy identification method realizes occupancy identification through the following steps: separately sample the echo signals of each antenna in the preset area to obtain a time-domain echo signal set; the preset area Each antenna echo signal is an echo signal obtained by detecting a preset area inside the vehicle; for each time domain echo signal in the time domain echo signal set, perform a one-dimensional FFT transformation on the time domain echo signal processing to obtain the distance information of the time-domain echo signal; determine the effective echo signal sets corresponding to each occupying area inside the vehicle according to the distance information of each time-domain echo signal in the time-domain echo signal set, and according to each The valid echo signal sets corresponding to the occupied areas respectively determine whether each occupied area is occupied.
  • the antenna echo signal can accurately reflect the situation in the vehicle; by processing the antenna echo signal to determine whether the occupancy area is occupied, the accuracy of occupancy identification can be improved, thereby preventing misjudgment , Timely remind drivers and passengers to fasten their seat belts to ensure their personal safety.
  • the vehicle control method controls the vehicle through the following steps: acquiring a vehicle state signal; the vehicle state signal includes an unlocked state signal, a driving state signal or a locked state signal; when it is an unlocked state signal, Perform gesture recognition on the echo signal received in the first preset area, and control the vehicle to perform the corresponding preset operation according to the gesture recognition result; when it is a driving state signal, the received echo signal in the first preset area Perform gesture recognition on the signal, and control the vehicle to perform the corresponding preset operation according to the gesture recognition result, perform occupancy recognition on the echo signal received in the second preset area, and determine whether to perform a seat belt warning according to the occupancy recognition result; When the signal is in a locked state, the received echo signal in the third preset area is identified as a living body, and it is determined whether to perform a personnel detention alarm according to the result of the living body identification.
  • the millimeter-wave radar is used to obtain the echo signals in different areas, and the echo signals are analyzed to realize the gesture recognition of the vehicle, the judgment of the seat belt warning and the judgment of the personnel stranded warning; Therefore, according to the different states of the vehicle, the multifunctional intelligent auxiliary control of the vehicle can be realized, the control mode of the vehicle becomes diversified, the vehicle is more intelligent, and the user experience is optimized.
  • Fig. 1 is the implementation flowchart of the occupancy identification method provided by the embodiment of the present application.
  • Fig. 2 is a schematic diagram of the structural composition of the occupancy recognition device provided by the embodiment of the present application.
  • Fig. 3 is a schematic diagram of a first millimeter-wave radar provided by an embodiment of the present application.
  • Fig. 4 is an implementation flow chart of the vehicle control method provided by the embodiment of the present application.
  • Fig. 5 is a schematic diagram of the structural composition of the vehicle control device provided by the embodiment of the present application.
  • FIG. 6 is a schematic diagram of a second millimeter-wave radar provided by an embodiment of the present application.
  • Millimeter wave radar can be installed on the roof of the vehicle.
  • Millimeter wave radar can use monolithic microwave integrated circuit (Monolithic Microwave Integrated Circuit, MMIC) and multiple input multiple output (Multiple Input Multiple Output, MIMO) technology.
  • MMIC monolithic microwave integrated circuit
  • MIMO Multiple Input Multiple Output
  • MMIC's highly integrated processor and sensors can reduce the size of mmWave radar.
  • the arrangement of the MIMO array antenna can not only reduce the size of the antenna, but also ensure good angular resolution.
  • the millimeter-wave radar can adopt the CAN (Controller Area Network, controller area network) communication method, and supports sleep wake-up network management and remote firmware flashing and upgrading functions.
  • CAN Controller Area Network, controller area network
  • advanced signal processing technology can be used to enable millimeter-wave radar to achieve multi-dimensional resolution such as distance, speed, azimuth and elevation angle, and further improve the recognition performance of targets in the vehicle.
  • the radar can be installed in a non-exposed manner, that is, the radar can be installed between the inner roof of the vehicle and the outer sheet metal of the vehicle.
  • This non-exposed installation method not only prevents the car body material from being cut and damaged, but also facilitates the installation of the radar, and makes the radar hidden between the ceiling and the sheet metal, so that passengers cannot feel the existence of the radar device at all, and will not give Passengers feel stressed.
  • the occupancy identification method provided by the present application may include steps S101 to S103. The three steps are described below.
  • each antenna echo signal in the preset area is an echo signal obtained by detecting a preset area inside the vehicle .
  • the occupancy recognition method provided in the present application is executed by a millimeter-wave radar
  • the preset area is an area that the millimeter-wave radar can detect inside the vehicle.
  • the preset area may include a front seat area inside the vehicle, and/or a rear seat area inside the vehicle.
  • Each antenna corresponds to one time-domain echo signal, and the time-domain echo signals of all antennas form a time-domain echo signal set.
  • step S101 may be to perform ADC (Analog-to-Digital Converter) sampling on the antenna echo signal along the distance dimension and the time dimension for each antenna; when sampling, a fast time sampling method may be selected.
  • ADC Analog-to-Digital Converter
  • the millimeter wave radar includes multiple transmitting antennas and multiple receiving antennas arranged in an array.
  • the millimeter-wave radar transmits multiple detection signals to the interior of the vehicle through multiple transmitting antennas, and receives corresponding multiple antenna echo signals through multiple receiving antennas.
  • the millimeter-wave radar is powered on, and the transmitting antenna transmits electromagnetic waves of a specific frequency to the preset area; the electromagnetic waves are reflected by objects, and the reflected electromagnetic waves carry target information.
  • the target information includes the distance of the measured object in the preset area , speed, and spatial angle information; the receiving antenna receives the reflected electromagnetic wave (ie, echo signal), and samples the reflected electromagnetic wave to obtain a time-domain echo signal.
  • step S102 the one-dimensional FFT processing can transform the time-domain echo signal into the frequency-domain echo signal, and then obtain the distance information of the time-domain echo signal in the preset area, that is, the time-domain echo signal can be obtained at The distance distribution of the preset area.
  • the occupied area mentioned in step S103 may be a part of the preset area; for example, the preset area may be the front seat space inside the vehicle, and the occupied area may be the main driving area and/or the co-driving area.
  • the occupancy area can be understood as the occupancy area is occupied; for example, one occupancy area is the co-pilot, and the occupancy area is occupied by the co-pilot.
  • steps S101 to S103 perform occupancy identification through the following steps: each antenna echo signal in the preset area is sampled separately to obtain a time-domain echo signal set; each antenna echo signal in the preset area is a pair of The echo signal obtained by detecting the preset area inside the vehicle; for each time domain echo signal in the time domain echo signal set, perform one-dimensional FFT processing on the time domain echo signal to obtain the time domain echo signal Distance information; according to the distance information of each time-domain echo signal in the time-domain echo signal set, determine the effective echo signal sets corresponding to each occupancy area inside the vehicle, and according to the effective echo signals corresponding to each occupancy area The signal set is used to determine whether each occupied area is occupied.
  • the antenna echo signal can accurately reflect the situation inside the vehicle; by processing the antenna echo signal, it is judged whether the occupancy area is occupied, which can improve the accuracy of occupancy recognition and prevent misjudgment. Timely remind drivers and passengers to fasten their seat belts to ensure their personal safety.
  • each time-domain echo signal in the time-domain echo signal set includes echo signals of multiple sampling points; the distance information of the time-domain echo signal includes the corresponding The distance value of the echo signal of multiple sampling points.
  • the preset range described in step S1031 may be a range not smaller than the first preset distance value and not larger than the second preset distance value; wherein, the first preset distance value is smaller than the second preset distance value.
  • the preset range can be determined according to the distance between the passenger and the millimeter wave radar.
  • the distance between the passenger and the millimeter-wave radar is greater than 0.5m, so the preset range can be set to 0.5m ⁇ 1.5m.
  • step S1031 selects time-domain echo signals whose distance values are in the range of 0.5m-1.5m as effective echo signals.
  • the area within the preset range may be referred to as an effective area inside the vehicle, and each of the effective echo signals is an echo signal within the effective area.
  • Step S1032 obtains position information of each effective echo signal by processing each effective echo signal in the effective area.
  • the location information may include elevation angle information and azimuth angle information.
  • Step S1033 according to the location information of each effective echo signal (for example, pitch angle information and azimuth angle information), associate each effective echo signal with each occupancy area, (that is, determine which occupancy area each effective echo signal comes from bit area), and then determine the effective echo signal set corresponding to each occupied area. According to the effective echo signal set corresponding to the occupied area, it can be further judged whether each occupied area is occupied.
  • location information of each effective echo signal for example, pitch angle information and azimuth angle information
  • each sampling point corresponds to an actual point in a preset area.
  • two-dimensional DOA estimation in azimuth (horizontal) and pitch (longitudinal) directions between multiple antennas can be performed on each effective echo signal to obtain the position information of the sampling points corresponding to each effective echo signal, namely The position information of each sampling point within the preset distance range can be obtained.
  • the power of the signal in the specified direction can be enhanced, and at the same time, sidelobe cancellation can be performed on the antenna to reduce clutter interference.
  • the process of two-dimensional DOA estimation can be:
  • the optimal weight coefficient W ⁇ R ⁇ , where ⁇ is a constant; then find min( W H RW ) ⁇ is the best target direction ⁇ .
  • the pitch direction ⁇ is obtained, that is, the two-dimensional DOA estimation of azimuth and pitch is completed.
  • each occupancy area inside the vehicle and the time-domain echo signal corresponding to each occupancy area may be determined according to the location information of the sampling points corresponding to each effective echo signal.
  • the above S103 of "determining whether each occupied area is occupied according to the effective echo signal sets corresponding to each occupied area” may include the following steps:
  • each occupancy area may correspond to a piece of point cloud information
  • the point cloud information may include three-dimensional coordinates of each point cloud corresponding to the occupancy area.
  • the fretting velocity of each point cloud of the occupied area may be calculated by means of existing technologies.
  • each occupancy area may also include multiple point cloud information.
  • Each point cloud information includes the three-dimensional coordinates of each point cloud therein.
  • the time-domain echo signals including distance, azimuth, and elevation angle on each occupancy area can be pre-extracted to obtain the point cloud of each occupancy area information.
  • "determine whether the occupied area is occupied according to the fretting speed of each point cloud of the occupied area" in the above S1035 may include the following steps:
  • the occupied area is not occupied.
  • each time-domain echo signal in the time-domain echo signal set includes echo signals of multiple sampling points
  • step S102 before "performing one-dimensional FFT processing on the time-domain echo signal", the occupancy identification method provided by the present application may further include the following steps:
  • step S102 "performing one-dimensional FFT processing on the time-domain echo signal to obtain the distance information of the time-domain echo signal” includes the following steps:
  • steps S104 to S106 realizes the static clutter removal of the echo signal in the time domain. Since the body micro-movement signal is a weak target, it is easily interfered by the complex echo of the cockpit. Steps S104 to S106 improve the accuracy of occupancy identification by performing static clutter removal on the time-domain echo signal.
  • step S104 the formula for obtaining the signal average value of the echo signal at the sampling point is:
  • the number of echo signals of the sampling points included, m is the number of time points, S i S m is the signal of the echo signal S i at time m .
  • an average value along the time dimension of each sampling point in the distance dimension may be calculated, and the average value may be subtracted to obtain a filtered time-domain echo signal.
  • the time-domain echo signal S ' [ S 1 - S mean , S 2 - S mean , ..., S n - S mean ] after removing static clutter is obtained; in this way, the interference of static clutter can be reduced.
  • the occupancy identification method may further include the following steps:
  • step S108 the vehicle's millimeter-wave radar can send the occupancy determination result to the vehicle's central control, and the vehicle's central control determines whether to issue a seat belt audible and visual warning based on the occupancy determination result and in combination with the other two conditions.
  • step S108 when the occupancy determination result is that the occupancy area is not occupied, or the vehicle central control detects that the seat belt in the occupancy area is fastened, or detects that the speed of the vehicle is not greater than the preset speed threshold, do not proceed.
  • Seat belt sound and light warning may include the following six steps:
  • Step 1 The millimeter-wave radar sends detection signals to the preset area in the vehicle through multiple antennas, and samples the echo signals received from each antenna to obtain a time-domain echo signal set.
