Message processing method and device

Abstract

The invention provides a message processing method and equipment, which are used for screening BSM received by an OBU in a vehicle, so that the number of BSM needing to be processed in a vehicle control process can be reduced, occupation of system resources is reduced, and requirements on system performance are lowered. The method comprises the steps that an OBU of a main vehicle judges whether surrounding vehicles run on a main road section where the main vehicle runs and a downstream road section connected with the main road section or not based on received BSM, and if it is judged that the surrounding vehicles do not run on the main road section where the main vehicle runs and the downstream road section connected with the main road section, BSM from the surrounding vehicles can be discarded; and vehicle control based on the BSM is not needed.

Description

Technical Field

[0001] The present application relates to the technical field of Internet of Things, and in particular to a message processing method and device. Background Art

[0002] V2X (vehicle to everything) is a communication technology that connects vehicles to everything; V stands for vehicle, and X stands for any object that interacts with the vehicle. X includes, for example, vehicles, people, roadside infrastructure, and networks. V2X interaction scenarios include, for example, vehicle to vehicle (V2V), vehicle to infrastructure (V2I), etc.

[0003] V2X mainly includes an on-board unit (OBU) installed on the vehicle. For a vehicle equipped with an OBU, it can receive basic safety messages (BSM) sent by surrounding vehicles equipped with OBU; the surrounding vehicles refer to vehicles within a certain radius (such as 300 meters). It can be understood that when there are many surrounding vehicles, the vehicle will receive a large number of BSMs sent by surrounding vehicles every second. In this way, since the vehicle needs to process a large number of BSMs, there is a large processing pressure. Summary of the invention

[0004] The present application provides a message processing method and device to reduce the number of BSMs that a vehicle needs to process and lower the processing requirements for the vehicle's system performance.

[0005] The first aspect provides a message processing method, the execution subject of the method is a first device, and the first device can be installed in a first vehicle. The method includes: receiving a first message from a second device, the second device is installed in a second vehicle, the first message is used to indicate a second road section traveled by the second vehicle; and receiving map information from a third device, the map information includes: P third road sections connected to the first road section, P is a positive integer; wherein the first road section is the road section traveled by the first vehicle; if it is determined that the second road section belongs to the first road section or the P third road sections, based on the first message, the first vehicle is controlled; if it is determined that the second road section does not belong to the first road section and does not belong to the P third road sections, the first message is discarded. Optionally, the first device and the second device can be, for example, OBUs. The first message is, for example, a BSM.

[0006] Through this method, the first device can discard the BSM from the second device included in the second vehicle when it determines that the second vehicle has no road relevance with the first vehicle. Therefore, the first device can filter the BSM from surrounding vehicles, thereby reducing the number of BSMs that need to be processed during vehicle control, reducing the occupation of system resources, and reducing the requirements for system performance; and it can also improve the accuracy of message processing and reduce the probability of false alarms.

[0007] In a possible scenario, determining whether the second road section belongs to the first road section or the P third road sections may be determined by at least the following two implementations:

[0008] Implementation A, the first message includes: the heading angle of the second vehicle, the heading angle is used to reflect the orientation of the second road section; the map information also includes: P road section angles corresponding one by one to the P third road sections, the road section angle is the angle between the third road section and the first road section; the road section angle is used to reflect the orientation relationship between the third road section and the first road section. The determination that the second road section belongs to the first road section or the P third road sections can be implemented as follows: determining that a first condition is satisfied; wherein the first condition is that the absolute value of the difference between the heading angle and the first road section angle is less than or equal to a first preset value, the heading angle is the angle between the heading angle of the second vehicle and the heading angle of the first vehicle, and the first road section angle is one of the P road section angles; the heading angle is used to reflect the azimuth relationship between the second road section and the first road section; or, determining that a second condition is satisfied, wherein the second condition is that the absolute value of the difference between the heading angle and the first road section angle is greater than or equal to a second preset value, and the first road section angle is one of the P road section angles; wherein the second preset value is greater than the first preset value, and the sum of the second preset value and the first preset value is a third preset value. Optionally, the heading angle can be a weighted heading angle, and accordingly, the heading angle can be a weighted heading angle, so that the accuracy of the data can be ensured.

