False warning detection method, device and terminal equipment for multi-layer road scenarios

Abstract

The present application is applicable to the field of vehicle networking technology, and provides a false warning detection method, device and terminal equipment for multi-layer road scenarios. The method includes: obtaining vehicle information of each first vehicle detected by a target roadside detection module corresponding to a target road including a multi-layer road surface; obtaining vehicle information of second vehicles broadcast by each second vehicle; determining the target vehicle and the first designated vehicle included in the second vehicle based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle; when it is determined that the target vehicle and the first designated vehicle have a dangerous false warning, sending a false warning prompt information to the target vehicle and the first designated vehicle. Therefore, by sending a false warning prompt to the corresponding vehicle when a false warning occurs to vehicles that are not on the same road level, false warnings of vehicles in multi-layer road scenarios are avoided, thereby improving the practicality and reliability of the vehicle wireless communication system.

Description

Technical Field

[0001] The present application belongs to the field of vehicle networking technology, and in particular relates to a false alarm detection method, apparatus, terminal device and computer-readable storage medium for multi-layer road scenes. Background Art

[0002] With the advancement of science and technology and the continuous improvement of people's living standards, vehicular wireless communication technology has also experienced rapid development, widely influencing people's daily lives and travel patterns. The application scenarios of vehicular wireless communication systems (such as V2X systems) strongly rely on vehicle location information. The implementation of relevant application algorithms relies on sharing vehicle location information, which can include latitude, longitude, and elevation data. Vehicular wireless communication systems obtain the vehicle's current location information, including longitude, latitude, and elevation, through the Global Navigation Satellite System (GNSS).

[0003] In related technologies, due to the large error or lack of elevation data in GNSS, in complex roads with physical layers such as overpasses, viaducts and pedestrian bridges, the vehicle wireless communication system can easily warn that two vehicles that are not on the same road level are in danger of collision if it relies solely on GNSS positioning, resulting in frequent false warnings of vehicles, reducing the practicality and reliability of the vehicle wireless communication system and affecting the user experience. Summary of the Invention

[0004] The embodiments of the present application provide a false alarm detection method, apparatus, terminal device and storage medium for multi-layer road scenarios, which can solve the problem that due to large errors or missing elevation data in GNSS elevation data, in complex roads with physical layers such as overpasses, viaducts and pedestrian bridges, the vehicle wireless communication system is prone to warning of a collision risk between two vehicles that are not on the same road level, relying solely on GNSS positioning, resulting in frequent false alarms for vehicles, reducing the practicality and reliability of the vehicle wireless communication system, and affecting the user experience.

[0005] In a first aspect, an embodiment of the present application provides a false alarm detection method for a multi-layer road scenario, which is applied to a roadside communication terminal of a vehicular wireless communication system, the vehicular wireless communication system including a roadside detection module, a roadside communication terminal, and an on-board communication terminal. The method includes: obtaining first road reference information obtained by a target roadside detection module corresponding to a target road, wherein the target road includes multi-layer road surfaces, and the first road reference information includes vehicle information of each first vehicle detected by the target roadside detection module; obtaining a message set broadcast by the on-board communication terminal of each second vehicle, wherein the message set includes vehicle information of the second vehicle; determining a target vehicle and a first designated vehicle included in the second vehicles based on a matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle, wherein the target vehicle refers to a vehicle in the same road layer as the target roadside detection module, and the first designated vehicle refers to a vehicle not in the same road layer as the target roadside detection module; judging whether a dangerous false alarm occurs between the target vehicle and the first designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle; and sending a false alarm prompt message to the target vehicle and the first designated vehicle when a dangerous false alarm occurs between the target vehicle and the first designated vehicle.

[0006] In a possible implementation of the first aspect, the vehicle information includes real-time latitude and longitude, real-time heading angle, and vehicle size. The determining, based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle, whether a false danger warning has occurred between the target vehicle and the first designated vehicle includes:

[0007] Determining a straight-line distance between the target vehicle and the first designated vehicle based on the real-time longitude and latitude of the target vehicle and the real-time longitude and latitude of the first designated vehicle;

[0008] Determine a first risk area corresponding to the target vehicle and a second risk area corresponding to the first designated vehicle based on the real-time latitude and longitude, real-time heading angle, and vehicle size of the target vehicle, the real-time latitude and longitude, real-time heading angle, and vehicle size of the first designated vehicle, and the first collision warning distance;

[0009] If the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to the preset distance, and the first risk area and the second risk area overlap, it is determined that a false warning of danger has occurred between the target vehicle and the first designated vehicle.

[0010] If the straight-line distance between the target vehicle and the first designated vehicle is greater than the preset distance, or there is no overlapping area between the first risk area and the second risk area, it is determined that there is no false danger warning between the target vehicle and the first designated vehicle.

[0011] Optionally, in another possible implementation of the first aspect, before determining that a false warning of danger has occurred between the target vehicle and the first designated vehicle if the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to a preset distance and the first risk area and the second risk area overlap, the method further includes:

[0012] A preset distance is determined based on the vehicle size of the target vehicle, the vehicle size of the first designated vehicle, and the second collision warning distance.

[0013] Optionally, in another possible implementation of the first aspect, the vehicle size includes vehicle length and vehicle width, and the first collision warning distance includes a front-to-rear collision warning distance and a left-to-right collision warning distance; accordingly, determining the first risk area corresponding to the target vehicle and the second risk area corresponding to the first designated vehicle based on the real-time latitude and longitude, real-time heading angle, and vehicle size of the target vehicle, the real-time latitude and longitude, real-time heading angle, and vehicle size of the first designated vehicle, and the first collision warning distance includes:

[0014] Determine a first center of a first risk area based on the real-time latitude and longitude of the target vehicle;

[0015] Determining a first length of the first risk area according to the vehicle length and the front and rear collision warning distances of the target vehicle;

[0016] Determining a first width of the first risk area based on the vehicle width of the target vehicle and the left and right collision warning distances;

[0017] Construct the first risk area by taking the first center as the center of the first risk area, the direction corresponding to the real-time heading angle of the target vehicle as the length direction of the first risk area, and the direction perpendicular to the real-time heading angle of the target vehicle as the width direction of the first risk area;

[0018] determining a second center of a second risk area based on the real-time latitude and longitude of the first designated vehicle;

[0019] determining a second length of the second risk area based on the vehicle length and the front and rear collision warning distances of the first designated vehicle;

[0020] determining a second width of the second risk area based on the vehicle width and the left and right collision warning distances of the first designated vehicle;

[0021] The second risk area is constructed with the second center as the center of the second risk area, the direction corresponding to the real-time heading angle of the first designated vehicle as the length direction of the second risk area, and the direction perpendicular to the real-time heading angle of the first designated vehicle as the width direction of the second risk area.

[0022] Optionally, in another possible implementation of the first aspect, before determining that a false warning of danger has occurred between the target vehicle and the first designated vehicle if the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to a preset distance and the first risk area and the second risk area overlap, the method further includes:

[0023] Based on the coordinate values of each first vertex of the first risk area in the preset coordinate system and the coordinate values of each second vertex of the second risk area in the preset coordinate system, it is determined whether there is an overlapping area between the first risk area and the second risk area, wherein the preset coordinate system is established with the center point of the target vehicle as the origin, the direction corresponding to the real-time heading angle of the target vehicle as the direction of the first coordinate axis, and the direction perpendicular to the real-time heading angle of the target vehicle as the direction of the second coordinate axis.

[0024] Optionally, in another possible implementation of the first aspect, the determining whether there is an overlapping area between the first risk area and the second risk area based on the coordinate values of each first vertex of the first risk area in the preset coordinate system and the coordinate values of each second vertex of the second risk area in the preset coordinate system includes:

[0025] When the included angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is within a preset angle range, determining the coordinate value of the first center point of the first risk area according to the coordinate values of each first vertex;

[0026] Determining the coordinate value of the second center point of the second risk area according to the coordinate values of each second vertex;

[0027] Determining a distance between the centers of gravity of the first risk area and the second risk area based on the coordinate values of the first center point and the coordinate values of the second center point;

[0028] It is determined whether there is an overlapping area between the first risk area and the second risk area according to the center-of-gravity distance and the first length, the first width, the second length, and the second width.

[0029] Optionally, in another possible implementation of the first aspect, the determining whether the first risk area and the second risk area have an overlapping area based on the coordinate values of each first vertex of the first risk area in the preset coordinate system and the coordinate values of each second vertex of the second risk area in the preset coordinate system includes:

[0030] When the included angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is not within a preset angle range, determining, based on the coordinate values of each first vertex and the coordinate values of each second vertex, whether the first risk area includes the second risk area, or whether the second risk area includes the first risk area;

[0031] When the first risk area does not include the second risk area, and the second risk area does not include the first risk area, whether the first risk area intersects the second risk area is determined based on the coordinate values of each first vertex and the coordinate values of each second vertex.

[0032] Optionally, in another possible implementation of the first aspect, the coordinate values include a first coordinate value corresponding to the first coordinate axis and a second coordinate value corresponding to the second coordinate axis, and the determining, based on the coordinate values of each first vertex and the coordinate values of each second vertex, whether the first risk area includes the second risk area, or whether the second risk area includes the first risk area, includes:

[0033] Determine, according to the coordinate values of each first vertex, a minimum first coordinate value, a maximum first coordinate value, a minimum second coordinate value, and a maximum second coordinate value of the first risk area;

[0034] Determining the minimum first coordinate value, the maximum first coordinate value, the minimum second coordinate value, and the maximum second coordinate value of the second risk area according to the coordinate values of each second vertex;

[0035] Based on the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the first risk area, and the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the second risk area, determine whether the first risk area contains the second risk area, or whether the second risk area contains the first risk area.

[0036] Optionally, in another possible implementation of the first aspect, the determining, based on the coordinate values of each first vertex and the coordinate values of each second vertex, whether the first risk area intersects the second risk area includes:

[0037] Determining a relative positional relationship between the first risk area and the second risk area in a preset coordinate system according to the coordinate values of each first vertex and the coordinate values of each second vertex;

[0038] According to the relative position relationship, selecting a first adjacent boundary close to the second risk area from the boundary of the first risk area, and selecting a second adjacent boundary close to the first risk area from the boundary of the second risk area;

[0039] Whether the first risk area and the second risk area intersect is determined based on the positional relationship between the first adjacent boundary and the second adjacent boundary.

[0040] Optionally, in another possible implementation of the first aspect, determining the target vehicle and the first designated vehicle included in the second vehicles based on a degree of matching between the vehicle information of each first vehicle and the vehicle information of each second vehicle includes:

[0041] If the vehicle information of the second vehicle matches the vehicle information of any of the first vehicles, the second vehicle is determined as a target vehicle;

[0042] If the vehicle information of the second vehicle does not match the vehicle information of each of the first vehicles, the second vehicle is determined to be the first designated vehicle.

[0043] Optionally, in another possible implementation of the first aspect, the vehicle information includes a license plate number; accordingly, determining the target vehicle and the first designated vehicle included in the second vehicles based on a degree of matching between the vehicle information of each first vehicle and the vehicle information of each second vehicle includes:

[0044] If the license plate number of the second vehicle matches the license plate number of any of the first vehicles, the second vehicle is determined to be a target vehicle;

[0045] If the license plate number of the second vehicle does not match the license plate number of each of the first vehicles, the second vehicle is determined to be the first designated vehicle.

[0046] Optionally, in another possible implementation of the first aspect, after determining the target vehicle and the first designated vehicle included in the second vehicles based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle, the method further includes:

[0047] Determining a second designated vehicle included in the first vehicles based on a degree of matching between the vehicle information of each first vehicle and the vehicle information of each second vehicle, wherein the second designated vehicle is a vehicle that does not exist in the second vehicles and does not have a wireless communication function;

[0048] determining, based on the vehicle information of the target vehicle and the vehicle information of the second designated vehicle, whether there is a collision risk between the target vehicle and the second designated vehicle;

[0049] When there is a risk of collision between the target vehicle and the second designated vehicle, a collision risk warning prompt message is sent to the target vehicle.

[0050] Optionally, in another possible implementation of the first aspect, determining the second designated vehicle included in the first vehicles based on a matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle includes:

[0051] If the vehicle information of the first vehicle does not match the vehicle information of each second vehicle, the first vehicle is determined to be the second designated vehicle.

[0052] Optionally, in another possible implementation of the first aspect, the vehicle information includes a license plate number; accordingly, determining the second designated vehicle included in the first vehicles based on a degree of matching between the vehicle information of each first vehicle and the vehicle information of each second vehicle includes:

[0053] If the license plate number of the first vehicle does not match the license plate number of each second vehicle, the first vehicle is determined to be the second designated vehicle.

[0054] Optionally, in another possible implementation of the first aspect, after determining the target vehicle included in the second vehicles and the first designated vehicle based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle, the method further includes:

[0055] Obtaining second road reference information sent by a reference roadside communication terminal, wherein the reference roadside communication terminal and the target roadside detection module are not located at the same road level, and the second road reference information includes vehicle information of a third vehicle detected by the reference roadside detection module corresponding to the reference roadside communication terminal;

[0056] According to the matching degree between the vehicle information of each third vehicle and the vehicle information of each first designated vehicle, the third designated vehicle included in the third vehicle is determined, wherein the third designated vehicle refers to a vehicle that is not on the same road level as the target roadside detection module and does not have wireless communication function.

[0057] Determining whether a false warning of danger occurs between the target vehicle and the third designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the third designated vehicle;

[0058] When a dangerous false warning occurs between the target vehicle and the third designated vehicle, a false warning prompt message is sent to the target vehicle.

[0059] Optionally, in another possible implementation of the first aspect, determining the third designated vehicle included in the third vehicles based on a degree of matching between the vehicle information of each third vehicle and the vehicle information of each first designated vehicle includes:

[0060] If the vehicle information of the third vehicle does not match the vehicle information of each of the first designated vehicles, the third vehicle is determined to be the third designated vehicle.

[0061] Optionally, in another possible implementation of the first aspect, the vehicle information includes a license plate number; accordingly, determining the third designated vehicle included in the third vehicles based on a degree of matching between the vehicle information of each third vehicle and the vehicle information of each first designated vehicle includes:

[0062] If the license plate number of the third vehicle does not match the license plate number of each of the first designated vehicles, the third vehicle is determined to be the third designated vehicle.

[0063] In a second aspect, an embodiment of the present application provides a false alarm detection device for a multi-layer road scene, which is applied to a roadside communication terminal of a vehicle wireless communication system. The vehicle wireless communication system includes a roadside detection module, a roadside communication terminal, and an on-board communication terminal. The device includes:

[0064] a first acquisition module, configured to acquire first road reference information corresponding to a target road, acquired by a target roadside detection module, wherein the target road includes a multi-layer road surface, and the first road reference information includes vehicle information of each first vehicle detected by the target roadside detection module;

[0065] A second acquisition module is used to acquire a message set broadcasted by the vehicle-mounted communication terminal of each second vehicle, wherein the message set includes vehicle information of the second vehicle;

[0066] a first determination module, configured to determine a target vehicle and a first designated vehicle included in the second vehicles based on a degree of match between the vehicle information of each first vehicle and the vehicle information of each second vehicle, wherein the target vehicle refers to a vehicle located on the same road level as the target roadside detection module, and the first designated vehicle refers to a vehicle not located on the same road level as the target roadside detection module;

[0067] A first judgment module is used to judge whether there is a dangerous false warning situation between the target vehicle and the first designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle;

[0068] The first sending module is used to send false warning prompt information to the target vehicle and the first designated vehicle when a false warning of danger occurs between the target vehicle and the first designated vehicle.