  • Step 2 Static clutter removal is performed on each of the time-domain echo signals in the time-domain echo signal set to obtain a filtered time-domain echo signal set.
  • Step 3 Perform one-dimensional FFT processing on the time-domain echo signals in the filtered time-domain echo signal set to obtain distance information of each time-domain echo signal.
  • Step 4 According to the distance information of each time-domain echo signal, determine which occupancy area each time-domain echo signal corresponds to and the effective echo signal set corresponding to each occupancy area. From the distance information, select time-domain echo signals within a preset range as effective echo signals; perform two-dimensional DOA estimation on each effective echo signal, and obtain sampling points corresponding to each effective echo signal respectively The position information of each effective echo signal; determine the point cloud information of each occupied area according to the position information of the sampling points corresponding to each effective echo signal.
  • Step 5 For each occupied area, calculate the fretting speed of each point cloud in the occupied area according to the point cloud information of the occupied area, and determine Whether the occupied area is occupied.
  • Step 6 Send the occupancy determination result to the vehicle central control, and instruct the vehicle central control whether to issue seat belt audible and visual warnings.
  • the size of the sequence number of each step does not mean the order of execution, and the execution order of each process should be determined by its function and internal logic, and should not be used in the embodiment of the present application.
  • the implementation process constitutes no limitation.
  • FIG. 2 is a schematic diagram of the structural composition of the occupancy recognition device provided by the present application.
  • FIG. 2 only shows the parts related to the present application, which are described in detail as follows.
  • the occupancy identification device 20 may include a sampling module 201 , a transformation module 202 and a judging module 203 .
  • the sampling module 201 is used to execute step S101, that is, to sample each antenna echo signal in the preset area respectively to obtain a time-domain echo signal set; each antenna echo signal in the preset area is a preview of the vehicle interior The echo signal obtained by setting the area for detection.
  • the transformation module 202 is configured to execute step S102, that is, for each time-domain echo signal in the time-domain echo signal set, perform one-dimensional FFT processing on the time-domain echo signal to obtain distance information of the time-domain echo signal.
  • the judging module 203 is used to execute step S103, that is, determine the effective echo signal sets corresponding to each occupied area inside the vehicle according to the distance information of each time-domain echo signal in the time-domain echo signal set, and The valid echo signal sets corresponding to the areas respectively determine whether each occupied area is occupied.
  • each time-domain echo signal in the time-domain echo signal set includes echo signals of multiple sampling points; the distance information of the time-domain echo signal includes the corresponding The distance value of the echo signal of multiple sampling points.
  • the judging module 203 may include an effective signal selection unit, an estimation unit, and an effective signal determination unit.
  • the effective signal selection unit is used to perform step S1031, that is, for each time-domain echo signal in the time-domain echo signal set, from all distance values in the time-domain echo signal, select a distance within a preset range
  • the echo signal at the sampling point is used as an effective echo signal corresponding to the time-domain echo signal.
  • the estimating unit is configured to execute step S1032, that is, perform two-dimensional DOA estimation on each effective echo signal respectively, to obtain position information of sampling points corresponding to each effective echo signal.
  • the effective signal determining unit is configured to perform step S1033, that is, determine effective echo signal sets corresponding to respective occupied areas inside the vehicle according to position information of sampling points corresponding to respective effective echo signals.
  • the judging module 203 may further include a point cloud information determination unit and a calculation unit.
  • the point cloud information determining unit is configured to execute step S1034, that is, obtain point cloud information of each occupied area according to the effective echo signal sets corresponding to each occupied area.
  • the calculation unit is used to execute step S1035, that is, for each occupied area, calculate the fretting velocity of each point cloud of the occupied area according to the point cloud information of the occupied area, and calculate the fretting speed of each point cloud of the occupied area according to the The fretting speed of each point cloud determines whether the occupied area is occupied.
  • the calculation unit is further configured to execute step S1036, that is, if the number of point clouds whose inching speed is greater than the preset inching speed in the occupied area is greater than the preset number, then It is determined that the occupied area is occupied.
  • each time domain echo signal in the time domain echo signal set includes echo signals of multiple sampling points; in this embodiment, the occupancy identification device 20 may also include a preprocessing module and difference modules.
  • the pre-processing module is used to execute step S104, that is, calculating the signal average value of the echo signals at each sampling point in the time-domain echo signal.
  • the difference module is used to execute step S105, that is, the echo signal of each sampling point in the time-domain echo signal is respectively different from the corresponding signal average value to obtain the filtered time-domain echo signal time-domain echo signal.
  • the transformation module 202 is further configured to execute step S106, that is, perform one-dimensional FFT processing on the filtered time-domain echo signal to obtain distance information of the time-domain echo signal.
  • the occupancy identification device 20 may further include an occupancy sending module.
  • the occupancy sending module is used to execute steps S107 and S108, that is, to send the occupancy determination results of each occupancy area to the vehicle central control; for the occupancy determination results of each occupancy area, when the occupancy determination result When the occupancy area is occupied, and the vehicle central control detects that the seat belt in the occupancy area is not fastened, and when the speed of the vehicle is detected to be greater than the preset speed threshold, the audible and visual warning of the seat belt in the occupancy area will be performed. .
  • Fig. 3 is a schematic diagram of the first millimeter-wave radar provided by the present application.
  • the first millimeter wave radar 30 includes a processor 300 , a memory 301 , and a computer program 302 stored in the memory 301 and operable on the processor 300 .
  • the processor 300 executes the computer program 302
  • it can realize the steps in the above embodiments of the occupancy recognition method, for example, steps S101 to S103 shown in FIG. 1 .
  • the processor 300 executes the computer program 302
  • the functions of the modules/units in the above-mentioned device embodiments are realized, for example, the functions of the modules 201 to 203 shown in FIG. 2 .
  • the computer program 302 can be divided into one or more modules/units, and these modules/units can be stored in the memory 301 and executed by the processor 300, so as to realize the inventive concept of the present application.
  • These modules/units may be a series of computer program instruction segments capable of accomplishing specific functions, and these instruction segments are used to describe the execution process of the computer program 302 in the first millimeter wave radar 30 .
  • the computer program 302 may be divided into instruction segments corresponding to the modules 201 to 203 shown in FIG. 2 .
  • the first millimeter wave radar 30 may include, but not limited to, a processor 300 and a memory 301 . Those skilled in the art can understand that FIG. 3 is only an example of the first millimeter-wave radar 30 , and does not constitute a limitation to the first millimeter-wave radar 30 .
  • the first millimeter wave radar may include more or fewer components than shown, or combine certain components, or different components.
  • the present application also provides a first computer-readable storage medium.
  • the storage medium stores a computer program.
  • the computer program is executed by the processor, the steps described in the embodiments corresponding to the above-mentioned occupancy identification method can be realized, and the occupancy identification of the vehicle can be realized.
  • the present application also provides a vehicle control method.
  • Driving safety is gradually shifting from physical safety to network safety and safety assistance systems.
  • the gesture control of the vehicle can collect images through the camera, and then recognize the image; then recognize the movement of the person, and then perform gesture control according to the recognition result.
  • this control method is relatively simple and cannot meet user needs.
  • the vehicle control method provided in the present application can realize gesture recognition through vehicle radar. Not only that, but the method can also realize the identification of living body and occupancy, so that the control mode of the vehicle becomes diversified, and the vehicle is also more intelligent.
  • Fig. 4 is a flow chart of the implementation of the vehicle control method provided by the present application. As shown in Fig. 4, the vehicle control method provided by the present application may include steps S401 to S404. The four steps are described below.
  • the vehicle state signal includes an unlocked state signal, a driving state signal or a locked state signal.
  • the vehicle control method provided in this application is executed by a millimeter-wave radar.
  • the unlocked status signal indicates that the vehicle has been unlocked, but has not been started, and the vehicle is in a stationary state.
  • the driving state signal indicates that the vehicle is running and the vehicle is in motion.
  • the locked state signal indicates that the vehicle's power source (such as the engine or electric motor) has stopped, the doors are locked, and the vehicle is stationary.
  • the unlocked state signal may be a signal sent by a car key, or a signal sent by a main driver's door lock.
  • the locked state signal can be a signal sent by the car key, or a signal sent by the main driver's door lock.
  • the first preset area may be a fixed gesture area.
  • the interior equipment of the vehicle may include a sunroof or an air conditioner and the like.
  • Gesture recognition in the unlocked state of the vehicle allows the driver to use gestures to turn on or off various functions of the vehicle, or to control various parameters of the vehicle, thus (especially when the vehicle is driving) to make the driver's attention more focused Focus more on observing the surrounding environment of the vehicle to better ensure driving safety.
  • the transmitting antenna of the millimeter-wave radar transmits electromagnetic waves of a specific frequency to the fixed gesture area; the electromagnetic waves are reflected by objects, and the reflected electromagnetic waves (ie Echo signal) carries various information of the fixed gesturing area; the receiving antenna of the millimeter wave radar receives the echo signal of the fixed gesturing area, and performs gesture recognition according to the echo signal; and then controls the vehicle according to the gesture recognition result Execute the corresponding preset operation.
  • the vehicle's air conditioner or sunroof can be controlled according to the result of gesture recognition.
  • the vehicle state signal is a driving state signal
  • the vehicle is controlled to perform a corresponding preset operation; occupancy identification is performed on the echo signal received in the second preset area, and whether to perform a seat belt warning is determined according to the occupancy identification result.
  • step S403 when identifying the occupancy of the echo signal in the second preset area, the occupancy identification method provided in the present application may be used, or the occupancy identification method in the prior art may be used.
  • the second preset area is an area within the vehicle that can be detected by the millimeter-wave radar.
  • the second preset area may include a front seat area inside the vehicle, and/or a rear seat area inside the vehicle.
  • gesture recognition and/or occupancy recognition may be performed.
  • Gesture recognition in the driving state of the vehicle can make the driver pay more attention to driving safety, avoid auxiliary operations such as switching the air conditioner or sunroof from distracting the driver's attention, and ensure the driving safety of the vehicle.
  • the occupancy recognition through the detection signal can make the vehicle judge whether to carry out the seat belt warning, so as to remind the drivers and passengers who are not wearing seat belts in the driving state to wear seat belts, and provide safety protection for the drivers and passengers. Reduce or avoid injuries in the event of traffic accidents.
  • the millimeter-wave radar works when it is powered on.
  • the transmitting antenna of the millimeter-wave radar emits electromagnetic waves of a specific frequency to the second preset area; the electromagnetic waves are reflected by objects, and the reflected electromagnetic waves ( That is, the echo signal) carries various information of the second preset area; the receiving antenna of the millimeter-wave radar receives the echo signal of the second preset area, and performs occupancy identification according to the echo signal, and then judges whether Carry out seat belt warning.
  • the third preset area is a specific area inside the vehicle, which may include the passenger area and the trunk area, or may only be the passenger area. Identifying living organisms when the vehicle is locked can effectively prevent living organisms such as children or pets from being left in the vehicle and prevent tragedies from happening.
  • the millimeter-wave radar is powered on and works.
  • the transmitting antenna of the millimeter-wave radar transmits electromagnetic waves of a specific frequency to the third preset area; the electromagnetic waves are reflected by objects, and the reflected electromagnetic waves ( That is, the echo signal) carries various information of the third preset area; the receiving antenna of the millimeter-wave radar receives the echo signal of the third preset area, and performs living body identification according to the echo signal, and then judges whether Carry out personnel stranded alarm.
  • the personnel retention alarm can realize the anti-forgetting function of children.
  • the millimeter-wave radar used in this application is not only suitable for detecting large-scale moving targets, but also has high detection accuracy for chest micro-movement signals.
  • the millimeter-wave radar uses a large bandwidth of 4GHz, which can convert small chest displacements into obvious phase changes. When the frequency and correlation information of the phase meet the threshold requirements, it is determined that there is a real target, that is, there is a living body in the vehicle.