[0009] In this embodiment, the traveling direction of the surrounding vehicles relative to the first vehicle can be determined by the heading angle between the surrounding vehicles and the first vehicle, and then based on the topological information of the first section (which can also be understood as the main section) on which the first vehicle is traveling and the third section (which can also be understood as the downstream section) connected to the first section, the surrounding vehicles that meet the conditions of traveling on the main section or the downstream section connected to the main section can be determined.

[0010] In implementation B, the first message includes: the heading angle of the second vehicle, and the heading angle is used to reflect the direction of the second road section; the map information also includes: P azimuths corresponding one-to-one to the P third road sections, and the azimuths are used to indicate the direction of the third road section. The determination that the second section belongs to the first section or the P third sections can be implemented as follows: determining that a third condition is satisfied; wherein the third condition is that the first deviation value of the heading angle and the first azimuth angle is less than or equal to a first preset value, the first deviation value is the absolute value of the difference between the heading angle and the first azimuth angle, and the first azimuth angle is one of the P azimuth angles; or determining that a fourth condition is satisfied, wherein the fourth condition is that the second deviation value of the heading angle and the first azimuth angle is greater than or equal to a second preset value; the second deviation value is used to indicate the absolute value of the difference between the heading angle and the first azimuth angle, the second deviation value is greater than the first deviation value, and the sum of the second deviation value and the first deviation value is a fourth preset value, and the first azimuth angle is one of the P azimuth angles; wherein the second preset value is greater than the first preset value, and the sum of the second preset value and the first preset value is a third preset value. Optionally, the heading angle can be a weighted heading angle, so that the accuracy of the data can be guaranteed.

[0011] In this embodiment, the traveling direction of the surrounding vehicles can be determined by the heading angles of the surrounding vehicles, and then based on the topological information of the first section (which can also be understood as the main section) on which the first vehicle is traveling and the third section (which can also be understood as the downstream section) connected to the first section, the surrounding vehicles that meet the conditions of traveling on the main section or the downstream section connected to the main section can be determined.

[0012] Correspondingly, determining that the second road section does not belong to the first road section and does not belong to the P third road sections may also be determined by at least the following two implementations:

[0013] Implementation A, the first message includes: the heading angle of the second vehicle, the heading angle is used to reflect the orientation of the second road section; the map information also includes: P road section angles corresponding one to one to P third road sections, the road section angle is the angle between the third road section and the first road section; the road section angle is used to reflect the orientation relationship between the third road section and the first road section. The determination that the second road section does not belong to the first road section and does not belong to the P third road sections can be implemented as follows: determining that the first condition is not satisfied; wherein the first condition is that the absolute value of the difference between the heading angle and the first road section angle is less than or equal to a first preset value, and the heading angle is the angle between the heading angle of the second vehicle and the heading angle of the first vehicle; the heading angle is used to reflect the azimuth relationship between the second road section and the first road section, and the first road section angle is one of the P road section angles; or, determining that the second condition is not satisfied, wherein the second condition is that the absolute value of the difference between the heading angle and the first road section angle is greater than or equal to a second preset value, and the first road section angle is one of the P road section angles; wherein the second preset value is greater than the first preset value, and the sum of the second preset value and the first preset value is a third preset value. Optionally, the heading angle can be a weighted heading angle, and accordingly, the heading angle can be a weighted heading angle, so that the accuracy of the data can be guaranteed.