[0069] In a possible implementation of the second aspect, the vehicle information includes real-time latitude and longitude, real-time heading angle, and vehicle size, and the first determination module includes:

[0070] a first determining unit, configured to determine a straight-line distance between the target vehicle and the first designated vehicle based on the real-time longitude and latitude of the target vehicle and the real-time longitude and latitude of the first designated vehicle;

[0071] a second determining unit, configured to determine a first risk area corresponding to the target vehicle and a second risk area corresponding to the first designated vehicle based on the real-time latitude and longitude, real-time heading angle, and vehicle size of the target vehicle, the real-time latitude and longitude, real-time heading angle, and vehicle size of the first designated vehicle, and the first collision warning distance;

[0072] a third determining unit, configured to determine that a false warning of danger has occurred between the target vehicle and the first designated vehicle if the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to a preset distance and the first risk area and the second risk area have an overlapping area;

[0073] The fourth determination unit is used to determine that there is no false danger warning between the target vehicle and the first designated vehicle if the straight-line distance between the target vehicle and the first designated vehicle is greater than a preset distance, or there is no overlapping area between the first risk area and the second risk area.

[0074] Optionally, in another possible implementation of the second aspect, the first judgment module further includes:

[0075] The fifth determining unit is configured to determine a preset distance according to the vehicle size of the target vehicle, the vehicle size of the first designated vehicle, and the second collision warning distance.

[0076] Optionally, in another possible implementation of the second aspect, the vehicle size includes vehicle length and vehicle width, and the first collision warning distance includes a front-to-rear collision warning distance and a left-to-right collision warning distance; accordingly, the second determining unit is configured to:

[0077] Determine a first center of a first risk area based on the real-time latitude and longitude of the target vehicle;

[0078] Determining a first length of the first risk area according to the vehicle length and the front and rear collision warning distances of the target vehicle;

[0079] Determining a first width of the first risk area based on the vehicle width of the target vehicle and the left and right collision warning distances;

[0080] Construct the first risk area by taking the first center as the center of the first risk area, the direction corresponding to the real-time heading angle of the target vehicle as the length direction of the first risk area, and the direction perpendicular to the real-time heading angle of the target vehicle as the width direction of the first risk area;

[0081] determining a second center of a second risk area based on the real-time latitude and longitude of the first designated vehicle;

[0082] determining a second length of the second risk area based on the vehicle length and the front and rear collision warning distances of the first designated vehicle;

[0083] determining a second width of the second risk area based on the vehicle width and the left and right collision warning distances of the first designated vehicle;

[0084] The second risk area is constructed with the second center as the center of the second risk area, the direction corresponding to the real-time heading angle of the first designated vehicle as the length direction of the second risk area, and the direction perpendicular to the real-time heading angle of the first designated vehicle as the width direction of the second risk area.

[0085] Optionally, in another possible implementation of the second aspect, the first determination module further includes:

[0086] A judgment unit is used to judge whether there is an overlapping area between the first risk area and the second risk area based on the coordinate values of each first vertex of the first risk area in a preset coordinate system and the coordinate values of each second vertex of the second risk area in the preset coordinate system, wherein the preset coordinate system is established with the center point of the target vehicle as the origin, the direction corresponding to the real-time heading angle of the target vehicle as the direction of the first coordinate axis, and the direction perpendicular to the real-time heading angle of the target vehicle as the direction of the second coordinate axis.

[0087] Optionally, in another possible implementation of the second aspect, the judgment unit is configured to:

[0088] When the included angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is within a preset angle range, determining the coordinate value of the first center point of the first risk area according to the coordinate values of each first vertex;

[0089] Determining the coordinate value of the second center point of the second risk area according to the coordinate values of each second vertex;

[0090] Determining a distance between the centers of gravity of the first risk area and the second risk area based on the coordinate values of the first center point and the coordinate values of the second center point;

[0091] It is determined whether there is an overlapping area between the first risk area and the second risk area according to the center-of-gravity distance and the first length, the first width, the second length, and the second width.

[0092] Optionally, in another possible implementation of the second aspect, the judgment unit is configured to:

[0093] When the included angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is not within a preset angle range, determining, based on the coordinate values of each first vertex and the coordinate values of each second vertex, whether the first risk area includes the second risk area, or whether the second risk area includes the first risk area;

[0094] When the first risk area does not include the second risk area, and the second risk area does not include the first risk area, whether the first risk area intersects the second risk area is determined based on the coordinate values of each first vertex and the coordinate values of each second vertex.

[0095] Optionally, in another possible implementation of the second aspect, the coordinate values include a first coordinate value corresponding to the first coordinate axis and a second coordinate value corresponding to the second coordinate axis, and the determining unit is further configured to:

[0096] Determine, according to the coordinate values of each first vertex, a minimum first coordinate value, a maximum first coordinate value, a minimum second coordinate value, and a maximum second coordinate value of the first risk area;

[0097] Determining the minimum first coordinate value, the maximum first coordinate value, the minimum second coordinate value, and the maximum second coordinate value of the second risk area according to the coordinate values of each second vertex;

[0098] Based on the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the first risk area, and the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the second risk area, determine whether the first risk area contains the second risk area, or whether the second risk area contains the first risk area.

[0099] Optionally, in another possible implementation of the second aspect, the judgment unit is further configured to:

[0100] Determining a relative positional relationship between the first risk area and the second risk area in a preset coordinate system according to the coordinate values of each first vertex and the coordinate values of each second vertex;

[0101] According to the relative position relationship, selecting a first adjacent boundary close to the second risk area from the boundary of the first risk area, and selecting a second adjacent boundary close to the first risk area from the boundary of the second risk area;

[0102] Whether the first risk area and the second risk area intersect is determined based on the positional relationship between the first adjacent boundary and the second adjacent boundary.

[0103] Optionally, in another possible implementation of the second aspect, the first determining module includes:

[0104] a sixth determining unit, configured to determine the second vehicle as a target vehicle if the vehicle information of the second vehicle matches the vehicle information of any of the first vehicles;

[0105] and a seventh determining unit configured to determine the second vehicle as the first designated vehicle if the vehicle information of the second vehicle does not match the vehicle information of each first vehicle.

[0106] Optionally, in another possible implementation of the second aspect, the vehicle information includes a license plate number; accordingly, the first determining module includes:

[0107] an eighth determining unit, configured to determine the second vehicle as a target vehicle if the license plate number of the second vehicle matches the license plate number of any of the first vehicles;

[0108] A ninth determining unit is configured to determine the second vehicle as the first designated vehicle if the license plate number of the second vehicle does not match the license plate number of each of the first vehicles.

[0109] Optionally, in another possible implementation of the second aspect, the apparatus further includes:

[0110] a second determining module, configured to determine a second designated vehicle included in the first vehicles based on a degree of matching between the vehicle information of each first vehicle and the vehicle information of each second vehicle, wherein the second designated vehicle is a vehicle that does not exist in the second vehicles and does not have a wireless communication function;

[0111] a second judgment module, configured to judge whether there is a collision risk between the target vehicle and the second designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the second designated vehicle;

[0112] The second sending module is used to send collision risk warning information to the target vehicle when there is a collision risk between the target vehicle and the second designated vehicle.

[0113] Optionally, in another possible implementation of the second aspect, the second determining module includes:

[0114] A tenth determining unit is configured to determine the first vehicle as the second designated vehicle if the vehicle information of the first vehicle does not match the vehicle information of each second vehicle.

[0115] Optionally, in another possible implementation of the second aspect, the vehicle information includes a license plate number; accordingly, the second determining module includes:

[0116] The eleventh determining unit is configured to determine the first vehicle as the second designated vehicle if the license plate number of the first vehicle does not match the license plate number of each second vehicle.

[0117] Optionally, in another possible implementation of the second aspect, the apparatus further includes:

[0118] a third acquisition module, configured to acquire second road reference information sent by a reference roadside communication terminal, wherein the reference roadside communication terminal and the target roadside detection module are not located at the same road level, and the second road reference information includes vehicle information of a third vehicle detected by the reference roadside detection module corresponding to the reference roadside communication terminal;

[0119] a third determining module, configured to determine a third designated vehicle included in the third vehicles based on a degree of matching between the vehicle information of each third vehicle and the vehicle information of each first designated vehicle, wherein the third designated vehicle refers to a vehicle that is not located at the same road level as the target roadside detection module and does not have a wireless communication function;

[0120] A third judgment module is used to judge whether there is a dangerous false warning situation between the target vehicle and the third designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the third designated vehicle;

[0121] The third sending module is used to send false warning prompt information to the target vehicle when a dangerous false warning occurs between the target vehicle and the third designated vehicle.

[0122] Optionally, in another possible implementation of the second aspect, the third determining module includes:

[0123] The twelfth determining unit is configured to determine the third vehicle as a third designated vehicle if the vehicle information of the third vehicle does not match the vehicle information of each first designated vehicle.

[0124] Optionally, in another possible implementation of the second aspect, the vehicle information includes a license plate number; accordingly, the third determining module includes:

[0125] The thirteenth determining unit is configured to determine the third vehicle as a third designated vehicle if the license plate number of the third vehicle does not match the license plate number of each first designated vehicle.

[0126] In a third aspect, an embodiment of the present application provides a terminal device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the false warning detection method for multi-layer road scenes as described above is implemented.

[0127] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium on which a computer program is stored, characterized in that when the computer program is executed by a processor, it implements the false warning detection method for multi-layer road scenes as described above.

[0128] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when executed on a terminal device, enables the terminal device to execute the false warning detection method for multi-layer road scenes as described above.

[0129] Compared with the prior art, the beneficial effects of the embodiments of the present application are: by matching the vehicle information detected by the roadside detection module with the vehicle information broadcast by the vehicle, it is determined whether the vehicles are on the same road level, and when there is a false warning situation for vehicles that are not on the same road level, a false warning prompt is sent to the corresponding vehicle, thereby avoiding frequent false warnings of vehicles in multi-layer road scenarios, improving the practicality and reliability of the vehicle wireless communication system, and improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0130] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0131] Figure 1 1 is a flow chart of a false alarm detection method for a multi-layer road scene provided by an embodiment of the present application;

[0132] Figure 2 2 is a flow chart of a false alarm detection method for a multi-layer road scene provided by another embodiment of the present application;

[0133] Figure 3 This is a schematic diagram of an overlapping area between a first risk area and a second risk area provided in an embodiment of the present application;

[0134] Figure 4 This is a schematic diagram of a first risk area including a second risk area provided by an embodiment of the present application;

[0135] Figure 5 This is a schematic diagram of the positional relationship between a first risk area and a second risk area in a preset coordinate system provided in an embodiment of the present application;

[0136] Figure 6 This is a schematic diagram of line segment intersection provided in an embodiment of the present application;

[0137] Figure 7 is a schematic diagram of another line segment intersection provided in an embodiment of the present application;

[0138] Figure 8 This is a schematic diagram of non-intersecting line segments provided in an embodiment of the present application;

[0139] Figure 9 1 is a flow chart of a false alarm detection method for a multi-layer road scene provided by another embodiment of the present application;

[0140] Figure 10 1 is a flow chart of a false alarm detection method for a multi-layer road scene provided by another embodiment of the present application;

[0141] Figure 11 Schematic diagram of the structure of a false alarm detection device for a multi-layer road scene provided by an embodiment of the present application;

[0142] Figure 12 It is a structural diagram of the terminal device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0143] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid obscuring the description of the present application with unnecessary detail.

[0144] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or collections thereof.

[0145] It will also be understood that the term "and / or" used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0146] As used in this specification and the appended claims, the term "if" can be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]," depending on the context.

[0147] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0148] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more but not all embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0149] The following describes in detail the false warning detection method, apparatus, terminal device, storage medium and computer program for multi-layer road scenes provided by the present application with reference to the accompanying drawings.

[0150] Figure 1 A flow chart of a false alarm detection method for a multi-layer road scene provided in an embodiment of the present application is shown.

[0151] Step 101: Obtain first road reference information obtained by a target roadside detection module corresponding to a target road, wherein the target road includes a multi-layer road surface, and the first road reference information includes vehicle information of each first vehicle detected by the target roadside detection module.

[0152] It should be noted that the false warning detection method for a multi-layer road scene according to an embodiment of the present application can be executed by the false warning detection device for a multi-layer road scene according to an embodiment of the present application. The false warning detection device for a multi-layer road scene according to an embodiment of the present application can be configured in any terminal device to execute the false warning detection method for a multi-layer road scene according to an embodiment of the present application. For example, the false warning detection device for a multi-layer road scene according to an embodiment of the present application can be configured in a roadside communication terminal of a vehicle wireless communication system, so that the vehicle wireless communication system can perform false warning detection of vehicle hazards through the roadside communication terminal deployed on the road.

[0153] It should be noted that the vehicular wireless communication system in the embodiment of the present application may be a V2X system, a system based on cellular communication, a system based on ultra-high-speed mobile communication technology (Enhanced Ultra High Throughput, EUHT), a system based on extended ETC communication technology, etc., and the embodiment of the present application is not limited to this. The following takes the vehicular wireless communication system in the embodiment of the present application as an example to specifically describe the solution of the embodiment of the present application. The V2X system may include a roadside detection module, a roadside communication terminal, and an on-board communication terminal. The roadside detection module may include detection equipment deployed on the road, such as a lidar, a millimeter-wave radar, and a camera; the roadside communication terminal may include a central processing module. The roadside communication terminal may receive detection data sent by the roadside detection module and V2X message sets broadcast by each vehicle on the road with a V2X on-board unit, and periodically broadcast the V2X message sets to the vehicles. The central processing module may also perform integrated calculations based on the detection data sent by the roadside detection module and the received V2X message sets to generate decision information, which is then sent to the vehicles by broadcasting the V2X message sets. The in-vehicle communication terminal may include a GNSS module, an antenna module, a central processing module, a security authentication module, a CAN module, etc., which are used to provide driving advice information to the vehicle.

[0154] The target road may be an overpass, an elevated bridge, a pedestrian bridge, or other road with multiple layers of pavement.

[0155] The target roadside detection module may be a roadside detection module arranged in any road section of any road surface in the target road.

[0156] It should be noted that in a V2X system, each road surface layer in the target road where V2X is applied can be divided to determine the various sub-segments included in each road surface layer, and a roadside detection module and a roadside communication terminal are respectively provided in each sub-segment to monitor and control vehicles in the corresponding sub-segment through the roadside detection module and roadside communication terminal in each sub-segment. Therefore, the target roadside detection module in the embodiment of the present application can be a roadside detection module corresponding to the roadside communication terminal in which the false alarm detection method for multi-layer road scenarios in the embodiment of the present application is applied. The roadside communication terminal in each sub-segment can detect and alert vehicles in the corresponding sub-segment whether there are dangerous false alarms based on the detection data fed back by its corresponding target roadside detection module.