  • steps S401 to S404 carry out vehicle control through the following steps: acquire the vehicle state signal; the vehicle state signal includes an unlocked state signal, a driving state signal or a locked state signal; The area sends detection signals, performs gesture recognition on the received echo signals in the first preset area, and controls the vehicle to perform corresponding preset operations according to the gesture recognition results; Send detection signals from the set area and the second preset area, perform gesture recognition on the echo signal received in the first preset area, and control the vehicle to perform the corresponding preset operation according to the gesture recognition result, and perform gesture recognition on the received second preset area.
  • the echo signal in the preset area is used to identify the living body, and according to the result of the living body identification, it is determined whether to issue an alarm for personnel retention.
  • the echo signals in different areas are obtained through the millimeter wave radar, and the echo signals are analyzed to realize the gesture recognition of the vehicle, the judgment of the safety belt warning and the judgment of the personnel stranded warning; thus, it can be based on different states of the vehicle. , realize the multi-functional intelligent auxiliary control of the vehicle, diversify the control methods of the vehicle, make the vehicle more intelligent, and optimize the user experience.
  • the "determining whether to issue a seat belt warning based on the occupancy recognition result" in the above S403 may include the following steps:
  • S4031 Send the occupancy recognition result to the vehicle central control (that is, the vehicle's central control system), when the occupancy recognition result is that the occupancy area is occupied, and the vehicle central control detects the seat belt in the occupancy area When it is not fastened and it is detected that the driving speed of the vehicle is greater than a preset speed threshold, a seat belt warning is issued in the occupied area; wherein the occupied area is an area in the second preset area.
  • the vehicle central control that is, the vehicle's central control system
  • the occupied area may be the main driving area and/or the co-driving area, both of which belong to the second preset area.
  • the alarm form can be sound and light alarm.
  • step S4031 may send the occupancy recognition results of each occupancy area to the vehicle central control.
  • the vehicle central control detects that the seat belt of the occupancy area is not fastened, and detects that the vehicle When the speed of the vehicle is greater than the preset speed threshold, the audible and visual warning of the seat belt in the occupied area will be carried out.
  • the occupancy recognition result shows that the occupancy area is not occupied, or it is detected that the seat belt in the occupancy area has been fastened, or when it is detected that the speed of the vehicle is not greater than the preset speed threshold, no seat belt is performed. alarm.
  • the "determining whether to perform a personnel detention alarm based on the result of the living body identification" in the above S404 may include the following steps:
  • the identification result of the living body can be sent to the vehicle central control through the CAN bus, and the vehicle will be controlled to give a double-flashing whistle alarm; at the same time, the vehicle central control can send the alarm to The information is sent to the client's mobile phone, and a double alarm is issued to further protect the safety of stranded children.
  • the vehicle control method may further include the following steps:
  • the above two steps record the seat belt warning and personnel retention warning, so that the generation and application process of vehicle warning information can be further optimized through data analysis.
  • the vehicle control method when the vehicle state signal is a locked state signal, the vehicle control method further includes the following steps:
  • the millimeter-wave radar can realize the gesture recognition function, and then control the sunroof switch and the temperature of the air conditioner;
  • the millimeter-wave radar detects whether there is a person on the seat.
  • the vehicle speed is greater than a certain speed and there are people without seat belts, an audible and visual alarm will be issued to remind drivers and passengers to fasten their seat belts;
  • the working time can be set by the user (for example, the above-mentioned 30min); after the working time is over, the millimeter-wave radar enters the sleep mode, the working current is ⁇ 100uA, and the power consumption is extremely low, which meets the vehicle safety requirements.
  • the "occupancy identification of the received echo signal in the second preset area" in the above S403 may include the following steps S4031 to S4033. The three steps are described below.
  • each antenna echo signal in the second preset area is a second preset area inside the vehicle. The detected echo signal.
  • each antenna corresponds to one time-domain echo signal, and the time-domain echo signals of all antennas form a time-domain echo signal set.
  • three-dimensional data of distance dimension, azimuth dimension and pitch dimension can be used to represent the three-dimensional position information of the measured object in spherical coordinates.
  • the sampling described in step S4031 may be to perform ADC sampling on the antenna echo signal along the distance dimension and the time dimension for each antenna; when sampling, a fast time sampling method may be selected.
  • the echo signals in the second preset area include multi-channel antenna echo signals.
  • the one-dimensional FFT processing can transform the time-domain echo signal into the frequency-domain echo signal, and then obtain the distance information of the time-domain echo signal in the second preset area, that is, the time-domain echo signal can be obtained The distance distribution in the second preset area.
  • each time-domain echo signal in the time-domain echo signal set determines the effective echo signal sets corresponding to each occupancy area inside the vehicle, and according to the effective echo signals corresponding to each occupancy area set to determine whether each occupancy area is occupied.
  • the occupancy area is occupied can be understood as the occupancy area is occupied; for example, an occupancy area is the co-pilot, and the occupancy area is occupied by the co-pilot.
  • each time-domain echo signal in the time-domain echo signal set includes echo signals of multiple sampling points; the distance of the time-domain echo signal The information includes distance values of echo signals at multiple sampling points corresponding to the time-domain echo signal.
  • step S4033 determining the effective echo signal sets corresponding to each occupancy area inside the vehicle according to the distance information of each time-domain echo signal in the time-domain echo signal set.
  • the "gesture recognition of the received echo signal in the first preset area" in the above S402 or S403 may include the following steps:
  • each antenna echo signal in the first preset area is obtained by detecting the first preset area inside the vehicle the echo signal;
  • Point cloud data includes distance information and velocity information of each sampling point
  • S4026 Perform gesture recognition according to spatial angle information of sampling points corresponding to each point cloud data in the target point cloud data set.
  • the distance between the first preset area and the radar is less than 0.5m
  • the gesture is an action with speed
  • steps S4021 to S4026 can intercept point cloud data within 0 ⁇ 0.5m and with a non-zero speed
  • the point cloud data is subjected to non-coherent accumulation processing, and all point cloud data whose magnitude after non-coherent accumulation processing is greater than the preset magnitude are selected to form the target point cloud data set.
  • Non-coherent accumulation is a well-known technique in the art.
  • each point cloud data in the target point cloud dataset includes multi-dimensional information such as distance, velocity, azimuth, and pitch angle.
  • the process of gesture recognition can be:
  • the left side of the first preset area corresponds to the negative angle of the millimeter-wave radar azimuth, and the right side of the first preset area corresponds to the positive angle of the millimeter-wave radar azimuth;
  • a group of gestures that slide from left to right at a constant speed within 30cm from the millimeter-wave radar lasts for 60 frames.
  • the 60 frames are divided into three stages (here for illustration, the three stages are For example, the actual can be further refined);
  • the point set is concentrated on the negative angle of azimuth
  • the point set is concentrated on the zero angle of orientation
  • the point set is concentrated on the positive angle of azimuth.
  • All motion gestures are classified according to the above-mentioned trajectory principle, and the point set trajectory information presented by different motion gestures is different, and the type of the gesture can be judged, thereby realizing gesture recognition.
  • millimeter wave technology used in this application has high frequency band, wide bandwidth, high detection accuracy, and is not affected by light, temperature, dust, climate, etc.; millimeter wave technology can use the Doppler effect to sensitively monitor the movement of the occupants in the car. Perception, high detection accuracy; millimeter wave technology can realize gesture recognition, occupancy seat belt reminder, children's anti-forgetting and other functions, providing an intelligent solution for the development of intelligent vehicle alarms.
  • sequence numbers of the steps do not mean the order of execution, and the execution order of each process should be determined by its functions and internal logic, and should not be used in the implementation of the embodiment of the present application. process constitutes any qualification.
  • FIG. 5 is a schematic diagram of the structural composition of the vehicle control device provided by the present application.
  • FIG. 5 only shows the parts related to the present application, which are described in detail as follows.
  • the vehicle control device 50 may include an acquisition module 501 , a first control module 502 , a second control module 503 and a third control module 504 .
  • the acquiring module 501 is configured to execute step S401, that is, acquiring a vehicle state signal; the vehicle state signal includes an unlocked state signal, a driving state signal or a locked state signal.
  • the first control module 502 is configured to execute step S402, that is, when the vehicle state signal is an unlocked state signal, send a detection signal to the first preset area; perform gesture recognition on the received echo signal in the first preset area, And control the vehicle to perform the corresponding preset operation according to the gesture recognition result.
  • the second control module 503 is configured to execute step S403, that is, when the vehicle state signal is a driving state signal, send detection signals to the first preset area and the second preset area; wave signal for gesture recognition, and control the vehicle to perform the corresponding preset operation according to the gesture recognition result; adopt the above-mentioned occupancy recognition method provided by this application to perform the echo signal received in the second preset area Occupancy recognition, and according to the result of occupancy recognition, it is determined whether to issue a seat belt warning.
  • the third control module 504 is configured to execute step S404, that is, when the vehicle state signal is a locked state signal, send a detection signal to the third preset area; perform life recognition on the received echo signal in the third preset area , and determine whether to perform a personnel detention alarm according to the result of the identification of the living body.
  • the second control module 203 may include an occupancy recognition unit.
  • the occupancy identification unit is used to execute step S4031, that is, to send the occupancy identification result to the vehicle central control (that is, the vehicle's central control system), when the occupancy identification result is that the occupancy area is occupied, and the
  • the vehicle central control detects that the seat belt in the occupied area is not fastened, and detects that the driving speed of the vehicle is greater than the preset speed threshold, a seat belt alarm is issued in the occupied area; wherein, the occupied area is the second preset area in the area.
  • the third control module 204 may include a living body identification unit.
  • the living body identification unit is used to execute step S4041, that is, to send the living body identification result to the vehicle central control, and when the living body identification result shows that there is a living body in the third preset area, perform the identification of the third preset area. Personnel stranded alarm.
  • the third control module 204 may further include a sleep unit.
  • the dormancy unit is configured to execute step S407, that is, when the vehicle status signal is a locked status signal, and when the duration of the locked status signal is greater than a preset time threshold, stop sending detection signals to the third preset area.
  • the second control module 203 may include an occupancy sampling unit, an occupancy conversion unit, and a judging unit.
  • the occupancy sampling unit is used to perform step S4031, that is, to sample each antenna echo signal in the second preset area respectively to obtain a time-domain echo signal set; each antenna echo signal in the second preset area
  • the signal is an echo signal obtained by detecting the second preset area inside the vehicle.
  • the occupancy transformation unit is configured to perform step S4032, that is, for each time domain echo signal in the time domain echo signal set, perform one-dimensional FFT processing on the time domain echo signal to obtain the time domain echo signal distance information.
  • the judging unit is used to execute step S4033, that is, according to the distance information of each time-domain echo signal in the time-domain echo signal set, determine the effective echo signal sets corresponding to each occupied area inside the vehicle, and according to each The effective echo signal sets corresponding to the occupied areas respectively determine whether each occupied area is occupied.
  • each time-domain echo signal in the time-domain echo signal set includes echo signals of multiple sampling points; the distance information of the time-domain echo signal includes the corresponding The distance value of the echo signal of multiple sampling points.
  • the judgment unit may include a selection subunit, an estimation subunit and an echo determination subunit.
  • the selection subunit is used to perform step S4033-1, that is, for each time domain echo signal in the time domain echo signal set, from all the distance values in the time domain echo signal, select The echo signal at the sampling point is used as the effective echo signal corresponding to the time-domain echo signal.
  • the estimating subunit is used to perform step S4033-2, that is, perform two-dimensional DOA estimation on each effective echo signal respectively, and obtain position information of sampling points corresponding to each effective echo signal;
  • the echo determination subunit is configured to perform step S4033-3, that is, determine the time-domain echo signals corresponding to each occupied area inside the vehicle according to the location information of the sampling points corresponding to each effective echo signal.
  • both the first control module 502 and the second control module 503 may include a gesture sampling unit, a gesture transformation unit, a gesture calculation unit, a gesture processing unit, a gesture estimation unit and a gesture recognition unit.
  • the gesture sampling unit is used to perform step S4021, that is, to sample each antenna echo signal in the first preset area to obtain a gesture echo signal set; each antenna echo signal in the first preset area is a pair of The echo signal obtained by detecting the first preset area inside the vehicle.