[0014] In this embodiment, the traveling direction of the surrounding vehicles relative to the first vehicle can be determined by the heading angle between the surrounding vehicles and the first vehicle, and then based on the topological information of the first section (which can also be understood as the main section) on which the first vehicle is traveling and the third section (which can also be understood as the downstream section) connected to the first section, the surrounding vehicles that do not meet the conditions of traveling on the main section or the downstream section connected to the main section can be determined.

[0015] Implementation method B, the first message includes: the first message includes: the heading angle of the second vehicle, the heading angle is used to reflect the direction of the second road section; the map information also includes: P azimuths corresponding one by one to P third road sections, the azimuths are used to indicate the direction of the third road section. The determination that the second section does not belong to the first section and does not belong to the P third sections can be implemented as follows: determining that the third condition is not satisfied; wherein the third condition is that the first deviation value between the heading angle and the first azimuth angle is less than or equal to a first preset value, the first deviation value is the absolute value of the difference between the heading angle and the first azimuth angle, and the first azimuth angle is one of the P azimuth angles; or determining that the fourth condition is not satisfied, wherein the fourth condition is that the second deviation value between the heading angle and the first azimuth angle is greater than or equal to a second preset value; the second deviation value is used to indicate the absolute value of the difference between the heading angle and the first azimuth angle, the second deviation value is greater than the first deviation value, and the sum of the second deviation value and the first deviation value is a fourth preset value, and the first azimuth angle is one of the P azimuth angles; wherein the second preset value is greater than the first preset value, and the sum of the second preset value and the first preset value is a third preset value. Optionally, the heading angle can be a weighted heading angle, so that the accuracy of the data can be guaranteed.

[0016] In this embodiment, the driving direction of the surrounding vehicles can be determined by the heading angles of the surrounding vehicles, and then based on the topological information of the first section (which can also be understood as the main section) on which the first vehicle is traveling and the third section (which can also be understood as the downstream section) connected to the first section, the surrounding vehicles that do not meet the conditions of traveling on the main section or the downstream section connected to the main section can be determined.

[0017] Based on the above embodiments, the curvature of the first road section is less than or equal to the preset curvature threshold, or the curvature radius of the first road section is greater than or equal to the preset curvature radius; the curvature of the P third road sections is less than or equal to the preset curvature threshold, or the curvature radius of the P third road sections is greater than or equal to the preset curvature radius. It can be understood that the first road section is a straight road or an approximately straight road, and the P third road sections are straight roads or approximately straight roads.

[0018] In this implementation, in a scenario where the first vehicle and the second vehicle are traveling on a straight road, the aforementioned implementation A and implementation B can be used to determine whether the surrounding vehicles are traveling on the main section or a downstream section connected to the main section, thereby enabling the BSM messages to be screened.

[0019] In a possible implementation, before determining that the second road section belongs to the first road section or the P third road sections, the method further includes: determining that the curvature of the second road section is less than or equal to the preset curvature threshold, or determining that the curvature radius of the second road section is greater than or equal to the preset curvature radius. It can be understood that when the second road section is determined to be a straight road or an approximately straight road, it is then determined whether the second road section belongs to the first road section or the P third road sections.

[0020] In this embodiment, in a scenario where the first vehicle is traveling on a straight road and the downstream road section is also a straight road, screening can be performed based on whether the surrounding vehicles are traveling on a straight road. When it is determined that the surrounding vehicles are on a straight road, a judgment on the road relevance is performed, thereby reducing the number of BSMs that need to be judged and reducing the amount of calculation.

[0021] In another possible implementation, the method further includes: if it is determined that the curvature of the second road section is greater than the preset curvature threshold, or if it is determined that the curvature radius of the second road section is less than the preset curvature radius, discarding the first message. It can be understood that, in the scenario where the first road section is a straight road or an approximately straight road, and the P third road sections are straight roads or approximately straight roads, when it is determined that the second road section is a non-straight road (i.e., a curved road), the first message from the second device can be directly discarded.