[0157] The first road reference information may refer to monitoring data obtained by the target roadside detection module from monitoring a road section within its monitoring range.

[0158] The first vehicle may refer to a vehicle detected by the target roadside detection module within its monitoring range.

[0159] The vehicle information may include the vehicle's license plate number, vehicle size, real-time latitude and longitude, and real-time heading angle; it may also include one or more of the vehicle's type, vehicle color, and real-time speed.

[0160] In an embodiment of the present application, a roadside communication terminal can obtain first road reference information sent by its corresponding roadside detection module in real time, parse the obtained first road reference information to determine vehicle information of each first vehicle included in the first road reference information, and store the vehicle information of each first vehicle in a local list. When storing the vehicle information of each first vehicle in the local list, unique identifying information such as the first vehicle's license plate number and vehicle type can be used as an index for the vehicle information.

[0161] It should be noted that the types of information included in the vehicle information listed above are merely exemplary and should not be considered as limitations of this application. In actual use, the required vehicle information can be selected as vehicle information based on actual needs and specific application scenarios, and this embodiment of the application does not limit this.

[0162] Step 102: Acquire a message set broadcast by the vehicle-mounted communication terminal of each second vehicle, wherein the message set includes vehicle information of the second vehicle.

[0163] Among them, taking the V2X system as an example, the second vehicle can refer to all vehicles within the detection range of the roadside communication terminal, and the V2X message set broadcast by it can be obtained; the second vehicle can be an on-board communication terminal equipped with a V2X system. When a connected vehicle with wireless communication function is actually used, the roadside communication terminal can identify the vehicle as the second vehicle when obtaining the V2X message set broadcast by the vehicle.

[0164] In an embodiment of the present application, taking the V2X system as an example, the roadside communication terminal can obtain the V2X message set broadcast by the on-board communication terminal in the vehicle from the air in real time, and parse and process the obtained V2X message set to determine the Basic Safety Message (BSM) included in the V2X message set, and determine the various vehicle information contained in the BSM message (real-time latitude and longitude of the vehicle, real-time speed, real-time heading angle, vehicle size, etc.) as the vehicle information of the second vehicle.

[0165] Step 103 : Determine the target vehicle and the first designated vehicle included in the second vehicles based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle.

[0166] The target vehicle refers to a vehicle that is on the same road level as the target roadside detection module; the first designated vehicle refers to a vehicle that is not on the same road level as the target roadside detection module.

[0167] In the embodiment of the present application, taking the V2X system as an example, since the roadside detection module can detect vehicles that are within its detection range and on the same road level as the roadside detection module, and since the roadside communication terminal can not only obtain the V2X message set broadcast by vehicles in the road section where its corresponding roadside detection module is located, but also obtain the V2X message set broadcast by vehicles in other road sections or other road levels within its monitoring range. For example, when the monitoring range of the roadside communication terminal is 1km, the roadside communication terminal can obtain the V2X message set broadcast by vehicles within a radius of 1km. Therefore, in the embodiment of the present application, for a section of road, the vehicle information obtained simultaneously by the roadside detection module and the roadside communication terminal deployed in the section can be integrated to determine the target vehicle on the same road level as the roadside detection module, and other nearby vehicles that are not on the same road level as the target vehicle, that is, the first designated vehicle, can be determined at the same time, so that when the elevation data is missing, the road level of each vehicle can also be determined.

[0168] Furthermore, when the vehicle information of the first vehicle matches the vehicle information of the second vehicle, the second vehicle may be determined as the target vehicle. That is, in a possible implementation of the embodiment of the present application, the above step 103 may include:

[0169] If the vehicle information of the second vehicle matches the vehicle information of any of the first vehicles, the second vehicle is determined as a target vehicle;

[0170] If the vehicle information of the second vehicle does not match the vehicle information of each first vehicle, the second vehicle is determined to be the first designated vehicle.

[0171] As a possible implementation method, for the vehicle information of a second vehicle, the vehicle information of the first vehicle at the same time as the vehicle information acquisition of the second vehicle can be obtained from the local list, and the matching degree of the vehicle information of the second vehicle with the vehicle information of the first vehicle at the same time at each acquisition can be determined in turn; if the matching degree between the vehicle information of the first vehicle at the same acquisition time and the vehicle information of the second vehicle is greater than or equal to the matching degree threshold, it can be determined that there is vehicle information of the first vehicle that matches the vehicle information of the second vehicle, so that the second vehicle can be determined as the target vehicle at the same road level as the roadside detection module; if the matching degree between the vehicle information of all first vehicles at the same acquisition time and the vehicle information of the second vehicle is less than the matching degree threshold, it can be determined that there is vehicle information of the first vehicle that matches the vehicle information of the second vehicle, so that the second vehicle can be determined as the first designated vehicle that is not at the same road level as the roadside detection module.

[0172] As an example, when the vehicle information includes information such as license plate number, vehicle type, vehicle size, real-time latitude and longitude, real-time speed, and real-time heading angle, the matching degree between each item of vehicle information of the second vehicle and each item of vehicle information of the first vehicle can be determined one by one, and when each item of vehicle information of the second vehicle is the same as each item of vehicle information of any first vehicle, the second vehicle can be determined as the target vehicle; if there is no first vehicle whose each item of vehicle information matches the each item of vehicle information of the second vehicle, the second vehicle can be determined as the first designated vehicle.

[0173] As an example, when the vehicle information includes a license plate number, the target vehicle and the first designated vehicle can be determined by matching the license plate number to further improve the accuracy of the match. That is, in a possible implementation of the embodiment of the present application, the above step 103 may include:

[0174] If the license plate number of the second vehicle matches the license plate number of any of the first vehicles, the second vehicle is determined to be a target vehicle;

[0175] If the license plate number of the second vehicle does not match the license plate number of each of the first vehicles, the second vehicle is determined to be the first designated vehicle.

[0176] Step 104 : judging whether there is a false warning of danger between the target vehicle and the first designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle.

[0177] In the embodiments of the present application, a vehicle in a vehicle-to-vehicle wireless communication system can determine whether it is in danger of colliding with another vehicle based on the distance between the vehicle and the other vehicle, its driving trajectory, and other factors. When a collision risk is determined, the vehicle issues a danger warning via the vehicle-to-vehicle communication terminal. However, in multi-layered road scenarios, due to the lack of elevation data in GNSS, the vehicle cannot determine the road level on which the vehicle and other vehicles are located. Consequently, danger warnings may be issued even when the vehicle is close to other vehicles that are not on the same road level, resulting in frequent false warnings.

[0178] Therefore, in the embodiment of the present application, after the target vehicle and the first designated vehicle are determined, the distance between the target vehicle and each first designated vehicle, the predicted driving trajectory, etc. can be determined based on the vehicle information of the target vehicle and the first designated vehicle to determine whether the target vehicle and the first designated vehicle meet the conditions for a danger warning. Since the target vehicle and the first designated vehicle are on different road surfaces, there is no danger of collision between the two vehicles. Therefore, if it is determined that the target vehicle and the first designated vehicle meet the conditions for a danger warning, it can be determined that a danger false warning has occurred between the target vehicle and the first designated vehicle; if it is determined that the target vehicle and the first designated vehicle do not meet the conditions for a danger warning, it can be determined that a danger false warning has not occurred between the target vehicle and the first designated vehicle.

[0179] As an example, when the vehicle information includes the real-time latitude and longitude of the vehicle, the distance between the target vehicle and the first designated vehicle can be determined based on the real-time latitude and longitude of the target vehicle and the first designated vehicle, and when the distance between the target vehicle and the first designated vehicle is less than a distance threshold, it can be determined that the target vehicle and the first designated vehicle meet the conditions for danger warning, thereby determining that there is a danger false warning between the target vehicle and the first designated vehicle; conversely, when the distance between the target vehicle and the first designated vehicle is greater than the distance threshold, it can be determined that the target vehicle and the first designated vehicle do not meet the conditions for danger warning, thereby determining that there is no danger false warning between the target vehicle and the first designated vehicle.

[0180] Step 105 : When a false warning of danger occurs between the target vehicle and the first designated vehicle, a false warning prompt message is sent to the target vehicle and the first designated vehicle.

[0181] In an embodiment of the present application, when it is determined that a false warning of danger occurs between the target vehicle and the first designated vehicle, a false warning prompt message can be sent to the target vehicle and the first designated vehicle, so that the target vehicle and the first designated vehicle do not need to issue a danger warning when it is determined that there is a risk of collision between the two vehicles, thereby avoiding frequent false warnings of danger for the vehicle.

[0182] It should be noted that when there are multiple target vehicles and multiple first designated vehicles, it is possible to determine one by one whether there is a dangerous false warning between each target vehicle and each first designated vehicle, and when there is a dangerous false warning between the target vehicle and any first designated vehicle, a dangerous false warning prompt information is sent to the target vehicle and the corresponding first designated vehicle.

[0183] The false alarm detection method for a multi-layer road scene provided in an embodiment of the present application compares the vehicle information of each first vehicle obtained by the target roadside detection module corresponding to the target road with the vehicle information of the second vehicle broadcast by the vehicle-mounted communication terminal of each second vehicle, determines the target vehicle included in the second vehicle that is in the same road level as the target roadside detection module, and the first designated vehicle that is not in the same road level as the target roadside detection module, and judges whether the target vehicle and the first designated vehicle have a dangerous false alarm based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle, and then sends a false alarm prompt message to the target vehicle and the first designated vehicle when a dangerous false alarm occurs. Thus, by matching the vehicle information detected by the roadside detection module with the vehicle information broadcast by the vehicle to determine whether the vehicle is in the same road level, and when a false alarm occurs for a vehicle that is not in the same road level, a false alarm prompt is sent to the corresponding vehicle, thereby avoiding frequent false alarms of vehicles in multi-layer road scenes, improving the practicality and reliability of the vehicle wireless communication system, and improving the user experience.

[0184] In one possible implementation of the present application, when a vehicle in a vehicular wireless communication system determines whether there is a risk of collision between itself and another vehicle, it can generally make a judgment based on the distance between the two vehicles and whether the other vehicle is within its own risk zone. When the distance between the two vehicles is less than the collision distance and the other vehicle is within its own risk zone, it determines that there is a risk of collision between the two vehicles and issues a danger warning. Therefore, the embodiment of the present application can combine information about the distance between the target vehicle and the first designated vehicle and whether the risk zones of the target vehicle and the first designated vehicle overlap to determine whether a false danger warning has occurred between the target vehicle and the first designated vehicle, thereby improving the accuracy of false danger warning detection.

[0185] The following combination Figure 2 , further explains the false warning detection method for multi-layer road scenes provided in the embodiment of the present application.

[0186] Figure 2 A flow chart of another false alarm detection method for a multi-layer road scene provided in an embodiment of the present application is shown.

[0187] like Figure 2As shown, the false warning detection method for the multi-layer road scene includes the following steps:

[0188] Step 201: Obtain first road reference information obtained by a target roadside detection module corresponding to a target road, wherein the target road includes a multi-layer road surface, and the first road reference information includes vehicle information of each first vehicle detected by the target roadside detection module.

[0189] As an example, the vehicle information may include the real-time latitude and longitude of the vehicle, the real-time heading angle, and the vehicle size.

[0190] Step 202: Acquire a message set broadcast by the vehicle-mounted communication terminal of each second vehicle, wherein the message set includes vehicle information of the second vehicle.

[0191] Step 203 : Determine the target vehicle and the first designated vehicle included in the second vehicles based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle.

[0192] The target vehicle may refer to a vehicle that is on the same road level as the target roadside detection module; the first designated vehicle may refer to a vehicle that is not on the same road level as the target roadside detection module.

[0193] The specific implementation process and principles of the above steps 201-203 can be referred to the detailed description of the above embodiment and will not be repeated here.

[0194] Step 204 : Determine the straight-line distance between the target vehicle and the first designated vehicle based on the real-time longitude and latitude of the target vehicle and the real-time longitude and latitude of the first designated vehicle.

[0195] In an embodiment of the present application, since a vehicle can usually use the distance between itself and another vehicle as one of the conditions for measuring whether there is a collision risk between the two vehicles, the embodiment of the present application can first determine the straight-line distance between the target vehicle and the first designated vehicle, and use the straight-line distance between the target vehicle and the first designated vehicle as one of the bases for judging whether there is a dangerous false warning between the target vehicle and the first designated vehicle.

[0196] As a possible implementation method, the real-time longitude and latitude of the target vehicle can be used as the real-time coordinates of the target vehicle, and the real-time longitude and latitude of the first designated vehicle can be used as the real-time coordinates of the first designated vehicle. Then, the real-time longitude and latitude of the target vehicle and the real-time longitude and latitude of the first designated vehicle can be substituted into the distance formula between the two points in the coordinate system to determine the distance between the target vehicle and the first designated vehicle.

[0197] Step 205 , based on the real-time latitude and longitude, real-time heading angle and vehicle size of the target vehicle, the real-time latitude and longitude, real-time heading angle and vehicle size of the first designated vehicle, and the first collision warning distance, determine the first risk area corresponding to the target vehicle and the second risk area corresponding to the first designated vehicle.

[0198] In an embodiment of the present application, to improve the accuracy of danger warnings, vehicles in the vehicular wireless communication system can also define their own risk areas based on their own vehicle size and collision warning distance. When their own risk areas overlap with the risk areas of other vehicles, they can determine that there is a risk of collision between their own vehicle and the other vehicle and issue a danger warning. Therefore, an embodiment of the present application can also determine a first risk area corresponding to the target vehicle and a second risk area corresponding to the first designated vehicle, using the presence of overlap between the first and second risk areas as one of the criteria for determining whether a false danger warning has occurred between the target vehicle and the first designated vehicle.

[0199] As a possible implementation method, the first risk area and the second risk area can be circular areas, so that the center point of the target vehicle can be determined based on the real-time latitude and longitude of the target vehicle, and the center point of the target vehicle can be used as the center of the first risk area, and the sum of half the length of the target vehicle and the first collision warning distance can be used as the radius of the first risk area to determine the first risk area.

[0200] Similarly, the center point of the first designated vehicle can be determined based on the real-time latitude and longitude of the first designated vehicle, and the center point of the first designated vehicle can be used as the center of the second risk area, and the sum of half the length of the first designated vehicle and the first collision warning distance can be used as the radius of the second risk area to determine the second risk area.

[0201] As an example, when determining the center point of the target vehicle according to the real-time longitude and latitude of the target vehicle, the real-time longitude and latitude of the target vehicle can be directly determined as the longitude and latitude of the center point of the target vehicle, thereby determining the center point of the target vehicle.