  • the gesture transformation unit is used to perform step S4022, that is, perform one-dimensional FFT transformation on each gesture echo signal in the gesture echo signal set, and perform two-dimensional FFT transformation on each gesture echo signal after one-dimensional transformation, to obtain The point cloud data of each sampling point in the first preset area; the point cloud data of the sampling point includes the distance and speed of the sampling point;
  • the gesture calculation unit is used to execute step S4023, that is, to calculate the point cloud data of all sampling points whose speed is not zero in the first preset area, and obtain the magnitude of the point cloud data of each sampling point whose speed is not zero ;
  • the gesture processing unit is used to execute step S4024, that is, perform non-coherent accumulation processing on the amplitude of the point cloud data of each sampling point whose speed is not zero, and select all amplitudes after non-coherent accumulation processing that are greater than the preset
  • the point cloud data of the sampling point of the amplitude forms the target point cloud data set;
  • the gesture estimation unit is used to perform step S4025, that is, perform two-dimensional DOA wave-of-arrival estimation on the target point cloud data set, and obtain the spatial angle information of each point cloud data corresponding to the sampling point in the target point cloud data set;
  • the gesture recognition unit is configured to perform step S4026, that is, perform gesture recognition according to the spatial angle information of the sampling points corresponding to each point cloud data in the target point cloud dataset.
  • FIG. 6 is a schematic diagram of a second millimeter-wave radar provided by the present application.
  • the second millimeter wave radar 60 includes a processor 600 , a memory 601 , and a computer program 602 stored in the memory 601 and operable on the processor 600 .
  • the processor 600 executes the computer program 602 , the steps in the above-mentioned embodiments of the vehicle control method are realized, such as S401 to S404 shown in FIG. 4 .
  • the processor 600 executes the computer program 602
  • the functions of the modules/units in the above-mentioned device embodiments are implemented, for example, the functions of the modules 501 to 504 shown in FIG. 5 .
  • the computer program 602 can be divided into one or more modules/units, and these modules/units are stored in the memory 601 and executed by the processor 600, so as to realize the inventive concept of the present application.
  • These modules/units may be a series of computer program instruction segments capable of accomplishing specific functions, and these instruction segments are used to describe the execution process of the computer program 602 in the second millimeter wave radar 60 .
  • the computer program 602 may be divided into instruction segments corresponding to the modules 501 to 504 shown in FIG. 2 .
  • the second millimeter wave radar 30 may include, but not limited to, a processor 600 and a memory 601 .
  • FIG. 3 is only an example of the second millimeter-wave radar 60 , and does not constitute a limitation to the second millimeter-wave radar 60 .
  • the second mmWave radar may include more or fewer components than shown, or combine certain components, or different components
  • the present application also provides a second computer-readable storage medium.
  • the storage medium stores a computer program.
  • the computer program is executed by the processor, the steps described in the embodiments corresponding to the above-mentioned vehicle control method can be realized, and the control of various auxiliary functions of the vehicle can be realized.
  • the device/terminal and method disclosed in the present application can also be implemented in other deformation manners that can be obtained without any creative effort. That is to say, the device/terminal embodiments described above are only illustrative; for example, the division of the above modules or units is only a logical function division, and there may be other division methods in actual implementation. For example, several units or modules may be combined or may be integrated into another system, or some features may be omitted, or not implemented. In another point, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of devices or units may be in electrical, mechanical or other forms.
  • a unit described as a separate component may or may not be physically separated, and a component displayed as a unit may or may not be a physical unit, that is, it may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • an integrated module/unit is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the implementation of all or part of the procedures in the methods of the above-mentioned embodiments in the present application may also be completed by computer program instructions related hardware.
  • the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, it can realize the steps of the above embodiments of the occupancy recognition method and/or the vehicle control method.
  • the computer program includes computer program code.
  • the computer program code may be in source code form, object code form, executable file or some intermediate form, etc.
  • the computer-readable medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, removable hard disk, magnetic disk, optical disk, computer memory, read-only memory (Read-Only Memory, ROM), random access Memory (Random Access Memory, RAM), electrical carrier signal, telecommunication signal and software distribution medium, etc.
  • computer readable media may be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer readable media does not include It is an electrical carrier signal and a telecommunication signal.

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Abstract

一种占位识别方法及应用其的车辆控制方法。占位识别方法包括:对预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;预设区域的每一路天线回波信号为对车辆内部的预设区域进行探测得到的回波信号;针对时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息;根据时域回波信号集中的各个时域回波信号的距离信息确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集分别判定各个占位区域是否被占位。

Description

占位识别方法及应用其的车辆控制方法
本专利申请要求于2021年08月12日提交的中国专利申请No. CN202110926413.2和No. CN202110926416.6的优先权。在先申请的公开内容通过整体引用并入本申请。