[0022] In this embodiment, in a scenario where the first vehicle is traveling on a straight road and the downstream road section is also a straight road, screening can be performed based on whether the surrounding vehicles are traveling on a straight road. When it is determined that the surrounding vehicles are not on a straight road, the BSM can be directly discarded without the need to judge the road relevance, thereby reducing the number of BSMs that need to be judged and reducing the amount of calculation.

[0023] In another possible scenario, determining that the second road section belongs to the P third road sections may be determined by at least the following implementations:

[0024] In implementation C, the first message includes: a second curvature direction and a second curvature radius corresponding to the second road section; the map information also includes: Q fourth curvature directions and Q fourth curvature radii corresponding one-to-one to the Q fourth road sections; wherein the Q fourth road sections belong to the P third road sections, and it should be understood that Q is a positive integer not greater than P. Determining that the second road section belongs to the P third road sections includes: determining that a fifth condition is satisfied; wherein the fifth condition is that the second curvature direction and the fifth curvature direction are the same, and the fifth curvature direction is one of the Q fourth curvature directions; and determining that a sixth condition is satisfied; wherein the sixth condition is that the absolute value of the difference between the second curvature radius and the fifth curvature radius is less than or equal to a first preset value, and the fifth curvature radius is one of the Q fourth curvature radii.

[0025] In this embodiment, when there is a bend in the third section connected to the first section on which the first vehicle is traveling, and the surrounding vehicles are also traveling on the bend, it is possible to determine whether the surrounding vehicles are traveling on the bend related to the first vehicle by the curvature direction and curvature radius, thereby enabling the screening of BSM.

[0026] In another possible scenario, determining that the second road section belongs to the first road section may be determined by at least the following implementations:

[0027] Implementation method D, the first message includes: a second curvature direction and a second curvature radius corresponding to the second road section; the determination that the second road section belongs to the first road section includes: determining that a seventh condition is satisfied; wherein the seventh condition is that the second curvature direction is the same as the first curvature direction, and the first curvature direction is the curvature direction corresponding to the first road section; and, determining that an eighth condition is satisfied; wherein the eighth condition is that the absolute value of the difference between the second curvature radius and the first curvature radius is less than or equal to a first preset value, and the first curvature radius is the curvature radius corresponding to the first road section.

[0028] In this embodiment, when the first road section on which the first vehicle is traveling is a curve and the surrounding vehicles are also traveling on the curve, it is possible to determine whether the surrounding vehicles are traveling on the curve on which the first vehicle is traveling by the curvature direction and curvature radius, thereby enabling the screening of BSM.

[0029] In one possible implementation, the first device is an OBU installed in the first vehicle; the second device is an OBU installed in the second vehicle; the third device is a vehicle-mounted device on the first vehicle, or a network device, or a terminal device, or an infrastructure (such as a roadside unit).

[0030] In a second aspect, a device is provided, the device comprising a plurality of functional modules; the plurality of functional modules interact with each other to implement the method performed by the first device in the first aspect and its respective embodiments. The plurality of functional modules can be implemented based on software, hardware, or a combination of software and hardware, and the plurality of functional modules can be arbitrarily combined or divided based on specific implementation.

[0031] The third aspect provides a device, comprising at least one processor and at least one memory, wherein the at least one memory stores computer program instructions, and when the device is running, the at least one processor executes the method executed by the first device in the above-mentioned first aspect and each embodiment thereof.

[0032] A fourth aspect further provides a program product, which, when executed on a device, enables the device to execute the method executed by the first device in any one of the above aspects and its respective embodiments.

[0033] The fifth aspect also provides a readable storage medium, in which a program is stored. When the program is executed by a device, the device executes the method executed by the first device in any of the above aspects and its various embodiments.

[0034] The sixth aspect also provides a chip, which is used to read the program stored in the memory and execute the method executed by the first device in any of the above aspects and its various embodiments.