[0202] As an example, since the GPS positioning device in the vehicle is not necessarily set at the center position of the vehicle, when determining the center point of the target vehicle, the position difference between the target vehicle GPS positioning device and the center point of the target vehicle can also be taken into account to reduce the calculation error introduced by the installation position of the GPS positioning device as much as possible and improve the accuracy of determining the center point of the target vehicle. Specifically, a coordinate system corresponding to the target vehicle can be established, and then based on the coordinates of the GPS positioning device in the target vehicle in the coordinate system and the coordinates of the center point of the target vehicle in the coordinate system, the position difference between the GPS positioning device and the center point in the target vehicle is determined, and then based on the position difference and the real-time longitude and latitude of the target vehicle (i.e., the real longitude and latitude of the GPS positioning device), the longitude and latitude of the center point of the target vehicle are calculated, thereby determining the center point of the target vehicle.

[0203] It should be noted that the method for determining the center point of the first designated vehicle may be the same as the method for determining the center point of the target vehicle, which will not be described in detail here.

[0204] As a possible implementation, since vehicles are typically rectangular, the first and second risk areas can also be determined as rectangular areas, so that the determined risk areas are more consistent with the characteristics of the vehicle, thereby improving the accuracy of false warning detection. That is, in one possible implementation of this embodiment of the present application, the above-mentioned vehicle dimensions include vehicle length and vehicle width, and the above-mentioned first collision warning distance includes the front-to-rear collision warning distance and the left-to-right collision warning distance; accordingly, the above-mentioned step 205 can include:

[0205] Determine a first center of a first risk area based on the real-time latitude and longitude of the target vehicle;

[0206] Determining a first length of the first risk area according to the vehicle length and the front and rear collision warning distances of the target vehicle;

[0207] Determining a first width of the first risk area based on the vehicle width of the target vehicle and the left and right collision warning distances;

[0208] Construct the first risk area by taking the first center as the center of the first risk area, the direction corresponding to the real-time heading angle of the target vehicle as the length direction of the first risk area, and the direction perpendicular to the real-time heading angle of the target vehicle as the width direction of the first risk area;

[0209] determining a second center of a second risk area based on the real-time latitude and longitude of the first designated vehicle;

[0210] determining a second length of the second risk area based on the vehicle length and the front and rear collision warning distances of the first designated vehicle;

[0211] determining a second width of the second risk area based on the vehicle width and the left and right collision warning distances of the first designated vehicle;

[0212] The second risk area is constructed with the second center as the center of the second risk area, the direction corresponding to the real-time heading angle of the first designated vehicle as the length direction of the second risk area, and the direction perpendicular to the real-time heading angle of the first designated vehicle as the width direction of the second risk area.

[0213] As a possible implementation method, the center point of the target vehicle can be determined according to the real-time latitude and longitude of the target vehicle, and the center point of the target vehicle can be determined as the first center of the first risk area. Then, the sum of the length of the target vehicle and the front and rear collision warning distances can be determined as the length of the first risk area, and the sum of the width of the target vehicle and the left and right collision warning distances can be determined as the width of the first risk area. Then, the first center can be determined as the center of the first risk area, and the direction corresponding to the real-time heading angle of the target vehicle is determined as the length direction of the first risk area, and the direction perpendicular to the real-time heading angle of the target vehicle is determined as the width direction of the first risk area to construct a rectangular first risk area.

[0214] It should be noted that the method for determining the second risk area corresponding to the first designated vehicle is the same as the method for determining the first risk area corresponding to the target vehicle, which will not be repeated here; and the method for determining the center point of the target vehicle based on the real-time latitude and longitude of the target vehicle can also be the same as the method for determining the center point of the target vehicle when the aforementioned risk area is circular, which will not be repeated here.

[0215] It should be noted that, since the road surface where the target vehicle and the first designated vehicle are located may have a certain slope, if the first risk area and the second risk area are constructed based on the actual vehicle sizes of the two vehicles on their respective roads, it is easy to cause the sizes and ranges of the first risk area and the second risk area to have certain errors. Therefore, in the embodiment of the present application, a base plane can also be preset (for example, the plane where the horizontal plane is located can be used as the base plane), and the target vehicle can be vertically mapped to the base plane, and the mapped vehicle length and vehicle width can be used as the vehicle length and vehicle width used when determining the first risk area. That is, the vehicle length l used when determining the first risk area ′ = cosθ, where l is the actual vehicle length of the target vehicle, θ is the angle between the forward direction of the road where the target vehicle is located and the base plane; the vehicle width d used to determine the first risk area ′ =·cosα, where d is the actual vehicle length of the target vehicle, and α is the angle between the width direction of the road surface where the target vehicle is located and the base plane.

[0216] It should be understood that since the vehicle information of the first designated vehicle is obtained by the roadside communication terminal through the message set broadcast by the vehicle, the roadside communication terminal cannot obtain the specific information of the road surface where the first designated vehicle is located. Therefore, the basic plane can be used as the road surface where the first designated vehicle is located, that is, the first designated vehicle does not need to be projected.

[0217] Step 206 , determining whether the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to a preset distance, and whether there is an overlapping area between the first risk area and the second risk area. If so, execute step 207 ; otherwise, execute step 209 .

[0218] In an embodiment of the present application, a determination can be made first as to whether the straight-line distance between the target vehicle and the first designated vehicle is less than a preset distance. If the straight-line distance between the target vehicle and the first designated vehicle is determined to be greater than the preset distance, it can be determined that the distance between the target vehicle and the first designated vehicle is too far and will not trigger a danger warning. This can then be used to determine that there is no false danger warning between the target vehicle and the first designated vehicle, eliminating the need to further determine whether the target vehicle and the first designated vehicle are within the other vehicle's risk area. If the straight-line distance between the target vehicle and the first designated vehicle is determined to be less than or equal to the preset distance, it can be further determined whether the target vehicle and the first designated vehicle are within the other vehicle's risk area based on whether the first risk area and the second risk area overlap.

[0219] As a possible implementation, a preset distance can be determined based on the size of the target vehicle and the first designated vehicle, as well as the collision warning distance used by the vehicle when issuing a hazard warning, to ensure that a false warning is issued to the corresponding vehicle that may have a false warning before the vehicle issues a hazard warning. That is, in a possible implementation of this embodiment of the present application, before step 206, the following steps may also be included:

[0220] A preset distance is determined based on the vehicle size of the target vehicle, the vehicle size of the first designated vehicle, and the second collision warning distance.

[0221] The second collision warning distance may refer to a distance condition used by a vehicle in the vehicle wireless communication system to determine whether there is a risk of collision between the vehicle and another vehicle.

[0222] In an embodiment of the present application, the vehicle length of the target vehicle and the vehicle length of the first designated vehicle can be first determined based on the vehicle size of the target vehicle and the vehicle size of the first designated vehicle, and the average value of the vehicle length of the target vehicle and the first designated vehicle can be determined, and the sum of the average vehicle length and the second collision warning distance can be determined as the preset distance, so that when there is a dangerous false warning between the target vehicle and the first designated vehicle, a false warning prompt can be issued to the target vehicle and the first designated vehicle in advance before the target vehicle and the first designated vehicle issue a dangerous warning, so as to avoid a false warning between the target vehicle and the first designated vehicle.

[0223] In an embodiment of the present application, after determining that the distance between the target vehicle and the first designated vehicle is less than or equal to the preset distance, it is possible to continue to determine whether the first risk area and the second risk area overlap. If the first risk area and the second risk area overlap, it can be determined that the target vehicle and the first designated vehicle are within each other's risk range, and thus it can be determined that the target vehicle and the first designated vehicle have a false alarm of danger. If the first risk area and the second risk area do not overlap, it can be determined that the target vehicle and the first designated vehicle are not within each other's risk range, and thus it can be determined that the target vehicle and the first designated vehicle have not a false alarm of danger.

[0224] As a possible implementation method, a preset coordinate system can be established with the center point of the target vehicle as the origin, the direction corresponding to the real-time heading angle of the target vehicle as the direction of the first coordinate axis, and the direction corresponding to the real-time heading angle perpendicular to the target vehicle as the direction of the second coordinate axis. According to the real-time longitude and latitude of the target vehicle and the first designated vehicle, and the sizes of the first risk area and the second risk area, the specific coordinates of the first risk area and the second risk area in the preset coordinate system are determined. According to the specific coordinates of the first risk area and the second risk area in the preset coordinate system, it is determined whether there is an overlapping area between the first risk area and the second risk area.

[0225] As an example, if the first risk area and the second risk area are circular areas, the coordinates of the center of the first risk area can be determined as the origin of the preset coordinate system, and the relative positional relationship between the first designated vehicle and the target vehicle can be determined based on the real-time longitude and latitude of the first designated vehicle and the real-time longitude and latitude of the target vehicle. Furthermore, based on the relative positional relationship between the first designated vehicle and the target vehicle, the coordinates of the center of the second risk area in the preset coordinate system can be determined. The centroidal distance between the first and second risk areas can then be determined based on the centroidal coordinates of the first and second risk areas. If the centroidal distance between the first and second risk areas is less than or equal to the sum of the radii of the first and second risk areas, it can be determined that the first and second risk areas overlap, and thus it can be determined that a false alarm has occurred between the target vehicle and the first designated vehicle. If the centroidal distance between the first and second risk areas is greater than the sum of the radii of the first and second risk areas, it can be determined that the first and second risk areas do not overlap, and thus it can be determined that a false alarm has occurred between the target vehicle and the first designated vehicle.

[0226] As an example, if the first risk area and the second risk area are rectangular areas, whether there is an overlapping area between the first risk area and the second risk area can be determined based on the coordinate values of each vertex of the first risk area and the second risk area in a preset coordinate system. That is, in a possible implementation of the embodiment of the present application, the above step 206 may include:

[0227] Whether the first risk area and the second risk area have overlapping areas is determined based on the coordinate values of each first vertex of the first risk area in the preset coordinate system and the coordinate values of each second vertex of the second risk area in the preset coordinate system.

[0228] As a possible implementation method, when the first risk area and the second risk area are rectangular areas, they can be divided into two situations: the target vehicle and the first designated vehicle are traveling in parallel, and the target vehicle and the first designated vehicle are traveling in an intersecting manner. Different methods are used for each situation to determine whether there is an overlapping area between the first risk area and the second risk area.

[0229] Case 1: When the angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is within the preset angle range, that is, when the target vehicle and the first designated vehicle are traveling parallel, the following method can be used to determine whether there is a risk area between the first risk area and the second risk area:

[0230] Determining the coordinate value of the first center point of the first risk area according to the coordinate values of each first vertex;

[0231] Determining the coordinate value of the second center point of the second risk area according to the coordinate values of each second vertex;

[0232] Determining a distance between the centers of gravity of the first risk area and the second risk area based on the coordinate values of the first center point and the coordinate values of the second center point;

[0233] It is determined whether there is an overlapping area between the first risk area and the second risk area according to the center-of-gravity distance and the first length, the first width, the second length, and the second width.

[0234] Among them, the preset angle range may refer to an angle range close to 0° and 180°, so that when the angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is within the preset angle range, it can be determined that the target vehicle and the first designated vehicle are currently in a parallel driving state. For example, the preset angle range may be [-a°, a°] ∪ [180°-b°, 180°+b°]. In actual use, the specific values of a and b can be determined according to actual needs and specific application scenarios to flexibly determine the preset angle range. The embodiment of the present application does not limit this. For example, a and b can be within the angle range of 0-10°.

[0235] The center-of-gravity distance may include a first coordinate difference between the first center point and the second center point, and a second coordinate difference between the first center point and the second center point.

[0236] In the embodiment of the present application, assuming that the first coordinate axis of the preset coordinate system is the X-axis, the second coordinate axis is the Y-axis, and the X-axis direction is the direction corresponding to the heading angle of the target vehicle (i.e., the length direction of the first risk area), and the Y-axis direction is the direction perpendicular to the heading angle of the target vehicle (i.e., the width direction of the first risk area), then the difference in coordinate values between the first center point and the second center point on the X-axis can be determined as the first coordinate difference, and the difference in coordinate values between the first center point and the second center point on the Y-axis can be determined as the second coordinate difference; furthermore, when the first coordinate difference is less than or equal to half of the sum of the first length and the second length, and the second coordinate difference is less than or equal to half of the sum of the first width and the second width, it can be determined that there is an overlapping area between the first risk area and the second risk area; otherwise, it can be determined that there is no overlapping area between the first risk area and the second risk area. Figure 3 , which is a schematic diagram of an overlapping area between a first risk area and a second risk area provided in an embodiment of the present application, wherein 301 is the first risk area and 302 is the second risk area.

[0237] Case 2: When the angle between the target vehicle's real-time heading angle and the first designated vehicle's real-time heading angle is not within the preset angle range, that is, when the target vehicle and the first designated vehicle are crossing each other, the following method can be used to determine whether the first risk area and the second risk area are risk areas:

[0238] Determining whether the first risk area includes the second risk area, or whether the second risk area includes the first risk area, based on the coordinate values of each first vertex and the coordinate values of each second vertex;

[0239] When the first risk area does not include the second risk area, and the second risk area does not include the first risk area, whether the first risk area intersects the second risk area is determined based on the coordinate values of each first vertex and the coordinate values of each second vertex.

[0240] It can be understood that since the preset angle range is the angle range close to 0° and 180° as mentioned above, when the angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is not within the preset angle range, it can be determined that the target vehicle and the first designated vehicle are not currently in a parallel driving state, that is, the target vehicle and the first designated vehicle are in a cross-driving state.

[0241] In the embodiment of the present application, since the overlap between the first risk area and the second risk area can be divided into two situations, one is that one risk area is included in another risk area, and the other is that the first risk area and the second risk area have a partially intersecting area. In addition, since the process of directly determining whether there is an overlapping area between the first risk area and the second risk area when the target vehicle and the first designated vehicle are crossing each other is relatively complicated, it is possible to first determine whether there is an inclusion relationship between the first risk area and the second risk area. When it is determined that the first risk area includes the second risk area, or when it is determined that the second risk area includes the first risk area, it is possible to directly determine that there is an overlapping area between the first risk area and the second risk area. When it is determined that the first risk area does not include the second risk area, and the second risk area does not include the first risk area, it is possible to continue to determine whether the first risk area and the second risk area partially intersect.

[0242] As a possible implementation, whether the first risk area includes the second risk area, and whether the second risk area includes the first risk area, can be determined in the following manner:

[0243] Determine, according to the coordinate values of each first vertex, a minimum first coordinate value, a maximum first coordinate value, a minimum second coordinate value, and a maximum second coordinate value of the first risk area;

[0244] Determining the minimum first coordinate value, the maximum first coordinate value, the minimum second coordinate value, and the maximum second coordinate value of the second risk area according to the coordinate values of each second vertex;

[0245] Based on the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the first risk area, and the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the second risk area, determine whether the first risk area contains the second risk area, or whether the second risk area contains the first risk area.