技术领域
本申请属于雷达技术领域,尤其涉及一种占位识别方法及应用其的车辆控制方法。
背景技术
随着车辆的普及,车辆安全越来越受到重视。安全带作为保证驾乘人员安全的重要保护设备,其在车辆安全中尤为重要。车辆安全逐渐从物理安全向网络安全和安全辅助***方面转变。目前,车辆的占位识别(即判断某一座位是否有人)大多是通过压力传感器进行检测,再通过安全带的佩戴状态判断是否进行告警。或者,通过摄像头采集某一位置的图像信息,进而判断该位置是否有人,再结合安全带的佩戴状态判断是否进行告警。
压力传感器的误判率较高,进而导致安全带告警的准确率较低。摄像头对光线要求极高,易受灰尘等影响,且成本高,也存在误判率高的问题。即,现有的安全带告警方式容易出现误判,占位识别准确度较差。
技术问题
本申请提供了一种占位识别方法及应用其的车辆控制方法,旨在解决现有的安全带告警方式容易出现误判,占位识别准确度差的问题。
技术解决方案
第一方面,本申请提供了一种占位识别方法,包括:
对预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;预设区域的每一路天线回波信号为对车辆内部的预设区域进行探测得到的回波信号;
针对时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT(Fast Fourier Transform,快速傅里叶变换)处理,得到该时域回波信号的距离信息;
根据时域回波信号集中的各个时域回波信号的距离信息,确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集,分别判定各个占位区域是否被占位。
第二方面,本申请提供了一种占位识别装置,包括:
采样模块,用于对预设区域的每一路天线回波信号进行采样,得到时域回波信号集;预设区域的每一路天线回波信号为对车辆内部的预设区域进行探测得到的回波信号;
变换模块,用于针对时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息;
判断模块,用于根据时域回波信号集中的各个时域回波信号的距离信息,确定车辆内部的各个占位区域分别对应的时域回波信号,并根据各个占位区域分别对应的时域回波信号,分别判定各个占位区域是否被占位。
第三方面,本申请提供了第一毫米波雷达,其括存储器、处理器以及存储在存储器中并可在处理器上运行的计算机程序,处理器执行计算机程序时实现上述第一方面所述的占位识别方法的步骤。
第四方面,本申请提供了第一计算机可读存储介质,第一计算机可读存储介质存储有计算机程序,计算机程序被处理器执行时实现上述第一方面所述的占位识别方法的步骤。
第五方面,本申请提供了一种车辆控制方法,包括:
获取车辆状态信号;车辆状态信号包括解锁状态信号、行车状态信号或者闭锁状态信号;
在车辆状态信号为解锁状态信号时,向第一预设区域发送探测信号;对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;
在车辆状态信号为行车状态信号时,向第一预设区域和第二预设区域发送探测信号;对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;对接收到的第二预设区域的回波信号进行占位识别,并根据占位识别结果判定是否进行安全带告警;
在车辆状态信号为闭锁状态信号时,向第三预设区域发送探测信号;对接收到的第三预设区域的回波信号进行生命体识别,并根据生命体识别结果判定是否进行人员滞留告警。
第六方面,本申请提供了一种车辆控制装置,包括:
获取模块,用于获取车辆状态信号;车辆状态信号包括解锁状态信号、行车状态信号或者闭锁状态信号;
第一控制模块,用于在车辆状态信号为解锁状态信号时,向第一预设区域发送探测信号;对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;
第二控制模块,用于在车辆状态信号为行车状态信号时,向第一预设区域和第二预设区域发送探测信号;对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;对接收到的第二预设区域的回波信号进行占位识别,并根据占位识别结果判定是否进行安全带告警;
第三控制模块,用于在车辆状态信号为闭锁状态信号时,向第三预设区域发送探测信号;对接收到的第三预设区域的回波信号进行生命体识别,并根据生命体识别结果判定是否进行人员滞留告警。
第七方面,本申请提供了第二毫米波雷达,其包括存储器、处理器以及存储在存储器中并可在处理器上运行的计算机程序,处理器执行计算机程序时上述第五方面所述的车辆控制方法的步骤。
第八方面,本申请提供了第二计算机可读存储介质,第二计算机可读存储介质存储有计算机程序,计算机程序被处理器执行时实现上述第一方面所述的车辆控制方法的步骤。
有益效果
相比于现有技术,本申请提供的占位识别方法,通过以下步骤实现占位识别:对预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;预设区域的每一路天线回波信号为对车辆内部的预设区域进行探测得到的回波信号;针对时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT变换处理,得到该时域回波信号的距离信息;根据时域回波信号集中的各个时域回波信号的距离信息确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集分别判定各个占位区域是否被占位。上述占位识别过程中,天线回波信号可以准确反映车内状况;通过对天线回波信号进行处理,判断占位区域是否被占位,可以提高占位识别的准确度,从而能够防止误判,及时提醒驾乘人员系好安全带,保障其人身安全。
相比于现有技术,本申请提供的车辆控制方法,通过以下步骤进行车辆控制:获取车辆状态信号;车辆状态信号包括解锁状态信号、行车状态信号或者闭锁状态信号;在为解锁状态信号时,对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;在为行车状态信号时,对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作,对接收到的第二预设区域的回波信号进行占位识别,并根据占位识别结果判定是否进行安全带告警;在为闭锁状态信号时,对接收到的第三预设区域的回波信号进行生命体识别,并根据生命体识别结果判定是否进行人员滞留告警。上述车辆控制过程中,在车辆处于不同状态时,通过毫米波雷达获取不同区域的回波信号,并对回波信号进行分析,实现了车辆的手势识别、安全带告警判断以及人员滞留告警判断;从而可以根据车辆不同的状态,实现车辆多功能智能辅助控制,使车辆的控制方式变得多样化,也使车辆更加智能化,优化了用户体验。
附图说明
为了更清楚地说明本申请实施例中的技术方案,下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍,显而易见地,下面描述中的附图仅仅是本申请的一些实施例,对于本领域普通技术人员来讲,在不付出创造性劳动性的前提下,还可以根据这些附图获得其他的附图。
图1是本申请实施例提供的占位识别方法的实现流程图;
图2是本申请实施例提供的占位识别装置的结构组成示意图;
图3是本申请实施例提供的第一毫米波雷达的示意图。
图4是本申请实施例提供的车辆控制方法的实现流程图;
图5是本申请实施例提供的车辆控制装置的结构组成示意图;
图6是本申请实施例提供的第二毫米波雷达的示意图。
具体实施方式
以下描述中,为了说明而不是为了限定,提出了诸如特定***结构、技术之类的具体细节,以便透彻理解本申请实施例。然而,本领域的技术人员应当清楚,在没有这些具体细节的其它实施例中也可以实现本申请。在其它情况中,省略对众所周知的***、装置、电路以及方法的详细说明,以免不必要的细节妨碍本申请的描述。
为使本申请的目的、技术方案和优点更加清楚,下面将结合附图通过具体实施例来进行说明。
本申请提供的占位识别方法和车辆控制方法均可以使用毫米波雷达实施。毫米波雷达可以安装在车辆内顶部。毫米波雷达可以采用单片微波集成电路(Monolithic Microwave Integrated Circuit,MMIC)和多进多出(Multiple Input Multiple Output,MIMO)技术。MMIC高度集成的处理器和传感器可以减小毫米波雷达的尺寸。MIMO阵列天线排布,既能减小天线尺寸,又能保证良好的角度分辨能力。
毫米波雷达可以采用CAN(Controller Area Network,控制器局域网)通讯方式,支持休眠唤醒网络管理和远程固件刷写升级功能。同时可以采用先进的信号处理技术,使毫米波雷达能够实现距离、速度、方位角和俯仰角等多维分辨,进一步提高对车内目标的识别性能。
相比超声波和摄像头等外露式安装的传感器,由于雷达发射的电磁波能够穿透车辆顶棚材质,雷达可采用非外露安装方式,即雷达可以安装在车辆内部顶棚和车辆外层钣金中间。这种非外露的安装方式不仅很好地避免了车体材质被切割破坏,便于实现雷达的安装,而且使雷达隐藏在顶棚和钣金中间,乘客完全感受不到雷达装置的存在,不会给乘客带来压力感。
参见图1,其示出了本申请提供的占位识别方法的实现流程图。如图1所示,在一个实施例中,本申请提供的占位识别方法可以包括步骤S101至S103。下面分别对这3个步骤进行说明。
S101,对预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;预设区域的每一路天线回波信号为对车辆内部的预设区域进行探测得到的回波信号。
可选的,本申请提供的占位识别方法的执行主体为毫米波雷达,所述预设区域为毫米波雷达在车辆内部可以探测到的区域。例如,所述预设区域可以包括车辆内部的前排座位区域,和/或车辆内部的后排座位区域。每一路天线对应一路时域回波信号,所有天线的时域回波信号形成时域回波信号集。
在雷达领域中,可以使用距离维、方位维、俯仰维三个维度的数据表征被测物在球坐标中的三维空间位置。步骤S101中所述的采样可以是对每一路天线,沿距离维和时间维对天线回波信号进行ADC(Analog-to-Digital Converter)采样;采样时,可以选用快时间采样方式。
本申请中,毫米波雷达包括阵列排布的多路发射天线以及多路接收天线。当毫米波雷达处于工作状态时,毫米波雷达通过多路发射天线向车辆内部发射多路探测信号,并通过多路接收天线接收对应的多路天线回波信号。
具体的,毫米波雷达上电工作,发射天线向预设区域发射特定频率的电磁波;电磁波遇到物体发生反射,反射的电磁波携带了目标信息,目标信息包括该预设区域中被测物体的距离、速度、空间角度信息;接收天线接收该反射的电磁波(也即回波信号),并对该反射的电磁波进行采样,得到时域回波信号。
S102,针对时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT(Fast Fourier Transform,快速傅里叶变换)处理,得到该时域回波信号的距离信息。
步骤S102中,一维FFT处理可以将时域回波信号变换至频域回波信号,进而得到在预设区域内该时域回波信号的距离信息,即可以得到该时域回波信号在预设区域的距离分布。
S103,根据时域回波信号集中的各个时域回波信号的距离信息,确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集,分别判定各个占位区域是否被占位。
步骤S103中所述的占位区域可以为预设区域中的部分区域;例如,预设区域可以为车辆内部的前排座位空间,则占位区域可以为主驾驶区域和/或副驾驶区域。占位区域被占位可以理解为该占位区域有人;如例,一个占位区域为副驾驶,该占位区域被占位表现为副驾驶有人。
综上,步骤S101至S103通过以下步骤进行占位识别:对预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;预设区域的每一路天线回波信号为对车辆内部的预设区域进行探测得到的回波信号;针对时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息;根据时域回波信号集中的各个时域回波信号的距离信息,确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集,分别判定各个占位区域是否被占位。上述占位识别过程中,天线回波信号可以准确反映车内状况;通过对天线回波信号进行处理,判断占位区域是否被占位,可以提高占位识别的准确度从而能够防止误判,及时提醒驾乘人员系好安全带,保障其人身安全。
在本申请的一个实施例中,时域回波信号集中的各个时域回波信号均包括多个采样点的回波信号;时域回波信号的距离信息包括该时域回波信号对应的多个采样点的回波信号的距离值。
上述S103中“根据时域回波信号集中的各个时域回波信号的距离信息,确定车辆内部的各个占位区域分别对应的有效回波信号集”,可以包括以下步骤:
S1031,针对时域回波信号集中每个时域回波信号,从该时域回波信号中的所有距离值中,选取在预设范围内的采样点的回波信号,作为该时域回波信号对应的有效回波信号;
S1032,对各个有效回波信号分别进行二维DOA(Direction Of Arrival,波达方向)估计,得到各个有效回波信号分别对应的采样点的位置信息;
S1033,根据各个有效回波信号分别对应的采样点的位置信息,确定车辆内部的各个占位区域分别对应的有效回波信号集。
步骤S1031中所述的预设范围可以为不小于第一预设距离值,且不大于第二预设距离值的范围;其中,第一预设距离值小于第二预设距离值。预设范围可以根据乘客与毫米波雷达的距离确定。
示例性的,乘客与毫米波雷达的距离大于0.5m,因此预设范围可以设置为0.5m~1.5m。如此,则步骤S1031选取距离值在0.5m~1.5m范围内的时域回波信号,作为有效回波信号。所述预设范围内的区域,可以称为车辆内部的有效区域,所述的各个有效回波信号为有效区域内的回波信号。步骤S1032通过对有效区域内的各个有效回波信号进行处理,得到各个有效回波信号的位置信息。所述位置信息可以包括俯仰角信息和方位角信息。步骤S1033根据各个有效回波信号的位置信息(例如,俯仰角信息和方位角信息),将各个有效回波信号与各个占位区域对应起来,(即,确定各个有效回波信号分别来自哪个占位区域),进而确定对应于各个占位区域的有效回波信号集。根据占位区域对应的有效回波信号集,即可进一步判断各个占位区域是否被占位。
可选的,每一个采样点对应一个预设区域内实际的点。S1032中,可以对各个有效回波信号进行多路天线之间的方位向(横向)和俯仰向(纵向)二维DOA估计,以得到各个有效回波信号分别对应的采样点的位置信息,即可以得到所述预设距离范围内的各个采样点的位置信息。通过二维DOA估计,可以增强指定方向信号的功率,同时对天线进行旁瓣相消,降低杂波干扰。
示例性的,二维DOA估计的过程可以为:
设目标方位角 θ的导向矢量为 α、各方位 R i 阵元空时采样数据的协方差矩阵为 R,则最优权系数 W= μRα,其中 μ为常数;然后寻找min( W HRW )时的 θ,即为最佳目标来向 θ。同理求得俯仰向 Ψ,即完成方位俯仰二维DOA估计。
以毫米波雷达为中心,各个占位区域相对毫米波雷达的位置不同。例如,主驾驶相对毫米波雷达的位置,和副驾驶相对毫米波雷达的位置不同。步骤S1033中,可以根据各个有效回波信号分别对应的采样点的位置信息,确定车辆内部的各个占位区域,以及各个占位区域对应的时域回波信号。
在本申请的一个实施例中,上述S103中“根据各个占位区域分别对应的有效回波信号集分别判定各个占位区域是否被占位”,可以包括以下步骤:
S1034,根据各个占位区域分别对应的有效回波信号集,得到各个占位区域的点云信息;
S1035,针对每个占位区域,根据该占位区域的点云信息,计算该占位区域的每一点云的微动速度,并根据该占位区域的每一点云的微动速度,确定该占位区域是否被占位。
可选的,每个占位区域可以对应一个点云信息,该点云信息可以包括该占位区域对应的各个点云的三维坐标。S1035中,根据该占位区域的点云信息,可以使用现有技术手段,计算该占位区域的每一点云的微动速度。
可选的,每个占位区域还可以包括多个点云信息。每个点云信息均包括其中的各个点云的三维坐标。示例性的,可以根据车辆座位的占位区域布局情况,对符合每一占位区域上的包括距离、方位角、俯仰角的时域回波信号进行预提取,得到各个占位区域的点云信息。
在本申请的一个实施例中,上述S1035中“根据该占位区域的每一点云的微动速度确定该占位区域是否被占位”,可以包括以下步骤:
S1036,若该占位区域中,微动速度大于预设微动速度的点云的数量,大于预设数量,则判定该占位区域被占位。
相应的,若该占位区域中,微动速度大于预设微动速度的点云的数量,不大于预设数量,则判定该占位区域未被占位。
S1036对应的实施例,根据微动速度和点云数量两个条件判断该占位区域是否被占位,可以剔除一些偶然干扰因素,比单独一个条件的判断准确。
在本申请的一个实施例中,时域回波信号集中的各个时域回波信号,均包括多个采样点的回波信号;
在步骤S102中,对“该时域回波信号进行一维FFT处理”之前,本申请提供的占位识别方法还可以包括以下步骤:
S104,求取该时域回波信号中,各个采样点的回波信号的信号平均值;
S105,将该时域回波信号中的各个采样点的回波信号,分别与对应的信号平均值作差,得到该时域回波信号的过滤后的时域回波信号;
相应的,步骤S102中,对“该时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息”,包括以下步骤:
S106,对过滤后的时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息。
步骤S104至S106所述过程实现了时域回波信号的静态杂波剔除。由于肢体微动信号属于弱目标,极易受座舱复杂回波干扰。步骤S104至S106通过对时域回波信号进行静态杂波剔除,提高了占位识别的准确度。
在本申请的一个实施例中,步骤S104中,求取采样点的回波信号的信号平均值的公式为:
Figure dest_path_image001
其中,所述时域回波信号为 S=[ S 1S 2,…, S n], S i =[ S iS 1S iS 2,…, S iS j,…, S iS m]; S meani 为该时域回波信号中第 i个采样点的回波信号 S i 的信号平均值, i=1~ nj=1~ mn为该时域回波信号包括的采样点的回波信号的数量, m为时刻的数量, S i S m为回波信号 S i m时刻的信号。
示例性的,对某一时域回波信号,可以求取每一距离维采样点沿时间维的均值,并减去该均值,得到过滤后的时域回波信号。
例如,设某一天线的时域回波信号为 S=[ S 1S 2,…, S n],其中, S i =[ S iS 1S iS 2,…, S iS j,…, S i S m], i=1~ nj=1~ mn为距离维采样点, m为时间维采样点,均值 S mean =[ S mean 1S mean 2,…, S mean n],
Figure dest_path_image002
得到剔除静态杂波后的时域回波信号 S'=[ S 1- S mean S 2- S mean ,…, S n- S mean ];如此,可以降低静物杂波的干扰。
在本申请的一个实施例中,占位识别方法还可以包括以下步骤:
S107,将各个占位区域的占位判定结果发送至车辆的中央控制***(简称“车辆中控”);
S108,针对每个占位区域的占位判定结果,当该占位判定结果为该占位区域被占位时,且车辆中控检测到该占位区域的安全带未系,且检测到车辆的车速大于预设车速阈值时,进行该占位区域的安全带声光告警。
步骤S108中,车辆的毫米波雷达可以将占位判定结果发送至车辆中控,车辆中控根据占位判定结果,并结合另外两个条件判断是否进行安全带声光告警。
对应于步骤S108,当占位判定结果为占位区域未被占位,或者车辆中控检测到占位区域的安全带已系,或者检测到车辆的车速不大于预设车速阈值时,不进行安全带声光告警。在一个实施例中,通过本申请提供的占位识别方法,进行安全带告警的过程可以包括以下六个步骤:
步骤一、毫米波雷达通过多路天线向车内预设区域发送探测信号,并对接收到的每一路天线回波信号进行采样,得到时域回波信号集。
步骤二、对时域回波信号集中的各个时域回波信号进行静态杂波剔除,得到过滤后的时域回波信号集。
步骤三、对过滤后的时域回波信号集中的时域回波信号,进行一维FFT处理,得到各个时域回波信号的距离信息。
步骤四、根据各个时域回波信号的距离信息,确定各个时域回波信号分别对应哪个占位区域以及各个占位区域对应的有效回波信号集。从所述距离信息中,选取在预设范围内的时域回波信号,作为有效回波信号;对各个有效回波信号分别进行二维DOA估计,得到各个有效回波信号分别对应的采样点的位置信息;根据各个有效回波信号分别对应的采样点的位置信息,确定各个占位区域的点云信息。
步骤五、针对每个占位区域,根据该占位区域的点云信息,计算该占位区域的每一点云的微动速度,并根据该占位区域的每一点云的微动速度,确定该占位区域是否被占位。
步骤六、将占位判定结果发送至车辆中控,并指示车辆中控是否进行安全带声光告警。
应理解,上述占位识别方法的实施例中,各步骤的序号的大小并不意味着执行顺序的先后,各过程的执行顺序应以其功能和内在逻辑确定,而不应对本申请实施例的实施过程构成任何限定。
以下为对应于本申请提供的占位识别方法的装置实施例,对于其中未详尽描述的细节,可以参考上述占位识别方法的实施例。
图2是本申请提供的占位识别装置的结构组成示意图。为了便于说明,图2仅示出了与本申请相关的部分,详述如下。
如图2所示,占位识别装置20可以包括采样模块201、变换模块202和判断模块203。
采样模块201用于执行步骤S101,即,对预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;预设区域的每一路天线回波信号为对车辆内部的预设区域进行探测得到的回波信号。
变换模块202用于执行步骤S102,即,针对时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息。
判断模块203用于执行步骤S103,即,根据时域回波信号集中的各个时域回波信号的距离信息确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集,分别判定各个占位区域是否被占位。
在本申请的一个实施例中,时域回波信号集中的各个时域回波信号均包括多个采样点的回波信号;时域回波信号的距离信息包括该时域回波信号对应的多个采样点的回波信号的距离值。本实施例中,判断模块203可以包括有效信号选取单元、估计单元和有效信号确定单元。
所述有效信号选取单元用于执行步骤S1031,即,针对时域回波信号集中每个时域回波信号,从该时域回波信号中的所有距离值中,选取在预设范围内的采样点的回波信号,作为该时域回波信号对应的有效回波信号。
所述估计单元用于执行步骤S1032,即,对各个有效回波信号分别进行二维DOA估计,得到各个有效回波信号分别对应的采样点的位置信息。
所述有效信号确定单元用于执行步骤S1033,即,根据各个有效回波信号分别对应的采样点的位置信息,确定车辆内部的各个占位区域分别对应的有效回波信号集。
在本申请的一个实施例中,判断模块203还可以包括点云信息确定单元和计算单元。
所述点云信息确定单元用于执行步骤S1034,即,根据各个占位区域分别对应的有效回波信号集,得到各个占位区域的点云信息。
所述计算单元用于执行步骤S1035,即,针对每个占位区域,根据该占位区域的点云信息,计算该占位区域的每一点云的微动速度,并根据该占位区域的每一点云的微动速度,确定该占位区域是否被占位。
在本申请的一个实施例中,所述计算单元还用于执行步骤S1036,即,若该占位区域中,微动速度大于预设微动速度的点云的数量,大于预设数量,则判定该占位区域被占位。
在本申请的一个实施例中,时域回波信号集中的各个时域回波信号,均包括多个采样点的回波信号;本实施例中,占位识别装置20还可以包括预处理模块和差值模块。
所述预处理模块用于执行步骤S104,即,求取该时域回波信号中,各个采样点的回波信号的信号平均值。
所述差值模块用于执行步骤S105,即,将该时域回波信号中的各个采样点的回波信号,分别与对应的信号平均值作差,得到该时域回波信号的过滤后的时域回波信号。
相应的,变换模块202还用于执行步骤S106,即,对过滤后的时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息。
在本申请的一个实施例中,占位识别装置20还可以包括占位发送模块。
所述占位发送模块用于执行步骤S107和S108,即,将各个占位区域的占位判定结果发送至车辆中控;针对每个占位区域的占位判定结果,当该占位判定结果为该占位区域被占位时,且车辆中控检测到该占位区域的安全带未系,且检测到车辆的车速大于预设车速阈值时,进行该占位区域的安全带声光告警。
图3是本申请提供的第一毫米波雷达的示意图。如图3所示,第一毫米波雷达30包括处理器300、存储器301以及存储在存储器301中并可在处理器300上运行的计算机程序302。处理器300执行计算机程序302时能够实现上述各个占位识别方法实施例中的步骤,例如图1所示的步骤S101至S103。或者,处理器300执行计算机程序302时实现上述各装置实施例中各模块/单元的功能,例如图2所示模块201至203的功能。
示例性的,计算机程序302可以被分割成一个或多个模块/单元,这些模块/单元可以被存储在存储器301中,并由处理器300执行,以实现本申请的发明构思。这些模块/单元可以是能够完成特定功能的一系列计算机程序指令段,这些指令段用于描述计算机程序302在第一毫米波雷达30中的执行过程。例如,计算机程序302可以被分割成对应于图2所示的模块201至203的指令段。
第一毫米波雷达30可包括,但不仅限于,处理器300和存储器301。本领域技术人员可以理解,图3仅仅是第一毫米波雷达30的一种示例,并不构成对第一毫米波雷达30的限定。第一毫米波雷达可以包括比图示更多或更少的部件,或者组合某些部件,或者不同的部件。
本申请还提供了第一计算机可读存储介质。该存储介质存储有计算机程序。该计算机程序被处理器执行时,可以实现上述占位识别方法对应的实施例记载的步骤,实现车辆的占位识别。
本申请还提供了一种车辆控制方法。
随着社会发展,人们生活水平的提高,车辆作为一种交通工具,不管是在家庭、个人,亦或是公司、集体等,汽车的普及率不断上升。车辆的驾乘安全受到越来越多人的关注。
驾乘安全逐渐从物理安全向网络安全和安全辅助***方面转变。目前,车辆的手势控制可以通过摄像头采集图像,然后对图像进行识别;进而识别人员动作,然后根据识别结果进行手势控制。但是这种控制方式比较单一,无法满足用户需求。本申请提供的车辆控制方法可以通过车载雷达实现手势识别。不仅如此,所述方法还能够实现生命体识别和占位识别,使车辆的控制方式变得多样化,也使车辆更加智能化。
图4是本申请提供的车辆控制方法的实现流程图。如图4所示,本申请提供的车辆控制方法可以包括步骤S401至S404。下面分别对这4个步骤进行说明。
S401,获取车辆状态信号;车辆状态信号包括解锁状态信号、行车状态信号或者闭锁状态信号。
可选的,本申请提供的车辆控制方法的执行主体为毫米波雷达。解锁状态信号表示车辆已解锁,但是还未启动,车辆处于静止状态。行车状态信号表示车辆正在行驶过程中,车辆处于运动状态。闭锁状态信号表示车辆的动力源(例如,发动机或电动机)已停止工作,车门已锁闭,车辆处于静止状态。
可选的,解锁状态信号可以是车钥匙发送的信号,也可以是主驾驶车门锁发送的信号。闭锁状态信号可以是车钥匙发送的信号,也可以是主驾驶车门锁发送的信号。
S402,在车辆状态信号为解锁状态信号时,向第一预设区域发送探测信号;对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作。
可选的,第一预设区域可以为固定打手势区域。车辆的内部设备可以包括天窗或者空调等。在车辆解锁状态下进行手势识别,可以让驾驶员使用手势来开启或关闭车辆的各项功能,或者控制车辆的各种参数,从而(尤其是在车辆行驶过程中)令驾驶员的注意力更多放在观察车辆周边环境上,更好的保障行车安全。
具体的,毫米波雷达上电工作,当毫米波雷达获取到解锁状态信号时,毫米波雷达的发射天线向固定打手势区域发射特定频率的电磁波;电磁波遇到物体发生反射,反射的电磁波(即回波信号)携带了该固定打手势区域的各种信息;毫米波雷达的接收天线接收该固定打手势区域的回波信号,并根据该回波信号进行手势识别;进而根据手势识别结果控制车辆执行对应的预设操作。例如,可以根据手势识别结果控制车辆的空调或者天窗等。
S403,在车辆状态信号为行车状态信号时,向第一预设区域和第二预设区域发送探测信号;对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;对接收到的第二预设区域的回波信号进行占位识别,并根据占位识别结果判定是否进行安全带告警。
需要说明的是,步骤S403中,对第二预设区域的回波信号进行占位识别时,可以采用本申请提供的占位识别方法,也可以采用现有技术中的占位识别方法。
如上文所述,第二预设区域为毫米波雷达在车辆内部可以探测到的区域。例如,第二预设区域可以包括车辆内部的前排座位区域,和/或车辆内部的后排座位区域。