[0246] In an embodiment of the present application, the minimum first coordinate value among each first vertex can be determined as the minimum first coordinate value of the first risk area, and the maximum first coordinate value among each first vertex can be determined as the maximum first coordinate value of the first risk area; and the minimum second coordinate value among each first vertex can be determined as the minimum second coordinate value of the first risk area, and the maximum second coordinate value among each first vertex can be determined as the maximum second coordinate value of the first risk area. Similarly, the minimum first coordinate value among each second vertex can be determined as the minimum first coordinate value of the second risk area, and the maximum first coordinate value among each second vertex can be determined as the maximum first coordinate value of the second risk area; and the minimum second coordinate value among each second vertex can be determined as the minimum second coordinate value of the second risk area, and the maximum second coordinate value among each second vertex can be determined as the maximum second coordinate value of the second risk area.

[0247] It can be understood that if the minimum first coordinate value of the first risk area is smaller than the minimum first coordinate value of the second risk area, and the maximum first coordinate value of the second risk area is smaller than the maximum first coordinate value of the first risk area, and the minimum second coordinate value of the first risk area is smaller than the minimum second coordinate value of the second risk area, and the maximum second coordinate value of the second risk area is smaller than the maximum second coordinate value of the first risk area, then it can be determined that the first risk area contains the second risk area.

[0248] For example, if Figure 4 As shown, 401 is the first risk area and 402 is the second risk area. Since the minimum first coordinate value x1 of the first risk area 401 is smaller than the minimum first coordinate value x6 of the second risk area 402, the maximum first coordinate value x2 of the first risk area 401 is larger than the maximum first coordinate value x4 of the second risk area 402, and the minimum second coordinate value y2 of the first risk area 401 is smaller than the minimum second coordinate value y5 of the second risk area 402, and the maximum second coordinate value y1 of the first risk area 401 is larger than the maximum second coordinate value y3 of the second risk area 402, it can be determined that the first risk area 401 contains the second risk area 402.

[0249] It can be understood that if the minimum first coordinate value of the second risk area is smaller than the minimum first coordinate value of the first risk area, and the maximum first coordinate value of the first risk area is smaller than the maximum first coordinate value of the second risk area, and the minimum second coordinate value of the second risk area is smaller than the minimum second coordinate value of the first risk area, and the maximum second coordinate value of the first risk area is smaller than the maximum second coordinate value of the second risk area, then it can be determined that the second risk area contains the first risk area.

[0250] As a possible implementation, whether the first risk area intersects the second risk area may be determined by:

[0251] Determining a relative positional relationship between the first risk area and the second risk area in a preset coordinate system according to the coordinate values of each first vertex and the coordinate values of each second vertex;

[0252] According to the relative position relationship, selecting a first adjacent boundary close to the second risk area from the boundary of the first risk area, and selecting a second adjacent boundary close to the first risk area from the boundary of the second risk area;

[0253] Whether the first risk area and the second risk area intersect is determined based on the positional relationship between the first adjacent boundary and the second adjacent boundary.

[0254] In an embodiment of the present application, the coordinate value of the first center of the first risk area can be determined based on the coordinate values of each first vertex, and the coordinate value of the second center of the second risk area can be determined based on the coordinate values of each second vertex, and then the relative position relationship between the first risk area and the second risk area in the preset coordinate system can be determined based on the coordinate values of the first center and the second center. If the first coordinate value of the first center is less than the first coordinate value of the second center, it can be determined that the first center is located to the left of the second center, that is, it can be determined that the first risk area is located to the left of the second risk area; otherwise, it can be determined that the first risk area is located to the right of the second risk area. Correspondingly, if the second coordinate value of the first center is less than the second coordinate value of the second center, it can be determined that the first center is located below the second center, that is, it can be determined that the first risk area is located below the second risk area; otherwise, it can be determined that the first risk area is located above the second risk area.

[0255] As an example, when the first risk area is located to the left of the second risk area, one or more boundaries on the rightmost side of the first risk area may be determined as the first adjacent boundary, and one or more boundaries on the leftmost side of the second risk area may be determined as the second adjacent boundary; when the first risk area is located to the right of the second risk area, one or more boundaries on the leftmost side of the first risk area may be determined as the first adjacent boundary, and one or more boundaries on the rightmost side of the second risk area may be determined as the second adjacent boundary; when the first risk area is located above the second risk area, one or more boundaries at the bottom of the first risk area may be determined as the first adjacent boundary, and one or more boundaries at the top of the second risk area may be determined as the second adjacent boundary; when the first risk area is located below the second risk area, one or more boundaries at the top of the first risk area may be determined as the first adjacent boundary, and one or more boundaries at the bottom of the second risk area may be determined as the second adjacent boundary.

[0256] For example, the relative position relationship between the first risk area 501 and the second risk area 502 is as follows: Figure 5 As shown, since the first risk area 501 is located on the left side of the second risk area 502, the boundary AB in the first risk area can be determined as the first adjacent boundary, and the boundary PQ in the second risk area can be determined as the second adjacent boundary.

[0257] In an embodiment of the present application, if only one first adjacent boundary and one second adjacent boundary are determined, then when it is determined that the first adjacent boundary intersects with the second adjacent boundary, it can be determined that the first risk area and the second risk area have an overlapping area; otherwise, it can be determined that the first risk area and the second risk area do not have an overlapping area. If multiple first adjacent boundaries and multiple second adjacent boundaries are determined, it can be determined in sequence whether each first adjacent boundary intersects with each second adjacent boundary, and when any first adjacent boundary intersects with any second adjacent boundary, it can be determined that the first risk area and the second risk area have an overlapping area; if all first adjacent boundaries do not intersect with all second adjacent boundaries, it can be determined that the first risk area and the second risk area do not have an overlapping area.

[0258] As an example, the embodiment of the present application can determine whether the first adjacent boundary and the second adjacent boundary intersect by means of vector cross product. Assuming that the first adjacent boundary is line segment AB and the second adjacent boundary is line segment PQ, if Then we can determine that points P and Q are located on both sides of line segment AB; similarly, if Then we can determine that points A and B are located on both sides of line segment PQ respectively; thus, we can determine and When , it is determined that the first adjacent boundary AB intersects the second adjacent boundary PQ, such as Figure 6 If you confirm Then it can also be determined that the first adjacent boundary AB intersects the second adjacent boundary PQ, such as Figure 7 If It can be determined that the first adjacent boundary AB and the second adjacent boundary PQ do not intersect, such as Figure 8 shown.

[0259] Step 207 : Determine whether a false warning of danger occurs between the target vehicle and the first designated vehicle.

[0260] Step 208: Send false warning prompt information to the target vehicle and the first designated vehicle.

[0261] In an embodiment of the present application, after determining that the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to the preset distance, and there is an overlapping area between the first risk area and the second risk area, it can be determined that a false warning of danger has occurred between the target vehicle and the first designated vehicle, and a false warning prompt message is sent to the target vehicle and the first designated vehicle.

[0262] Step 209 : Determine whether there is no false warning of danger between the target vehicle and the first designated vehicle.

[0263] In an embodiment of the present application, if it is determined that the straight-line distance between the target vehicle and the first designated vehicle is greater than the preset distance, or there is no overlapping area between the first risk area and the second risk area, it can be determined that there is no false danger warning between the target vehicle and the first designated vehicle.

[0264] The false warning detection method for a multi-layer road scene provided in an embodiment of the present application compares the vehicle information of each first vehicle obtained by the target roadside detection module corresponding to the target road with the vehicle information of the second vehicle broadcast by the vehicle-mounted communication terminal of each second vehicle, thereby determining the target vehicle included in the second vehicles that is on the same road level as the target roadside detection module, and the first designated vehicle that is not on the same road level as the target roadside detection module, and judging whether there is a dangerous false warning between the target vehicle and the first designated vehicle based on whether the straight-line distance between the target vehicle and the first designated vehicle is greater than a preset distance, and whether the target vehicle and the first designated vehicle are within the risk area of the other party, and then sending a false warning prompt message to the target vehicle and the first designated vehicle when there is a dangerous false warning between the target vehicle and the first designated vehicle. Therefore, by matching the vehicle information detected by the roadside detection module with the vehicle information broadcast by the vehicle, it is determined whether the vehicles are on the same road level. When the distance between two vehicles that are not on the same road level is less than the collision distance and the other party is in its own risk area, it is determined that there is a risk of collision between the two and a danger warning prompt is issued, and a false warning prompt is sent to the corresponding vehicle. This not only avoids frequent false warnings of vehicles in multi-layer road scenarios, but also further improves the accuracy of dangerous false warning detection, thereby further improving the practicality and reliability of the vehicle wireless communication system and improving the user experience.

[0265] In one possible implementation of the present application, since some vehicles traveling on the road may not have wireless communication capabilities and vehicles with wireless communication capabilities cannot communicate directly with non-connected vehicles, connected vehicles on the road cannot obtain vehicle information of non-connected vehicles, and thus cannot determine whether there is a risk of collision between themselves and non-connected vehicles and make timely avoidance. Therefore, in an embodiment of the present application, the roadside communication terminal can issue collision risk warnings to connected vehicles and non-connected vehicles on the same road level based on the vehicle information of non-connected vehicles obtained by the roadside detection module, thereby further improving vehicle driving safety.

[0266] The following combination Figure 9 , further explains the false warning detection method for multi-layer road scenes provided in the embodiment of the present application.

[0267] Figure 9 A flow chart of another false warning detection method for a multi-layer road scene provided in an embodiment of the present application is shown.

[0268] like Figure 9 As shown, the false warning detection method for the multi-layer road scene includes the following steps:

[0269] Step 301: Obtain first road reference information obtained by a target roadside detection module corresponding to a target road, wherein the target road includes a multi-layer road surface, and the first road reference information includes vehicle information of each first vehicle detected by the target roadside detection module.

[0270] Step 302: Acquire a message set broadcast by the vehicle-mounted communication terminal of each second vehicle, wherein the message set includes vehicle information of the second vehicle.

[0271] Step 303 : Determine the target vehicle and the first designated vehicle included in the second vehicles based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle.

[0272] The target vehicle refers to a vehicle that is on the same road level as the target roadside detection module, and the first designated vehicle refers to a vehicle that is not on the same road level as the target roadside detection module.

[0273] Step 304 : Based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle, it is determined whether there is a false warning of danger between the target vehicle and the first designated vehicle.

[0274] Step 305 : When a false warning of danger occurs between the target vehicle and the first designated vehicle, a false warning prompt message is sent to the target vehicle and the first designated vehicle.

[0275] The specific implementation process and principle of the above steps 301-305 can be referred to the detailed description of the above embodiment and will not be repeated here.

[0276] Step 306 : Determine the second designated vehicles included in the first vehicles based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle.

[0277] The second designated vehicle may refer to a vehicle that does not exist in the second vehicle, and the second designated vehicle does not have a wireless communication function.

[0278] In the embodiment of the present application, taking the V2X system as an example, since non-connected vehicles do not have V2X wireless communication capabilities and cannot broadcast V2X message sets, neither connected vehicles on the road nor roadside communication terminals can obtain the V2X message sets of non-connected vehicles, nor can they obtain vehicle information of non-connected vehicles through the V2X message sets broadcast by the vehicles. Therefore, the second vehicle determined by the roadside communication terminal through the obtained vehicle V2X message sets does not include non-connected vehicles. However, the roadside detection module can detect all vehicles passing through its monitoring range. In other words, the first vehicle determined by the roadside communication terminal through the first road reference information obtained by the target roadside detection module includes non-connected vehicles within the monitoring range corresponding to the target roadside detection module. Therefore, in the embodiment of the present application, by matching the vehicle information of each first vehicle with the vehicle information of each second vehicle, the second designated vehicle included in the first vehicle can be determined, that is, the non-connected vehicle located on the same road level as the target roadside detection module. Since the target vehicle is a connected vehicle located on the same road level as the target roadside detection module, the second designated vehicle and the target vehicle are also located on the same road level.

[0279] Furthermore, since non-connected vehicles do not have wireless communication capabilities, there will be no non-connected vehicles in the second vehicle group, so a vehicle that does not exist in the second vehicle group can be determined as the second designated vehicle. That is, in a possible implementation of the embodiment of the present application, the above step 306 may include:

[0280] If the vehicle information of the first vehicle does not match the vehicle information of each second vehicle, the first vehicle is determined to be the second designated vehicle.

[0281] In an embodiment of the present application, taking the V2X system as an example, since the range of the roadside communication terminal corresponding to the target roadside detection module to receive the V2X message set is larger than the monitoring range of the target roadside detection device, the roadside communication terminal corresponding to the target roadside detection module can obtain the V2X message set broadcast by all connected vehicles detected by the target roadside detection module, that is, the second vehicle can include all connected vehicles detected by the target detection module, so the vehicles included in both the first vehicle and the second vehicle are target vehicles on the same road level as the target roadside detection module, and the vehicles included in the first vehicle but not included in the second vehicle are non-connected vehicles on the same road level as the target roadside detection module, that is, the second designated vehicle. Therefore, if the vehicle information of a first vehicle does not match the vehicle information of each second vehicle, the first vehicle can be determined as the second designated vehicle.

[0282] As an example, when the vehicle information includes information such as license plate number, vehicle type, vehicle size, real-time latitude and longitude, real-time speed, and real-time heading angle, the degree of matching between each piece of vehicle information of a first vehicle and each piece of vehicle information of a second vehicle can be determined one by one. For a first vehicle, if there is no second vehicle that matches all of the vehicle information of the first vehicle, the first vehicle can be determined as the second designated vehicle.

[0283] As an example, when the vehicle information includes a license plate number, the second designated vehicle in the first vehicle can also be determined by matching the license plate number to further improve the accuracy of the match. That is, in a possible implementation of the embodiment of the present application, the above step 306 may include:

[0284] If the license plate number of the first vehicle does not match the license plate number of each second vehicle, the first vehicle is determined to be the second designated vehicle.

[0285] Step 307 : Determine whether there is a collision risk between the target vehicle and the second designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the second designated vehicle.

[0286] In an embodiment of the present application, taking the V2X system as an example, since the connected vehicles in the V2X system cannot directly obtain the vehicle information of non-connected vehicles, the target vehicle (connected vehicle) cannot directly determine whether it has a collision risk with each second designated vehicle (non-connected vehicle) on the same road level. Therefore, the roadside communication terminal can determine whether there is a collision risk between the target vehicle and the second designated vehicle through the vehicle information of the second designated vehicle detected by the target roadside detection module and the vehicle information of the target vehicle obtained from the V2X message set, so as to further improve the driving safety of the vehicle.

[0287] Therefore, in an embodiment of the present application, after determining the target vehicle and the second designated vehicle, the distance between the target vehicle and each second designated vehicle, the predicted driving trajectory, etc. can be determined based on the vehicle information of the target vehicle and the second designated vehicle to determine whether the target vehicle and the second designated vehicle meet the collision risk warning conditions. If it is determined that the target vehicle and the second designated vehicle meet the collision risk warning conditions, it can be determined that there is a possible collision risk between the target vehicle and the second designated vehicle; if it is determined that the target vehicle and the second designated vehicle do not meet the collision risk warning conditions, it can be determined that there is no collision risk between the target vehicle and the second designated vehicle.