具体的,在毫米波雷达获取到的车辆状态信号为行车状态信号时,可以进行手势识别,和/或占位识别。在车辆行驶状态中进行手势识别,可以使驾驶员将更多的注意力放在行驶安全上,避免开关空调或天窗等辅助操作分散驾驶员的注意力,保障车辆的行驶安全。在车辆行驶状态中,通过探测信号进行占位识别,能够使车辆判断是否进行安全带告警,以提醒在行车状态下未系安全带的驾乘人员系安全带,为驾乘人员提供安全保障,减少或者避免在发生交通事故时的伤害。
具体的,毫米波雷达上电工作,当毫米波雷达获取到行车状态信号时,毫米波雷达的发射天线向第二预设区域发射特定频率的电磁波;电磁波遇到物体发生反射,反射的电磁波(即回波信号)携带了该第二预设区域的各种信息;毫米波雷达的接收天线接收该第二预设区域的回波信号,并根据该回波信号进行占位识别,进而判断是否进行安全带告警。
S404,在车辆状态信号为闭锁状态信号时,向第三预设区域发送探测信号;对接收到的第三预设区域的回波信号进行生命体识别,并根据生命体识别结果判定是否进行人员滞留告警。
可选的,第三预设区域为车辆内部的特定区域,可以包括可乘坐人员区域和后备箱区域,也可以仅为可乘坐人员区域。在车辆闭锁状态下进行生命体识别,可以有效避免将儿童或宠物等生命体遗忘在车内,防止惨剧的发生。
具体的,毫米波雷达上电工作,当毫米波雷达获取到闭锁状态信号时,毫米波雷达的发射天线向第三预设区域发射特定频率的电磁波;电磁波遇到物体发生反射,反射的电磁波(即回波信号)携带了该第三预设区域的各种信息;毫米波雷达的接收天线接收该第三预设区域的回波信号,并根据该回波信号进行生命体识别,进而判断是否进行人员滞留告警。
可选的,人员滞留告警可以实现孩童防遗忘功能。本申请采用的毫米波雷达不仅适用于大幅度运动目标的探测,而且对胸腔微动信号也有很高的检测精度。毫米波雷达采用了4GHz大带宽,能够将微小的胸腔位移,转换成明显的相位变化。当相位的频率和相关性信息满足阈值要求时,则判定为存在真实目标,即车内存在生命体。
综上,步骤S401至S404通过以下步骤进行车辆控制:获取车辆状态信号;车辆状态信号包括解锁状态信号、行车状态信号或者闭锁状态信号;在车辆状态信号为解锁状态信号时,向第一预设区域发送探测信号,对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;在车辆状态信号为行车状态信号时,向第一预设区域和第二预设区域发送探测信号,对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作,对接收到的第二预设区域的回波信号进行占位识别,并根据占位识别结果判定是否进行安全带告警;在车辆状态信号为闭锁状态信号时,向第三预设区域发送探测信号,对接收到的第三预设区域的回波信号进行生命体识别,并根据生命体识别结果判定是否进行人员滞留告警。上述车辆控制过程中,通过毫米波雷达获取不同区域的回波信号,并对回波信号进行分析,实现了车辆的手势识别、安全带告警判断以及人员滞留告警判断;从而可以根据车辆不同的状态,实现车辆多功能智能辅助控制,使车辆的控制方式变得多样化,也使车辆更加智能化,优化了用户体验。
在本申请的一个实施例中,如上文(步骤S107和S108)所述,上述S403中的“根据占位识别结果判定是否进行安全带告警”,可以包括以下步骤:
S4031:将占位识别结果发送至车辆中控(即车辆的中央控制***),当占位识别结果为占位区域被占位时,且所述车辆中控检测到该占位区域的安全带未系,且检测到车辆的行驶速度大于预设速度阈值时,进行占位区域的安全带告警;其中,占位区域为所述第二预设区域中的区域。
如前文所述,占位区域可以为主驾驶区域和/或副驾驶区域,这两个区域都属于第二预设区域中的区域。告警形式可以为声光告警。
示例性的,占位区域可以为多个,步骤S4031可以将各个占位区域的占位识别结果均发送至车辆中控。
针对每个占位区域的占位识别结果,当该占位识别结果为该占位区域被占位时,且所述车辆中控检测到该占位区域的安全带未系,且检测到车辆的车速大于预设车速阈值时,则进行该占位区域的安全带声光告警。
可选的,当占位识别结果为占位区域未被占位时,或者检测到占位区域的安全带已系,或者检测到车辆的车速不大于预设车速阈值时,则不进行安全带告警。
在本申请的一个实施例中,上述S404中的“根据生命体识别结果判定是否进行人员滞留告警”,可以包括以下步骤:
S4041,将生命体识别结果发送至车辆中控,当所述生命体识别结果为第三预设区域存在生命体时,进行第三预设区域的人员滞留告警。
相应的,当所述生命体识别结果为第三预设区域不存在生命体时,不进行第三预设区域的人员滞留告警。
可选的,如果检测到车内有生命体,可以将有生命体识别结果通过CAN总线发送到车辆中控,并控制车辆进行双闪鸣笛报警;同时,车辆中控可以通过车联网将报警信息发至客户手机端,进行双重告警,进一步保障滞留儿童的安全。
在本申请的一个实施例中,车辆控制方法还可以包括以下步骤:
S405,记录并上传安全带告警和人员滞留告警;
S406,将人员滞留告警发送至用户端。
上述两个步骤将安全带告警和人员滞留告警进行记录,从而能够通过数据分析进一步优化车辆告警信息的生成和应用过程。
在本申请的一个实施例中,在车辆状态信号为闭锁状态信号时,车辆控制方法还包括以下步骤:
S407,当闭锁状态信号的持续时间大于预设时间阈值时,停止向第三预设区域发送探测信号。
示例性的,车辆控制的工作逻辑可以表现为:
车辆解锁状态下,毫米波雷达可实现手势识别功能,进而控制天窗开关和空调温度等;
车辆行驶过程中,毫米波雷达探测座位上有无人员,当车速大于某一速度时且有人且未系安全带时,进行声光报警,提示驾乘人员系好安全带;
车辆锁车状态下,自锁车动作发生后的30min内,探测车内有无滞留孩童,防止高温窒息事故的发生。一般情况下,工作时长可由用户进行设置(例如设置为上述的30min);工作时长过完后,毫米波雷达进入休眠(sleep)模式,工作电流<100uA,功耗极低,符合车辆安全要求。
在本申请的一个实施例中,如上文(步骤S101至S103)所述,上述S403中的“对接收到的第二预设区域的回波信号进行占位识别”,可以包括以下步骤S4031至S4033。下面分别对这3个步骤进行说明。
S4031,对第二预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;第二预设区域的每一路天线回波信号为对车辆内部的第二预设区域进行探测得到的回波信号。
可选的,每一路天线对应一路时域回波信号,所有天线的时域回波信号形成时域回波信号集。在雷达领域中,可以使用距离维、方位维、俯仰维三个维度的数据表征被测物在球坐标中的三维位置信息。步骤S4031中所述的采样可以是对每一路天线,沿距离维和时间维对天线回波信号进行ADC采样;采样时,可以选用快时间采样方式。第二预设区域的回波信号包括多路天线回波信号。
S4032,针对时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息。
步骤S4032中,一维FFT处理可以将时域回波信号变换至频域回波信号,进而得到该时域回波信号在第二预设区域的距离信息,即可以得到该时域回波信号在第二预设区域的距离分布。
S4033,根据时域回波信号集中的各个时域回波信号的距离信息,确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集,分别判定各个占位区域是否被占位。
占位区域被占位可以理解为该占位区域有人;例如,一个占位区域为副驾驶,该占位区域被占位表现为副驾驶有人。
在本申请提供的车辆控制方法的一个实施例中,如上文所述,时域回波信号集中的各个时域回波信号均包括多个采样点的回波信号;时域回波信号的距离信息包括该时域回波信号对应的多个采样点的回波信号的距离值。
上述步骤S4033中“根据时域回波信号集中的各个时域回波信号的距离信息确定车辆内部的各个占位区域分别对应的有效回波信号集”,可以包括以下步骤:
S4033-1,针对时域回波信号集中每个时域回波信号,从该时域回波信号中的所有距离值中,选取在预设范围内的采样点的回波信号,作为该时域回波信号对应的有效回波信号;
S4033-2,对各个有效回波信号分别进行二维DOA估计,得到各个有效回波信号分别对应的采样点的位置信息;
S4033-3,根据各个有效回波信号分别对应的采样点的位置信息,确定车辆内部的各个占位区域分别对应的有效回波信号集。
在本申请的一个实施例中,上述S402或者S403中的“对接收到的第一预设区域的回波信号进行手势识别”,可以包括以下步骤:
S4021,对第一预设区域的每一路天线回波信号进行采样,得到手势回波信号集;第一预设区域的每一路天线回波信号为对车辆内部的第一预设区域进行探测得到的回波信号;
S4022,对手势回波信号集中的各个手势回波信号进行一维FFT,并对一维变换后的各个手势回波信号进行二维FFT,得到第一预设区域中各个采样点的点云数据;点云数据包括各个采样点的距离信息和速度信息;
S4023,对第一预设区域内所有速度不为零的采样点的点云数据进行计算,得到各个速度不为零的采样点的点云数据的幅度;
S4024,对各个速度不为零的点云数据的幅度进行非相参积累处理,并选取所有非相参积累处理后幅度大于预设幅度的点云数据形成目标点云数据集;
S4025,对目标点云数据集进行二维DOA估计,得到目标点云数据集中各个点云数据对应采样点的空间角度信息;
S4026,根据目标点云数据集中,各个点云数据对应的采样点的空间角度信息,进行手势识别。
可选的,第一预设区域与雷达的距离小于0.5m,加上手势是有速度的动作,故步骤S4021至S4026可以截取0~0.5m内、速度非零的点云数据;对得到的点云数据进行非相参积累处理,并选取所有非相参积累处理后幅度大于预设幅度的点云数据形成目标点云数据集。非相参积累是本领域公知的技术手段。
可选的,目标点云数据集中的各个点云数据均包含距离、速度、方位角、俯仰角等多维信息。
示例性的,手势识别的过程可以为:
设定1:第一预设区域的左侧对应毫米波雷达方位的负角度、第一预设区域的右侧对应毫米波雷达方位的正角度;
设定2:距离毫米波雷达30cm内的一组由左向右滑动的匀速手势共历时60帧,按时间先后来看,将60帧划分为三个阶段(这里为了说明,以三个阶段为例,实际可进一步细化);
则点集轨迹应该呈现为:
第一个阶段(1~20帧),点集集中在方位负角度上;
第二个阶段(21~40帧),点集集中在方位零角度上;
第三个阶段(41~60帧),点集集中在方位正角度上。
所有运动手势按上述轨迹原理进行分类,利用不同运动手势呈现的点集轨迹信息不同,即可判断出该手势是何种类型,从而实现手势识别。
本申请采用的毫米波技术频段高,带宽大,探测精度极高,不受光线、温度、灰尘、气候等影响;毫米波技术能够利用多普勒效应,对车内驾乘人员的运动进行灵敏的感知,探测精度高;毫米波技术可实现手势识别、占位安全带提醒、孩童防遗忘等功能,为智能车辆告警的发展提供了智能化解决方案。
应理解,上述车辆控制方法的实施例中,各步骤的序号的大小并不意味着执行顺序的先后,各过程的执行顺序应以其功能和内在逻辑确定,而不应对本申请实施例的实施过程构成任何限定。
以下为对应于本申请提供的车辆控制方法的装置实施例,对于其中未详尽描述的细节,可以参考上述车辆控制方法的实施例。
图5是本申请提供的车辆控制装置的结构组成示意图。为了便于说明,图5仅示出了与本申请相关的部分,详述如下。
如图5所示,车辆控制装置50可以包括获取模块501、第一控制模块502、第二控制模块503和第三控制模块504。
获取模块501用于执行步骤S401,即,获取车辆状态信号;车辆状态信号包括解锁状态信号、行车状态信号或者闭锁状态信号。
第一控制模块502用于执行步骤S402,即,在车辆状态信号为解锁状态信号时,向第一预设区域发送探测信号;对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作。
第二控制模块503用于执行步骤S403,即,在车辆状态信号为行车状态信号时,向第一预设区域和第二预设区域发送探测信号;对接收到的第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;采用上文所述的、本申请提供的占位识别方法,对接收到的第二预设区域的回波信号进行占位识别,并根据占位识别结果判定是否进行安全带告警。
第三控制模块504用于执行步骤S404,即,在车辆状态信号为闭锁状态信号时,向第三预设区域发送探测信号;对接收到的第三预设区域的回波信号进行生命体识别,并根据生命体识别结果判定是否进行人员滞留告警。
在本申请的一个实施例中,第二控制模块203可以包括占位识别单元。
所述占位识别单元用于执行步骤S4031,即,将占位识别结果发送至车辆中控(即车辆的中央控制***),当占位识别结果为占位区域被占位时,且所述车辆中控检测到占位区域的安全带未系,且检测到车辆的行驶速度大于预设速度阈值时,进行占位区域的安全带告警;其中,占位区域为所述第二预设区域中的区域。
在本申请的一个实施例中,第三控制模块204可以包括生命体识别单元。
所述生命体识别单元用于执行步骤S4041,即,将生命体识别结果发送至车辆中控,当所述生命体识别结果为第三预设区域存在生命体时,进行第三预设区域的人员滞留告警。
在本申请的一个实施例中,第三控制模块204还可以包括休眠单元。
所述休眠单元用于执行步骤S407,即,在车辆状态信号为闭锁状态信号时,当闭锁状态信号的持续时间大于预设时间阈值时,停止向第三预设区域发送探测信号。
在本申请的一个实施例中,第二控制模块203可以包括占位采样单元、占位变换单元和判断单元。
所述占位采样单元用于执行步骤S4031,即,对第二预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;第二预设区域的每一路天线回波信号为对车辆内部的第二预设区域进行探测得到的回波信号。
所述占位变换单元用于执行步骤S4032,即,针对时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息。
所述判断单元用于执行步骤S4033,即,根据时域回波信号集中的各个时域回波信号的距离信息,确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集,分别判定各个占位区域是否被占位。
在本申请的一个实施例中,时域回波信号集中的各个时域回波信号均包括多个采样点的回波信号;时域回波信号的距离信息包括该时域回波信号对应的多个采样点的回波信号的距离值。在这种情况下,所述判断单元可以包括选取子单元、估计子单元和回波确定子单元。
所述选取子单元用于执行步骤S4033-1,即,针对时域回波信号集中每个时域回波信号,从该时域回波信号中的所有距离值中,选取在预设范围内的采样点的回波信号,作为该时域回波信号对应的有效回波信号。