[0288] As an example, when the vehicle information includes the real-time latitude and longitude of the vehicle, the distance between the target vehicle and the second designated vehicle can be determined based on the real-time latitude and longitude of the target vehicle and the second designated vehicle, and when the distance between the target vehicle and the second designated vehicle is less than a distance threshold, it can be determined that the target vehicle and the second designated vehicle meet the conditions for collision risk warning, thereby determining that there is a collision risk between the target vehicle and the second designated vehicle; conversely, when the distance between the target vehicle and the second designated vehicle is greater than the distance threshold, it can be determined that the target vehicle and the second designated vehicle do not meet the conditions for collision risk warning, thereby determining that there is no collision risk between the target vehicle and the second designated vehicle.

[0289] As an example, the roadside communication terminal can also first determine the lanes in which the target vehicle and the second designated vehicle are currently located based on the real-time latitude and longitude in the vehicle information of the target vehicle and the second designated vehicle, and a pre-built high-precision map, and when it is determined that the target vehicle and the second designated vehicle are currently in the same lane, the distance between the target vehicle and the second designated vehicle is determined, and then when the distance between the target vehicle and the second designated vehicle is less than the distance threshold, it is determined that there is a collision risk between the target vehicle and the second designated vehicle. In this way, the second designated vehicles participating in the target vehicle risk warning are preliminarily screened by the lanes in which the target vehicle and the second designated vehicle are currently located, so that when a collision risk warning is issued for the target vehicle and a non-networked vehicle, it is not necessary to calculate all the second designated vehicles on the road where the target vehicle is currently located. It is only necessary to calculate the distance between the second designated vehicle in the same lane as the target vehicle and the target vehicle, thereby reducing the calculation complexity of the risk warning and improving the efficiency of the risk warning between the networked vehicle and the non-networked vehicle.

[0290] It should be noted that the specific method for determining whether there is a collision risk between the target vehicle and the second designated vehicle can be the same as the method for determining whether there is a dangerous false warning between the target vehicle and the first designated vehicle in the above-mentioned embodiment. For example, the straight-line distance between the target vehicle and the second designated vehicle can be first determined, and the risk areas corresponding to the target vehicle and the second designated vehicle can be constructed. If the straight-line distance between the target vehicle and the second designated vehicle is less than or equal to a preset distance and the risk areas corresponding to the target vehicle and the second designated vehicle overlap, it is determined that there is a collision risk between the target vehicle and the second designated vehicle; otherwise, it is determined that there is no collision risk between the target vehicle and the second designated vehicle. The specific implementation process and principles can be referred to the detailed description of the above-mentioned embodiment and will not be repeated here.

[0291] Step 308: When there is a collision risk between the target vehicle and the second designated vehicle, a collision risk warning message is sent to the target vehicle.

[0292] In an embodiment of the present application, when it is determined that there is a risk of collision between the target vehicle and the second designated vehicle, a collision risk warning prompt information can be sent to the target vehicle, so that the target vehicle can promptly avoid the corresponding second designated vehicle according to the collision risk warning prompt information, thereby further improving the vehicle's driving safety.

[0293] It should be noted that when there are multiple target vehicles and multiple second designated vehicles, it is possible to determine one by one whether there is a collision risk between each target vehicle and each second designated vehicle, and when there is a collision risk between the target vehicle and any second designated vehicle, a collision risk warning prompt message is sent to the target vehicle.

[0294] The false warning detection method for a multi-layer road scene provided in an embodiment of the present application compares the vehicle information of each first vehicle obtained by the target roadside detection module corresponding to the target road with the vehicle information of the second vehicle (networked vehicle) broadcast by the on-board communication terminal of each second vehicle, and determines the target vehicle included in the second vehicle that is on the same road level as the target roadside detection module, the first designated vehicle that is not on the same road level as the target roadside detection module, and the second designated vehicle (non-networked vehicle) that is on the same road level as the target vehicle and the target roadside detection module, and judges whether there is a dangerous false warning between the target vehicle and the first designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle, and then sends a false warning prompt message to the target vehicle and the first designated vehicle when there is a dangerous false warning between the target vehicle and the first designated vehicle; and judges whether there is a collision risk between the target vehicle and the second designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the second designated vehicle, and then sends a collision risk warning prompt message to the target vehicle when there is a collision risk between the target vehicle and the second designated vehicle. Therefore, by matching the vehicle information detected by the roadside detection module with the vehicle information broadcast by the vehicle, it is determined whether the vehicles are on the same road level, and when a false warning occurs for a vehicle that is not on the same road level, a false warning prompt is sent to the corresponding vehicle, thereby avoiding frequent false warnings of vehicles in multi-layer road scenarios and improving the practicality and reliability of the vehicle wireless communication system; and, through the vehicle information of the non-connected vehicle detected by the roadside detection module and the vehicle information of the connected vehicle on the same road level, it is determined whether there is a collision risk between the connected vehicle and the non-connected vehicle on the same road level, and when there is a collision risk between the connected vehicle and the non-connected vehicle on the same road level, a collision risk warning prompt information is sent to the corresponding connected vehicle, so that the connected vehicle can avoid it in time, thereby further improving the driving safety of the vehicle and further improving the user experience.

[0295] In a possible implementation form of the present application, each roadside communication terminal arranged in the road can also broadcast the detection information (including vehicle information of non-networked vehicles) obtained from the corresponding roadside detection module, so that other roadside communication terminals and networked vehicles within a certain range can obtain the detection information. Therefore, networked vehicles can also obtain vehicle information of non-networked vehicles in other plane roads, thereby performing risk warnings for networked vehicles and non-networked vehicles. However, due to the lack of elevation data, networked vehicles cannot determine whether they and non-networked vehicles are on the same road level, resulting in false warnings of networked vehicles and non-networked vehicles in other plane roads. Therefore, in an embodiment of the present application, the roadside communication terminal can determine whether there is a dangerous false warning between the networked vehicle on the same road level as itself and the non-networked vehicles on other plane roads based on the vehicle information of non-networked vehicles obtained from other roadside communication terminals and the vehicle information of the networked vehicle on the road level where it is located, so as to further improve the accuracy and practicality of dangerous false warning detection.

[0296] The following combination Figure 10 , further explains the false warning detection method for multi-layer road scenes provided in the embodiment of the present application.

[0297] Figure 10 A flow chart of another false alarm detection method for a multi-layer road scene provided in an embodiment of the present application is shown.

[0298] like Figure 10 As shown, the false warning detection method for the multi-layer road scene includes the following steps:

[0299] Step 401: Obtain first road reference information obtained by a target roadside detection module corresponding to a target road, wherein the target road includes a multi-layer road surface, and the first road reference information includes vehicle information of each first vehicle detected by the target roadside detection module.

[0300] Step 402: Acquire a message set broadcast by the vehicle-mounted communication terminal of each second vehicle, wherein the message set includes vehicle information of the second vehicle.

[0301] Step 403 : Determine the target vehicle and the first designated vehicle included in the second vehicles based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle.

[0302] The target vehicle refers to a vehicle that is on the same road level as the target roadside detection module, and the first designated vehicle refers to a vehicle that is not on the same road level as the target roadside detection module.

[0303] Step 404 : Based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle, it is determined whether there is a false warning of danger between the target vehicle and the first designated vehicle.

[0304] Step 405 : When a false warning of danger occurs between the target vehicle and the first designated vehicle, a false warning prompt message is sent to the target vehicle and the first designated vehicle.

[0305] The specific implementation methods and principles of the above steps 401-405 can be referred to the detailed description of the above embodiment and will not be repeated here.

[0306] Step 406: Obtain second road reference information sent by the reference roadside communication terminal, wherein the reference roadside communication terminal and the target roadside detection module are not at the same road level, and the second road reference information includes vehicle information of a third vehicle detected by the reference roadside detection module corresponding to the reference roadside communication terminal.

[0307] Among them, the reference roadside communication terminal may refer to a roadside communication terminal that is not at the same road level as the target roadside detection module, that is, the reference roadside communication terminal and the roadside communication terminal corresponding to the target roadside detection module are not at the same road level, and the roadside communication terminal corresponding to the target roadside detection module is within the receiving range of the broadcast data of the reference roadside communication terminal.

[0308] The second road reference information may refer to monitoring data obtained by monitoring a road section within a monitoring range of a roadside detection module corresponding to a reference roadside communication terminal.

[0309] In an embodiment of the present application, a roadside communication terminal arranged in a road can broadcast the road reference information obtained from the corresponding roadside detection module, so that the roadside communication terminal and the connected vehicle within the broadcast range can obtain the road reference information. Since the connected vehicle may not be able to distinguish the road level where each roadside communication terminal is located, and there may be missing elevation data in the vehicle information in the road reference information, the connected vehicle cannot know whether the vehicle information obtained from the roadside communication terminal is the vehicle information on the same road level as itself, so the connected vehicle will indiscriminately perform danger warning calculations based on all the vehicle information obtained, resulting in the connected vehicle and the non-connected vehicles in other road levels also having danger false warnings. Therefore, in an embodiment of the present application, the roadside communication terminal can determine the non-connected vehicles in other road levels based on the second road reference information obtained from the reference roadside communication terminal, and then determine whether there is a danger false warning between the non-connected vehicles in other plane roads and the target vehicle.

[0310] Step 407 : Determine the third designated vehicles included in the third vehicles based on the matching degree between the vehicle information of each third vehicle and the vehicle information of each first designated vehicle.

[0311] The third designated vehicle may refer to a vehicle that is not on the same road level as the target roadside detection module and does not have a wireless communication function.

[0312] In an embodiment of the present application, since the third vehicles are all vehicles detected by the reference roadside detection module on other plane roads, that is, the third vehicles include connected vehicles and non-connected vehicles that are not on the same road level as the target roadside detection module, and the first designated vehicle is a connected vehicle that is not on the same road level as the target roadside detection module, therefore, the third designated vehicle other than the first designated vehicle in the third vehicle can be determined based on the matching degree between the third vehicle and each first designated vehicle, so as to avoid repeated judgment of dangerous false warning situations between the target vehicle and the first designated vehicle.

[0313] Furthermore, a third vehicle whose vehicle information does not match the first designated vehicle may be determined as the third designated vehicle. That is, in a possible implementation of the embodiment of the present application, the above step 407 may include:

[0314] If the vehicle information of the third vehicle does not match the vehicle information of each first designated vehicle, the third vehicle is determined to be the third designated vehicle.

[0315] In the embodiment of the present application, taking the V2X system as an example, since the roadside communication terminal corresponding to the target roadside detection module has obtained the vehicle information of the networked vehicles in each layer of roads through the V2X message set broadcast by the vehicles in each layer of roads, the third vehicle can be screened according to the vehicle information of the networked vehicles in other layers of roads (i.e., the first designated vehicle) to determine the non-networked vehicles included in other layers of roads, i.e., the third designated vehicle. In other words, the vehicle included in the third vehicle and not included in the first designated vehicle is the third designated vehicle. Therefore, if the vehicle information of a third vehicle does not match the vehicle information of each first designated vehicle, the third vehicle can be determined as the third designated vehicle.

[0316] As an example, when the vehicle information includes information such as license plate number, vehicle type, vehicle size, real-time latitude and longitude, real-time speed, and real-time heading angle, the degree of matching between each piece of vehicle information of the third vehicle and each piece of vehicle information of the first designated vehicle can be determined one by one. For a third vehicle, if there is no first designated vehicle that matches all of the third vehicle's vehicle information, the third vehicle can be determined as the third designated vehicle.

[0317] As an example, when the vehicle information includes a license plate number, the third designated vehicle in the third vehicle can also be determined by matching the license plate number to further improve the accuracy of the matching. That is, in a possible implementation of the embodiment of the present application, the above step 407 may include:

[0318] If the license plate number of the third vehicle does not match the license plate number of each of the first designated vehicles, the third vehicle is determined to be the third designated vehicle.

[0319] Step 408 : Based on the vehicle information of the target vehicle and the vehicle information of the third designated vehicle, it is determined whether there is a false warning of danger between the target vehicle and the third designated vehicle.

[0320] In an embodiment of the present application, after the target vehicle and the third designated vehicle are determined, the distance between the target vehicle and each of the third designated vehicles, the predicted driving trajectory, etc. can be determined based on the vehicle information of the target vehicle and the third designated vehicle to determine whether the target vehicle and the third designated vehicle meet the conditions for a danger warning. Since the target vehicle and the third designated vehicle are on different road surfaces, there is no danger of collision between the two vehicles. Therefore, if it is determined that the target vehicle and the third designated vehicle meet the conditions for a danger warning, it can be determined that a false danger warning has occurred between the target vehicle and the third designated vehicle; if it is determined that the target vehicle and the third designated vehicle do not meet the conditions for a danger warning, it can be determined that no false danger warning has occurred between the target vehicle and the third designated vehicle.

[0321] As an example, when the vehicle information includes the real-time latitude and longitude of the vehicle, the distance between the target vehicle and the third designated vehicle can be determined based on the real-time latitude and longitude of the target vehicle and the third designated vehicle, and when the distance between the target vehicle and the third designated vehicle is less than a distance threshold, it can be determined that the target vehicle and the third designated vehicle meet the conditions for danger warning, thereby determining that there is a danger false warning between the target vehicle and the third designated vehicle; conversely, when the distance between the target vehicle and the third designated vehicle is greater than the distance threshold, it can be determined that the target vehicle and the third designated vehicle do not meet the conditions for danger warning, thereby determining that there is no danger false warning between the target vehicle and the third designated vehicle.

[0322] It should be noted that the specific method for determining whether there is a dangerous false warning between the target vehicle and the third designated vehicle can be the same as the method for determining whether there is a dangerous false warning between the target vehicle and the first designated vehicle in the above embodiment. For example, the straight-line distance between the target vehicle and the third designated vehicle can be first determined, and the risk areas corresponding to the target vehicle and the third designated vehicle can be constructed. When the straight-line distance between the target vehicle and the third designated vehicle is less than or equal to the preset distance, and the risk areas corresponding to the target vehicle and the third designated vehicle overlap, it is determined that there is a dangerous false warning between the target vehicle and the third designated vehicle; otherwise, it is determined that there is no dangerous false warning between the target vehicle and the third designated vehicle. The specific implementation process and principle can be referred to the detailed description of the above embodiment and will not be repeated here.

[0323] Step 409 : When a false warning of danger occurs between the target vehicle and the third designated vehicle, a false warning prompt message is sent to the target vehicle.

[0324] In an embodiment of the present application, when it is determined that a dangerous false warning occurs between the target vehicle and the third designated vehicle, a false warning prompt message can be sent to the target vehicle, so that the target vehicle does not need to issue a dangerous warning when it determines that the two vehicles may have a risk of collision, thereby avoiding frequent dangerous false warnings of the vehicle and further improving the accuracy and practicality of dangerous false warnings.

[0325] It should be noted that when there are multiple target vehicles and multiple third designated vehicles, it is possible to determine one by one whether there is a dangerous false warning between each target vehicle and each third designated vehicle, and when there is a dangerous false warning between the target vehicle and any third designated vehicle, a false warning prompt message is sent to the target vehicle.

[0326] The false warning detection method for a multi-layer road scene provided in an embodiment of the present application compares the vehicle information of each first vehicle obtained by the target roadside detection module corresponding to the target road with the vehicle information of the second vehicle (networked vehicle) broadcast by the on-board communication terminal of each second vehicle, to determine the target vehicle (networked vehicle) included in the second vehicle that is on the same road level as the target roadside detection module, and the first designated vehicle (networked vehicle) that is not on the same road level as the target roadside detection module, and compares the vehicle information of the third vehicle obtained from other reference roadside communication terminals with the status information of the first designated vehicle to determine the third designated vehicle (non-networked vehicle) that is not on the same road level as the target roadside detection module, and judges whether there is a dangerous false warning between the target vehicle and the first designated vehicle and the third designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle and the third designated vehicle, and then sends a false warning prompt message to the target vehicle and the first designated vehicle when there is a dangerous false warning between the target vehicle and the first designated vehicle or the third designated vehicle. Therefore, by matching the vehicle information detected by the roadside detection module with the vehicle information broadcast by the vehicle, it is determined whether the vehicles are on the same road level, and when a false warning occurs for a vehicle that is not on the same road level, a false warning prompt is sent to the corresponding vehicle. This not only avoids frequent false warnings between connected vehicles, but also avoids frequent false warnings between connected vehicles and non-connected vehicles, thereby further improving the practicality and reliability of the vehicle wireless communication system and further improving the user experience.

[0327] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0328] Corresponding to the false warning detection method for multi-layer road scenes described in the above embodiment, Figure 11 A structural block diagram of a false alarm detection device for a multi-layer road scene provided in an embodiment of the present application is shown. For ease of explanation, only the parts related to the embodiment of the present application are shown.

[0329] Reference Figure 11 The device 50 is applied to a roadside communication terminal of a vehicle wireless communication system. The vehicle wireless communication system includes a roadside detection module, a roadside communication terminal and an on-board communication terminal. The device 50 includes:

[0330] A first acquisition module 51 is configured to acquire first road reference information corresponding to a target road acquired by a target roadside detection module, wherein the target road includes a multi-layer road surface, and the first road reference information includes vehicle information of each first vehicle detected by the target roadside detection module;

[0331] A second acquisition module 52 is configured to acquire a message set broadcasted by the vehicle-mounted communication terminal of each second vehicle, wherein the message set includes vehicle information of the second vehicle;

[0332] A first determining module 53 is configured to determine a target vehicle and a first designated vehicle included in the second vehicles based on a degree of matching between the vehicle information of each first vehicle and the vehicle information of each second vehicle, wherein the target vehicle refers to a vehicle located on the same road level as the target roadside detection module, and the first designated vehicle refers to a vehicle not located on the same road level as the target roadside detection module;

[0333] The first judgment module 54 is used to judge whether there is a dangerous false warning situation between the target vehicle and the first designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle;

[0334] The first sending module 55 is configured to send false warning prompt information to the target vehicle and the first designated vehicle when a false warning of danger occurs between the target vehicle and the first designated vehicle.

[0335] In actual use, the false warning detection device for multi-layer road scenes provided in the embodiment of the present application can be configured in any terminal device to execute the aforementioned false warning detection method for multi-layer road scenes.

[0336] The false alarm detection device for multi-layer road scenes provided by the embodiment of the present application compares the vehicle information of each first vehicle obtained by the target roadside detection module corresponding to the target road with the vehicle information of the second vehicle broadcast by the vehicle-mounted communication terminal of each second vehicle, determines the target vehicle included in the second vehicle that is in the same road level as the target roadside detection module, and the first designated vehicle that is not in the same road level as the target roadside detection module, and judges whether the target vehicle and the first designated vehicle have a dangerous false alarm based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle, and then sends a false alarm prompt message to the target vehicle and the first designated vehicle when a dangerous false alarm occurs. Thus, by matching the vehicle information detected by the roadside detection module with the vehicle information broadcast by the vehicle to determine whether the vehicle is in the same road level, and when a false alarm occurs for a vehicle that is not in the same road level, a false alarm prompt is sent to the corresponding vehicle, thereby avoiding frequent false alarms of vehicles in multi-layer road scenes, improving the practicality and reliability of the vehicle wireless communication system, and improving the user experience.

[0337] In a possible implementation of the present application, the vehicle information includes real-time latitude and longitude, real-time heading angle, and vehicle size. The first determination module 54 includes:

[0338] a first determining unit, configured to determine a straight-line distance between the target vehicle and the first designated vehicle based on the real-time longitude and latitude of the target vehicle and the real-time longitude and latitude of the first designated vehicle;

[0339] a second determining unit, configured to determine a first risk area corresponding to the target vehicle and a second risk area corresponding to the first designated vehicle based on the real-time latitude and longitude, real-time heading angle, and vehicle size of the target vehicle, the real-time latitude and longitude, real-time heading angle, and vehicle size of the first designated vehicle, and the first collision warning distance;

[0340] a third determining unit, configured to determine that a false warning of danger has occurred between the target vehicle and the first designated vehicle if the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to a preset distance and the first risk area and the second risk area have an overlapping area;

[0341] The fourth determination unit is used to determine that there is no false danger warning between the target vehicle and the first designated vehicle if the straight-line distance between the target vehicle and the first designated vehicle is greater than a preset distance, or there is no overlapping area between the first risk area and the second risk area.

[0342] Furthermore, in another possible implementation of the present application, the first determination module 54 further includes:

[0343] The fifth determining unit is configured to determine a preset distance according to the vehicle size of the target vehicle, the vehicle size of the first designated vehicle, and the second collision warning distance.

[0344] Furthermore, in another possible implementation of the present application, the vehicle size includes vehicle length and vehicle width, and the first collision warning distance includes a front-to-rear collision warning distance and a left-to-right collision warning distance; accordingly, the second determining unit is configured to:

[0345] Determine a first center of a first risk area based on the real-time latitude and longitude of the target vehicle;

[0346] Determining a first length of the first risk area according to the vehicle length and the front and rear collision warning distances of the target vehicle;

[0347] Determining a first width of the first risk area based on the vehicle width of the target vehicle and the left and right collision warning distances;

[0348] Construct the first risk area by taking the first center as the center of the first risk area, the direction corresponding to the real-time heading angle of the target vehicle as the length direction of the first risk area, and the direction perpendicular to the real-time heading angle of the target vehicle as the width direction of the first risk area;

[0349] determining a second center of a second risk area based on the real-time latitude and longitude of the first designated vehicle;

[0350] determining a second length of the second risk area based on the vehicle length and the front and rear collision warning distances of the first designated vehicle;

[0351] determining a second width of the second risk area based on the vehicle width and the left and right collision warning distances of the first designated vehicle;

[0352] The second risk area is constructed with the second center as the center of the second risk area, the direction corresponding to the real-time heading angle of the first designated vehicle as the length direction of the second risk area, and the direction perpendicular to the real-time heading angle of the first designated vehicle as the width direction of the second risk area.

[0353] Furthermore, in another possible implementation of the present application, the first determination module 54 further includes:

[0354] A judgment unit is used to judge whether there is an overlapping area between the first risk area and the second risk area based on the coordinate values of each first vertex of the first risk area in a preset coordinate system and the coordinate values of each second vertex of the second risk area in the preset coordinate system, wherein the preset coordinate system is established with the center point of the target vehicle as the origin, the direction corresponding to the real-time heading angle of the target vehicle as the direction of the first coordinate axis, and the direction perpendicular to the real-time heading angle of the target vehicle as the direction of the second coordinate axis.

[0355] Furthermore, in another possible implementation form of the present application, the judgment unit is configured to:

[0356] When the included angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is within a preset angle range, determining the coordinate value of the first center point of the first risk area according to the coordinate values of each first vertex;

[0357] Determining the coordinate value of the second center point of the second risk area according to the coordinate values of each second vertex;

[0358] Determining a distance between the centers of gravity of the first risk area and the second risk area based on the coordinate values of the first center point and the coordinate values of the second center point;

[0359] It is determined whether there is an overlapping area between the first risk area and the second risk area according to the center-of-gravity distance and the first length, the first width, the second length, and the second width.

[0360] Furthermore, in another possible implementation form of the present application, the judgment unit is configured to:

[0361] When the included angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is not within a preset angle range, determining, based on the coordinate values of each first vertex and the coordinate values of each second vertex, whether the first risk area includes the second risk area, or whether the second risk area includes the first risk area;

[0362] When the first risk area does not include the second risk area, and the second risk area does not include the first risk area, whether the first risk area intersects the second risk area is determined based on the coordinate values of each first vertex and the coordinate values of each second vertex.

[0363] Furthermore, in another possible implementation form of the present application, the coordinate values include a first coordinate value corresponding to the first coordinate axis and a second coordinate value corresponding to the second coordinate axis, and the judgment unit is further configured to:

[0364] Determine, according to the coordinate values of each first vertex, a minimum first coordinate value, a maximum first coordinate value, a minimum second coordinate value, and a maximum second coordinate value of the first risk area;

[0365] Determining the minimum first coordinate value, the maximum first coordinate value, the minimum second coordinate value, and the maximum second coordinate value of the second risk area according to the coordinate values of each second vertex;

[0366] Based on the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the first risk area, and the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the second risk area, determine whether the first risk area contains the second risk area, or whether the second risk area contains the first risk area.

[0367] Furthermore, in another possible implementation form of the present application, the above-mentioned judgment unit is further configured to:

[0368] Determining a relative positional relationship between the first risk area and the second risk area in a preset coordinate system according to the coordinate values of each first vertex and the coordinate values of each second vertex;

[0369] According to the relative position relationship, selecting a first adjacent boundary close to the second risk area from the boundary of the first risk area, and selecting a second adjacent boundary close to the first risk area from the boundary of the second risk area;

[0370] Whether the first risk area and the second risk area intersect is determined based on the positional relationship between the first adjacent boundary and the second adjacent boundary.

[0371] Furthermore, in another possible implementation form of the present application, the first determining module 53 includes:

[0372] a sixth determining unit, configured to determine the second vehicle as a target vehicle if the vehicle information of the second vehicle matches the vehicle information of any of the first vehicles;

[0373] and a seventh determining unit configured to determine the second vehicle as the first designated vehicle if the vehicle information of the second vehicle does not match the vehicle information of each first vehicle.

[0374] Furthermore, in another possible implementation form of the present application, the vehicle information includes a license plate number; accordingly, the first determining module 53 includes:

[0375] an eighth determining unit, configured to determine the second vehicle as a target vehicle if the license plate number of the second vehicle matches the license plate number of any of the first vehicles;

[0376] A ninth determining unit is configured to determine the second vehicle as the first designated vehicle if the license plate number of the second vehicle does not match the license plate number of each of the first vehicles.

[0377] Furthermore, in another possible implementation form of the present application, the apparatus 50 further includes:

[0378] a second determining module, configured to determine a second designated vehicle included in the first vehicles based on a degree of matching between the vehicle information of each first vehicle and the vehicle information of each second vehicle, wherein the second designated vehicle is a vehicle that does not exist in the second vehicles and does not have a wireless communication function;

[0379] a second judgment module, configured to judge whether there is a collision risk between the target vehicle and the second designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the second designated vehicle;

[0380] The second sending module is used to send collision risk warning information to the target vehicle when there is a collision risk between the target vehicle and the second designated vehicle.

[0381] Furthermore, in another possible implementation form of the present application, the second determining module includes:

[0382] A tenth determining unit is configured to determine the first vehicle as the second designated vehicle if the vehicle information of the first vehicle does not match the vehicle information of each second vehicle.

[0383] Furthermore, in another possible implementation of the present application, the vehicle information includes a license plate number; accordingly, the second determining module includes:

[0384] The eleventh determining unit is configured to determine the first vehicle as the second designated vehicle if the license plate number of the first vehicle does not match the license plate number of each second vehicle.

[0385] Furthermore, in another possible implementation form of the present application, the apparatus 50 further includes:

[0386] a third acquisition module, configured to acquire second road reference information sent by a reference roadside communication terminal, wherein the reference roadside communication terminal and the target roadside detection module are not located at the same road level, and the second road reference information includes vehicle information of a third vehicle detected by the reference roadside detection module corresponding to the reference roadside communication terminal;

[0387] a third determining module, configured to determine a third designated vehicle included in the third vehicles based on a degree of matching between the vehicle information of each third vehicle and the vehicle information of each first designated vehicle, wherein the third designated vehicle refers to a vehicle that is not located at the same road level as the target roadside detection module and does not have a wireless communication function;

[0388] A third judgment module is used to judge whether there is a dangerous false warning situation between the target vehicle and the third designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the third designated vehicle;

[0389] The third sending module is used to send false warning prompt information to the target vehicle when a dangerous false warning occurs between the target vehicle and the third designated vehicle.

[0390] Furthermore, in another possible implementation form of the present application, the third determining module includes:

[0391] The twelfth determining unit is configured to determine the third vehicle as a third designated vehicle if the vehicle information of the third vehicle does not match the vehicle information of each first designated vehicle.

[0392] Furthermore, in another possible implementation form of the present application, the vehicle information includes a license plate number; accordingly, the third determination module includes:

[0393] The thirteenth determining unit is configured to determine the third vehicle as a third designated vehicle if the license plate number of the third vehicle does not match the license plate number of each first designated vehicle.

[0394] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiment of this application. Their specific functions and technical effects can be found in the method embodiment section and will not be repeated here.

[0395] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0396] In order to implement the above embodiments, the present application also proposes a terminal device.

[0397] Figure 12 This is a schematic diagram of the structure of a terminal device according to an embodiment of the present application.

[0398] like Figure 12 As shown, the terminal device 200 includes:

[0399] A memory 210 and at least one processor 220, a bus 230 connecting different components (including the memory 210 and the processor 220), the memory 210 stores a computer program, and when the processor 220 executes the program, the false warning detection method for the multi-layer road scene described in the embodiment of the present application is implemented.

[0400] Bus 230 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus architectures. Examples of these architectures include, but are not limited to, an Industry Standard Architecture (ISA) bus, a Micro Channel Architecture (MAC) bus, an Enhanced ISA bus, a Video Electronics Standards Association (VESA) local bus, and a Peripheral Component Interconnect (PCI) bus.

[0401] The terminal device 200 typically includes a variety of electronic device readable media. These media can be any available media that can be accessed by the terminal device 200, including volatile and non-volatile media, removable and non-removable media.

[0402] The memory 210 may also include computer system readable media in the form of volatile memory, such as random access memory (RAM) 240 and / or cache memory 250. The terminal device 200 may further include other removable / non-removable, volatile / non-volatile computer system storage media. By way of example only, the storage system 260 may be used to read and write non-removable, non-volatile magnetic media ( Figure 12 Not shown, often called a "hard drive"). Although Figure 12 Not shown, a disk drive for reading and writing to a removable non-volatile disk (e.g., a "floppy disk"), and an optical drive for reading and writing to a removable non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 230 via one or more data medium interfaces. Memory 210 may include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of various embodiments of the present application.