所述估计子单元用于执行步骤S4033-2,即,对各个有效回波信号分别进行二维DOA估计,得到各个有效回波信号分别对应的采样点的位置信息;
所述回波确定子单元用于执行步骤S4033-3,即,根据各个有效回波信号分别对应的采样点的位置信息确定车辆内部的各个占位区域分别对应的时域回波信号。
在本申请的一个实施例中,第一控制模块502和第二控制模块503,均可以包括手势采样单元、手势变换单元、手势计算单元、手势处理单元、手势估计单元和手势识别单元。
所述手势采样单元用于执行步骤S4021,即,对第一预设区域的每一路天线回波信号进行采样,得到手势回波信号集;第一预设区域的每一路天线回波信号为对车辆内部的第一预设区域进行探测得到的回波信号。
所述手势变换单元用于执行步骤S4022,即,对手势回波信号集中的各个手势回波信号进行一维FFT变换,并对一维变换后的各个手势回波信号进行二维FFT变换,得到第一预设区域中各个采样点的点云数据;采样点的点云数据包括该采样点的距离和速度;
所述手势计算单元用于执行步骤S4023,即,对第一预设区域内所有速度不为零的采样点的点云数据进行计算,得到各个速度不为零的采样点的点云数据的幅度;
所述手势处理单元用于执行步骤S4024,即,对各个速度不为零的采样点的点云数据的幅度分别进行非相参积累处理,并选取所有非相参积累处理后的幅度大于预设幅度的采样点的点云数据形成目标点云数据集;
所述手势估计单元用于执行步骤S4025,即,对目标点云数据集进行二维DOA波达估计,得到目标点云数据集中各个点云数据对应采样点的空间角度信息;
所述手势识别单元用于执行步骤S4026,即,根据目标点云数据集中各个点云数据对应的采样点的空间角度信息进行手势识别。
图6是本申请提供的第二毫米波雷达的示意图。如图6所示,第二毫米波雷达60包括处理器600、存储器601以及存储在存储器601中并可在处理器600上运行的计算机程序602。处理器600执行计算机程序602时实现上述各个车辆控制方法实施例中的步骤,例如图4所示的S401至S404。或者,处理器600执行计算机程序602时实现上述各装置实施例中各模块/单元的功能,例如图5所示模块501至504的功能。
示例性的,计算机程序602可以被分割成一个或多个模块/单元,这些模块/单元被存储在存储器601中,并由处理器600执行,以实现本申请的发明构思。这些模块/单元可以是能够完成特定功能的一系列计算机程序指令段,这些指令段用于描述计算机程序602在第二毫米波雷达60中的执行过程。例如,计算机程序602可以被分割成对应于图2所示的模块501至504的指令段。
第二毫米波雷达30可包括,但不仅限于,处理器600和存储器601。本领域技术人员可以理解,图3仅仅是第二毫米波雷达60的一种示例,并不构成对第二毫米波雷达60的限定。第二毫米波雷达可以包括比图示更多或更少的部件,或者组合某些部件,或者不同的部件
本申请还提供了第二计算机可读存储介质。该存储介质存储有计算机程序。该计算机程序被处理器执行时,可以实现上述车辆控制方法对应的实施例记载的步骤,实现对车辆的各个辅助功能的控制。
所属领域的技术人员可以清楚地了解到,为了描述的方便和简洁,仅以上述各功能单元、模块的划分进行举例说明。实际应用中,可以根据需要而将上述功能分配由不同的功能单元、模块完成,即将装置的内部结构划分成不同的功能单元或模块,以完成以上描述的全部或者部分功能。本申请实施例中的各功能单元、模块可以集成在一个处理单元中,也可以是各个单元单独物理存在,也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现,也可以采用软件功能单元的形式实现。另外,各功能单元、模块的具体名称也只是为了便于相互区分,并不用于限制本申请的保护范围。本申请中各个单元、模块的具体工作过程,可以参考与之对应的方法实施例描述的过程,在此不再赘述。
本申请的实施例中,对各个实施例的描述都各有侧重;某个实施例中没有详述或记载的部分,可以参见其它实施例的相关描述。
本领域普通技术人员可以意识到,结合本文中所公开的实施例描述的各示例的单元及算法步骤,能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行,取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能,但是这种实现不应认为超出本申请的保护范围。
在本申请所提供的实施例中,应该理解到,本申请公开的装置/终端和方法,还可以通过其它不付出创造性劳动即可得到的变形方式实现。也就是说,以上所描述的装置/终端实施例仅仅是示意性的;例如,上述模块或单元的划分,仅仅为一种逻辑功能划分,实际实现时可以有另外的划分方式。例如,多个单元或模块可以结合或者可以集成到另一个***,或一些特征可以忽略,或不执行。另一点,所显示或讨论的相互之间的耦合或直接耦合或通讯连接可以是通过一些接口,装置或单元的间接耦合或通讯连接,可以是电性,机械或其它的形式。
作为分离部件说明的单元可以是或者也可以不是物理上分开的,作为单元显示的部件可以是或者也可以不是物理单元,即可以位于一个地方,或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
集成的模块/单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时,可以存储在一个计算机可读取存储介质中。基于这样的理解,本申请实现上述实施例方法中的全部或部分流程,也可以通过计算机程序指令相关的硬件来完成。计算机程序可存储于一计算机可读存储介质中,该计算机程序在被处理器执行时,可实现上述各个占位识别方法实施例和/或车辆控制方法实施例的步骤。其中,计算机程序包括计算机程序代码。计算机程序代码可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。计算机可读介质可以包括:能够携带计算机程序代码的任何实体或装置、记录介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器(Read-Only Memory,ROM)、随机存取存储器(Random Access Memory,RAM)、电载波信号、电信信号以及软件分发介质等。需要说明的是,计算机可读介质包含的内容可以根据司法管辖区内立法和专利实践的要求进行适当的增减,例如在某些司法管辖区,根据立法和专利实践,计算机可读介质不包括是电载波信号和电信信号。
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精神和范围,均应包含在本申请的保护范围之内。

Claims (15)

  1. 一种占位识别方法,其特征在于,包括:
    对预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;所述预设区域的每一路天线回波信号为对车辆内部的预设区域进行探测得到的回波信号;
    针对所述时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT(Fast Fourier Transform,快速傅里叶变换)处理,得到该时域回波信号的距离信息;
    根据所述时域回波信号集中的各个时域回波信号的距离信息,确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集,分别判定各个占位区域是否被占位。
  2. 根据权利要求1所述的占位识别方法,其特征在于,所述时域回波信号集中的各个时域回波信号均包括多个采样点的回波信号;时域回波信号的距离信息包括该时域回波信号对应的多个采样点的回波信号的距离值;
    所述根据所述时域回波信号集中的各个时域回波信号的距离信息确定车辆内部的各个占位区域分别对应的有效回波信号集,包括:
    针对所述时域回波信号集中每个时域回波信号,从该时域回波信号中的所有距离值中,选取在预设范围内的采样点的回波信号,作为该时域回波信号对应的有效回波信号;
    对各个有效回波信号分别进行二维DOA(Direction Of Arrival,波达方向)估计,得到各个有效回波信号分别对应的采样点的位置信息;
    根据各个有效回波信号分别对应的采样点的位置信息,确定车辆内部的各个占位区域分别对应的有效回波信号集。
  3. 根据权利要求1所述的占位识别方法,其特征在于,所述根据各个占位区域分别对应的有效回波信号集,分别判定各个占位区域是否被占位,包括:
    根据各个占位区域分别对应的有效回波信号集,得到各个占位区域的点云信息;
    针对每个占位区域,根据该占位区域的点云信息,计算该占位区域的每一点云的微动速度,并根据该占位区域的每一点云的微动速度,确定该占位区域是否被占位。
  4. 根据权利要求3所述的占位识别方法,其特征在于,所述根据该占位区域的每一点云的微动速度确定该占位区域是否被占位,包括:
    若该占位区域中,微动速度大于预设微动速度的点云的数量,大于预设数量,则判定该占位区域被占位。
  5. 根据权利要求1所述的占位识别方法,其特征在于,所述时域回波信号集中的各个时域回波信号,均包括多个采样点的回波信号;
    在所述对该时域回波信号进行一维FFT处理之前,所述方法还包括:
    求取该时域回波信号中,各个采样点的回波信号的信号平均值;
    将该时域回波信号中的各个采样点的回波信号,分别与对应的信号平均值作差,得到该时域回波信号的过滤后的时域回波信号;
    相应的,所述对该时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息,包括:
    对所述过滤后的时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息。
  6. 根据权利要求1至5任一项所述的占位识别方法,其特征在于,所述方法还包括:
    将各个占位区域的占位判定结果发送至车辆的中央控制***;
    针对每个占位区域的占位判定结果,当该占位判定结果为该占位区域被占位时,且所述中央控制***检测到该占位区域的安全带未系,且检测到车辆的车速大于预设车速阈值时,进行该占位区域的安全带声光告警。
  7. 一种占位识别装置,其特征在于,包括:
    采样模块,用于对预设区域的每一路天线回波信号分别进行采样,得到时域回波信号集;所述预设区域的每一路天线回波信号为对车辆内部的预设区域进行探测得到的回波信号;
    变换模块,用于针对所述时域回波信号集中的每一时域回波信号,对该时域回波信号进行一维FFT处理,得到该时域回波信号的距离信息;
    判断模块,用于根据所述时域回波信号集中的各个时域回波信号的距离信息,确定车辆内部的各个占位区域分别对应的有效回波信号集,并根据各个占位区域分别对应的有效回波信号集,分别判定各个占位区域是否被占位。
  8. 毫米波雷达,包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序,其特征在于,所述处理器执行所述计算机程序时实现如上的权利要求1至6中任一项所述的占位识别方法的步骤。
  9. 计算机可读存储介质,所述计算机可读存储介质存储有计算机程序,其特征在于,所述计算机程序被处理器执行时实现如上的权利要求1至6中任一项所述的占位识别方法的步骤。
  10. 一种车辆控制方法,其特征在于,包括:
    获取车辆状态信号;所述车辆状态信号包括解锁状态信号、行车状态信号或者闭锁状态信号;
    在所述车辆状态信号为解锁状态信号时,向第一预设区域发送探测信号;对接收到的所述第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;
    在所述车辆状态信号为行车状态信号时,向所述第一预设区域和第二预设区域发送探测信号;对接收到的所述第一预设区域的回波信号进行手势识别,并根据手势识别结果控制车辆执行对应的预设操作;采用权利要求1至6任一项所述的占位识别方法,对接收到的所述第二预设区域的回波信号进行占位识别,并根据占位识别结果判定是否进行安全带告警;
    在所述车辆状态信号为闭锁状态信号时,向第三预设区域发送探测信号;对接收到的所述第三预设区域的回波信号进行生命体识别,并根据生命体识别结果判定是否进行人员滞留告警。
  11. 根据权利要求10所述的车辆控制方法,其特征在于,所述根据占位识别结果判定是否进行安全带告警,包括:
    将所述占位识别结果发送至车辆的中央控制***,当所述占位识别结果为占位区域被占位时,且所述中央控制***检测到所述占位区域的安全带未系,且检测到所述车辆的行驶速度大于预设速度阈值时,进行所述占位区域的安全带告警;其中,所述占位区域为所述第二预设区域中的区域。
  12. 根据权利要求10所述的车辆控制方法,其特征在于,所述根据生命体识别结果判定是否进行人员滞留告警,包括:
    将所述生命体识别结果发送至车辆的中央控制***,当所述生命体识别结果为第三预设区域存在生命体时,进行所述第三预设区域的人员滞留告警。
  13. 根据权利要求10所述的车辆控制方法,其特征在于,所述在所述车辆状态信号为闭锁状态信号时,所述方法还包括:
    当所述闭锁状态信号的持续时间大于预设时间阈值时,停止向所述第三预设区域发送探测信号。
  14. 根据权利要求10至13任一项所述的车辆控制方法,其特征在于,所述对接收到的所述第一预设区域的回波信号进行手势识别,包括:
    对所述第一预设区域的每一路天线回波信号进行采样,得到手势回波信号集;所述第一预设区域的每一路天线回波信号为对车辆内部的第一预设区域进行探测得到的回波信号;
    对手势回波信号集中的各个手势回波信号进行一维FFT,并对一维变换后的各个手势回波信号进行二维FFT,得到第一预设区域中各个采样点的点云数据;采样点的点云数据包括该采样点的距离和速度;
    对第一预设区域内所有速度不为零的采样点的点云数据进行计算,得到各个速度不为零的采样点的点云数据的幅度;
    对各个速度不为零的采样点的点云数据的幅度分别进行非相参积累处理,并选取所有非相参积累处理后的幅度大于预设幅度的采样点的点云数据形成目标点云数据集;
    对目标点云数据集进行二维DOA波达估计,得到目标点云数据集中各个点云数据对应采样点的空间角度信息;
    根据目标点云数据集中,各个点云数据对应的采样点的空间角度信息,进行手势识别。
  15. 毫米波雷达,包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序,其特征在于,所述处理器执行所述计算机程序时实现如上的权利要求10至14中任一项所述的车辆控制方法的步骤。
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