[0403] A program / utility 280 having a set (at least one) of program modules 270 may be stored, for example, in memory 210. Such program modules 270 include, but are not limited to, an operating system, one or more application programs, other program modules, and program data, each of which, or some combination thereof, may include an implementation of a network environment. Program modules 270 generally implement the functions and / or methods of the embodiments described herein.

[0404] The terminal device 200 can also communicate with one or more external devices 290 (e.g., a keyboard, a pointing device, a display 291, etc.), can also communicate with one or more devices that enable a user to interact with the terminal device 200, and / or can communicate with any device that enables the terminal device 200 to communicate with one or more other computing devices (e.g., a network card, a modem, etc.). Such communication can be performed via an input / output (I / O) interface 292. Furthermore, the terminal device 200 can also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 293. As shown, the network adapter 293 communicates with other modules of the terminal device 200 via a bus 230. It should be understood that, although not shown in the figure, other hardware and / or software modules can be used in conjunction with the terminal device 200, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0405] The processor 220 executes various functional applications and data processing by running programs stored in the memory 210 .

[0406] It should be noted that the implementation process and technical principles of the terminal device of this embodiment can be found in the aforementioned explanation of the false warning detection method for the multi-layer road scene of the embodiment of the present application, and will not be repeated here.

[0407] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned various method embodiments can be implemented.

[0408] An embodiment of the present application provides a computer program product. When the computer program product is run on a terminal device, the terminal device can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0409] If the integrated unit is implemented as a software functional unit and sold or used as a standalone product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the process in the above-mentioned method embodiment by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When executed by a processor, the computer program can implement the steps of each of the above-mentioned method embodiments. The computer program includes computer program code, which can be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium can at least include: any entity or device capable of carrying computer program code to a camera / terminal device, a recording medium, computer memory, read-only memory (ROM), random access memory (RAM), an electric carrier signal, a telecommunications signal, and a software distribution medium. Examples include a USB flash drive, a mobile hard drive, a magnetic disk, or an optical disk. In some jurisdictions, based on legislation and patent practice, computer-readable media cannot be electric carrier signals or telecommunications signals.

[0410] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0411] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0412] In the embodiments provided in this application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are merely illustrative. For example, the division of the modules or units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0413] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0414] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A false alarm detection method for multi-layer road scenes, characterized in that: A roadside communication terminal is applied to a vehicle wireless communication system, wherein the vehicle wireless communication system includes a roadside detection module, a roadside communication terminal, and an on-board communication terminal. The method includes: Obtaining first road reference information obtained by a target roadside detection module corresponding to a target road, wherein the target road includes a multi-layer road surface, and the first road reference information includes vehicle information of each first vehicle detected by the target roadside detection module; Acquire a message set broadcasted by the in-vehicle communication terminal of each second vehicle, wherein the message set includes vehicle information of the second vehicle; Determining, based on a degree of match between the vehicle information of each of the first vehicles and the vehicle information of each of the second vehicles, a target vehicle and a first designated vehicle included in the second vehicles, wherein the target vehicle refers to a vehicle located on the same road level as the target roadside detection module, and the first designated vehicle refers to a vehicle not located on the same road level as the target roadside detection module; Determining whether a false warning of danger occurs between the target vehicle and the first designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle; When a dangerous false warning occurs between the target vehicle and the first designated vehicle, false warning prompt information is sent to the target vehicle and the first designated vehicle.

2. The method according to claim 1, wherein The vehicle information includes real-time latitude and longitude, real-time heading angle, and vehicle size. The determining, based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle, whether a false warning of danger occurs between the target vehicle and the first designated vehicle includes: Determining a straight-line distance between the target vehicle and the first designated vehicle based on the real-time longitude and latitude of the target vehicle and the real-time longitude and latitude of the first designated vehicle; Determine a first risk area corresponding to the target vehicle and a second risk area corresponding to the first designated vehicle based on the real-time latitude and longitude, real-time heading angle, and vehicle size of the target vehicle, the real-time latitude and longitude, real-time heading angle, and vehicle size of the first designated vehicle, and a first collision warning distance; If the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to a preset distance, and the first risk area and the second risk area overlap, it is determined that a false warning of danger has occurred between the target vehicle and the first designated vehicle; If the straight-line distance between the target vehicle and the first designated vehicle is greater than a preset distance, or there is no overlapping area between the first risk area and the second risk area, it is determined that there is no false danger warning between the target vehicle and the first designated vehicle.

3. The method according to claim 2, wherein If the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to a preset distance, and the first risk area and the second risk area have an overlapping area, before determining that a false warning of danger has occurred between the target vehicle and the first designated vehicle, the method further includes: The preset distance is determined according to the vehicle size of the target vehicle, the vehicle size of the first designated vehicle, and a second collision warning distance.

4. The method according to claim 2, wherein The vehicle size includes vehicle length and vehicle width, the first collision warning distance includes a front-to-rear collision warning distance and a left-to-right collision warning distance, and determining a first risk area corresponding to the target vehicle and a second risk area corresponding to the first designated vehicle based on the real-time latitude and longitude, real-time heading angle, and vehicle size of the target vehicle, the real-time latitude and longitude, real-time heading angle, and vehicle size of the first designated vehicle, and the first collision warning distance, includes: Determining a first center of the first risk area according to the real-time latitude and longitude of the target vehicle; determining a first length of the first risk area according to the vehicle length of the target vehicle and the front-rear collision warning distance; determining a first width of the first risk area according to the vehicle width of the target vehicle and the left-right collision warning distance; Constructing the first risk area by taking the first center as the center of the first risk area, the direction corresponding to the real-time heading angle of the target vehicle as the length direction of the first risk area, and the direction perpendicular to the real-time heading angle of the target vehicle as the width direction of the first risk area; determining a second center of the second risk area according to the real-time latitude and longitude of the first designated vehicle; determining a second length of the second risk area according to the vehicle length of the first designated vehicle and the front-rear collision warning distance; determining a second width of the second risk area according to the vehicle width of the first designated vehicle and the left-right collision warning distance; The second risk area is constructed with the second center as the center of the second risk area, the direction corresponding to the real-time heading angle of the first designated vehicle as the length direction of the second risk area, and the direction perpendicular to the real-time heading angle of the first designated vehicle as the width direction of the second risk area.

5. The method according to claim 4, wherein If the straight-line distance between the target vehicle and the first designated vehicle is less than or equal to a preset distance, and the first risk area and the second risk area have an overlapping area, before determining that a false warning of danger has occurred between the target vehicle and the first designated vehicle, the method further includes: Based on the coordinate values of each first vertex of the first risk area in the preset coordinate system and the coordinate values of each second vertex of the second risk area in the preset coordinate system, it is determined whether there is an overlapping area between the first risk area and the second risk area, wherein the preset coordinate system is established with the center point of the target vehicle as the origin, the direction corresponding to the real-time heading angle of the target vehicle as the direction of the first coordinate axis, and the direction perpendicular to the real-time heading angle of the target vehicle as the direction of the second coordinate axis.

6. The method according to claim 5, wherein The determining, based on the coordinate values of each first vertex of the first risk area in a preset coordinate system and the coordinate values of each second vertex of the second risk area in the preset coordinate system, whether the first risk area and the second risk area have an overlapping area includes: When the included angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is within a preset angle range, determining the coordinate value of the first center point of the first risk area according to the coordinate values of each of the first vertices; determining a coordinate value of a second center point of the second risk area according to the coordinate values of each of the second vertices; Determining a distance between the centers of gravity of the first risk area and the second risk area according to the coordinate values of the first center point and the coordinate values of the second center point; It is determined whether there is an overlapping area between the first risk area and the second risk area according to the center-of-gravity distance and the first length, the first width, the second length, and the second width.

7. The method according to claim 5, wherein The determining, based on the coordinate values of each first vertex of the first risk area in a preset coordinate system and the coordinate values of each second vertex of the second risk area in the preset coordinate system, whether the first risk area and the second risk area have an overlapping area includes: When the included angle between the real-time heading angle of the target vehicle and the real-time heading angle of the first designated vehicle is not within a preset angle range, determining, based on the coordinate values of each of the first vertices and the coordinate values of each of the second vertices, whether the first risk area includes the second risk area, or whether the second risk area includes the first risk area; When the first risk area does not include the second risk area, and the second risk area does not include the first risk area, whether the first risk area intersects with the second risk area is determined based on the coordinate values of each first vertex and the coordinate values of each second vertex.

8. The method according to claim 7, wherein The coordinate values include a first coordinate value corresponding to the first coordinate axis and a second coordinate value corresponding to the second coordinate axis. The determining, based on the coordinate values of each of the first vertices and the coordinate values of each of the second vertices, whether the first risk area includes the second risk area, or whether the second risk area includes the first risk area, includes: Determining a minimum first coordinate value, a maximum first coordinate value, a minimum second coordinate value, and a maximum second coordinate value of the first risk area according to the coordinate values of each of the first vertices; Determining, according to the coordinate values of each of the second vertices, a minimum first coordinate value, a maximum first coordinate value, a minimum second coordinate value, and a maximum second coordinate value of the second risk area; Based on the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the first risk area, and the minimum first coordinate value, maximum first coordinate value, minimum second coordinate value and maximum second coordinate value of the second risk area, determine whether the first risk area contains the second risk area, or whether the second risk area contains the first risk area.

9. The method according to claim 7, wherein The determining, based on the coordinate values of each of the first vertices and the coordinate values of each of the second vertices, whether the first risk area intersects with the second risk area includes: Determining a relative positional relationship between the first risk area and the second risk area in the preset coordinate system according to the coordinate values of each of the first vertices and the coordinate values of each of the second vertices; According to the relative positional relationship, selecting a first adjacent boundary close to the second risk area from the boundary of the first risk area, and selecting a second adjacent boundary close to the first risk area from the boundary of the second risk area; Whether the first risk area and the second risk area intersect is determined based on a positional relationship between the first adjacent boundary and the second adjacent boundary.

10. The method according to any one of claims 1 to 9, characterized in that: The determining, based on the matching degree between the vehicle information of each of the first vehicles and the vehicle information of each of the second vehicles, the target vehicle included in the second vehicles and the first designated vehicle, includes: If the vehicle information of the second vehicle matches the vehicle information of any of the first vehicles, determining the second vehicle as the target vehicle; If the vehicle information of the second vehicle does not match the vehicle information of each of the first vehicles, the second vehicle is determined to be the first designated vehicle.

11. The method according to any one of claims 1 to 9, wherein: The vehicle information includes a license plate number, and determining the target vehicle and the first designated vehicle included in the second vehicles based on a matching degree between the vehicle information of each of the first vehicles and the vehicle information of each of the second vehicles, includes: If the license plate number of the second vehicle matches the license plate number of any of the first vehicles, determining the second vehicle as the target vehicle; If the license plate number of the second vehicle does not match the license plate number of each of the first vehicles, the second vehicle is determined to be the first designated vehicle.

12. The method according to any one of claims 1 to 9, wherein: After determining the target vehicle and the first designated vehicle included in the second vehicles based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle, the method further includes: Determining a second designated vehicle included in the first vehicles based on a degree of matching between the vehicle information of each first vehicle and the vehicle information of each second vehicle, wherein the second designated vehicle is a vehicle that does not exist in the second vehicles and does not have a wireless communication function; determining, based on the vehicle information of the target vehicle and the vehicle information of the second designated vehicle, whether there is a collision risk between the target vehicle and the second designated vehicle; When there is a collision risk between the target vehicle and the second designated vehicle, a collision risk warning prompt message is sent to the target vehicle.

13. The method according to claim 12, wherein: The determining, based on the matching degree between the vehicle information of each of the first vehicles and the vehicle information of each of the second vehicles, the second designated vehicles included in the first vehicles includes: If the vehicle information of the first vehicle does not match the vehicle information of each of the second vehicles, the first vehicle is determined as the second designated vehicle.

14. The method according to claim 12, wherein: The vehicle information includes a license plate number, and determining the second designated vehicle included in the first vehicles based on a matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle includes: If the license plate number of the first vehicle does not match the license plate number of each of the second vehicles, the first vehicle is determined to be the second designated vehicle.

15. The method according to any one of claims 1 to 9, wherein: After determining the target vehicle and the first designated vehicle included in the second vehicles based on the matching degree between the vehicle information of each first vehicle and the vehicle information of each second vehicle, the method further includes: Obtaining second road reference information sent by a reference roadside communication terminal, wherein the reference roadside communication terminal and the target roadside detection module are not located at the same road level, and the second road reference information includes vehicle information of a third vehicle detected by the reference roadside detection module corresponding to the reference roadside communication terminal; Determining a third designated vehicle included in the third vehicles based on a degree of matching between the vehicle information of each of the third vehicles and the vehicle information of each of the first designated vehicles, wherein the third designated vehicle refers to a vehicle that is not located at the same road level as the target roadside detection module and does not have a wireless communication function; Determining whether a false warning of danger occurs between the target vehicle and the third designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the third designated vehicle; When a dangerous false warning occurs between the target vehicle and the third designated vehicle, false warning prompt information is sent to the target vehicle.

16. The method according to claim 15, wherein The determining, based on the degree of matching between the vehicle information of each of the third vehicles and the vehicle information of each of the first designated vehicles, a third designated vehicle included in the third vehicles includes: If the vehicle information of the third vehicle does not match the vehicle information of each of the first designated vehicles, the third vehicle is determined to be the third designated vehicle.

17. The method according to claim 15, wherein The vehicle information includes a license plate number, and determining the third designated vehicle included in the third vehicles based on a degree of matching between the vehicle information of each of the third vehicles and the vehicle information of each of the first designated vehicles includes: If the license plate number of the third vehicle does not match the license plate number of each of the first designated vehicles, the third vehicle is determined to be the third designated vehicle.

18. A false alarm detection device for multi-layer road scenes, characterized in that: A roadside communication terminal for a vehicle wireless communication system, wherein the vehicle wireless communication system includes a roadside detection module, a roadside communication terminal, and an on-board communication terminal. The device includes: a first acquisition module, configured to acquire first road reference information corresponding to a target road, acquired by a target roadside detection module, wherein the target road includes a multi-layer road surface, and the first road reference information includes vehicle information of each first vehicle detected by the target roadside detection module; A second acquisition module is configured to acquire a message set broadcasted by the vehicle-mounted communication terminal of each second vehicle, wherein the message set includes vehicle information of the second vehicle; a first determination module, configured to determine a target vehicle and a first designated vehicle included in the second vehicles based on a degree of match between the vehicle information of each of the first vehicles and the vehicle information of each of the second vehicles, wherein the target vehicle refers to a vehicle located on the same road level as the target roadside detection module, and the first designated vehicle refers to a vehicle not located on the same road level as the target roadside detection module; a first judgment module, configured to judge whether a dangerous false warning occurs between the target vehicle and the first designated vehicle based on the vehicle information of the target vehicle and the vehicle information of the first designated vehicle; The first sending module is used to send false warning prompt information to the target vehicle and the first designated vehicle when a dangerous false warning occurs between the target vehicle and the first designated vehicle.

19. A terminal device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 17 is implemented.

20. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 17 is implemented.

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