[0035] A seventh aspect further provides a chip system, the chip system comprising a processor, for supporting a device to implement the method executed by the first device in any of the above aspects and each of its embodiments. In one possible design, the chip system also includes a memory, the memory being used to store the necessary programs and data. The chip system may be composed of a chip, or may include a chip and other discrete devices. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 A schematic diagram showing a scenario to which the embodiments of the present application are applicable;

[0037] Figure 2 A schematic diagram of the hardware structure of OBU is shown;

[0038] Figure 3 A schematic diagram of a scenario provided for an embodiment of the present application;

[0039] Figure 4A One of the schematic diagrams of a scenario applicable to a message processing method provided in an embodiment of the present application;

[0040] Figure 4B A second schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application;

[0041] Figure 5A A third schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application;

[0042] Figure 5B A fourth schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application;

[0043] Fig. 6A A fifth schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application;

[0044] Figure 6BA sixth schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application;

[0045] Figure 7 A seventh schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application;

[0046] Figure 8 One of the flowcharts of a message processing method provided in an embodiment of the present application;

[0047] Fig. 9 A second flowchart of a message processing method provided in an embodiment of the present application;

[0048] Fig.10 A structural diagram of a message processing method provided in an embodiment of the present application. DETAILED DESCRIPTION

[0049] The embodiments of the present application will be described in detail below in conjunction with the accompanying drawings and embodiments.

[0050] Figure 1 A schematic diagram of a scenario to which the embodiment of the present application is applicable is shown. In this scenario, a vehicle 100 may be included, and the vehicle 100 may communicate with other objects based on V2X technology. For example, the X in V2X may include but is not limited to: a network device 101, at least one vehicle ( Figure 1 Only one vehicle 102 is shown in the figure), a mobile phone 103, and infrastructure 104, etc.; wherein infrastructure 104 refers to equipment installed on the roadside that can support V2X communication, such as a road side unit (RSU), etc. Correspondingly, V2X interaction scenarios include, but are not limited to: vehicle to vehicle (V2V), vehicle to infrastructure (V2I), vehicle to pedestrian (V2P), etc.

[0051] The vehicle 100 and the network device 101 may communicate with each other using a cellular network communication interface (Uu), and the cellular network includes but is not limited to the fourth generation (4G) mobile communication technology, the fifth generation (5G) mobile communication technology, etc. Figure 1 A short-distance direct communication interface (PC5) may be used to communicate between other devices such as the vehicle 102, the mobile phone 103 or the infrastructure 104; short-distance direct communication includes but is not limited to: wireless fidelity (Wi-Fi) technology, etc.

[0052] The following description will be made by taking vehicle 100 as an example. The processing procedures of other vehicles such as vehicle 102 may refer to the processing procedures of vehicle 100 , and this application will not elaborate on this.

[0053] The vehicle 100 may include at least an OBU 100A and a vehicle-mounted device 100B. The OBU 100A refers to a device installed on the vehicle that can be used to support the vehicle 100 in V2X communication; the vehicle-mounted device 100B is used to implement functions such as navigation, audio and video playback, etc. Among them, the OBU 100A and the vehicle-mounted device 100B can communicate based on Ethernet, for example.

[0054] Exemplarily, OBU 100A can receive basic safety messages (BSM) sent by surrounding vehicles; surrounding vehicles refer to vehicles within a certain radius (such as 300 meters). Similarly, OBU100A can also send BSM to surrounding vehicles. BSM is used to exchange safety status data between vehicles. In the V2X scenario, vehicles can inform surrounding vehicles of their real-time status by broadcasting BSM to support a series of collaborative safety applications.

[0055] In another exemplary embodiment, the OBU 100A may also receive a roadside message sent by the infrastructure 104. The roadside message is used for the vehicle to obtain information such as road status information, etc. The infrastructure 104 is, for example, a roadside unit (RSU).

[0056] Figure 2 A schematic diagram of the hardware structure of an OBU is shown. For example, an OBU 100A may include the following modules / units:

[0057] 1) A global navigation satellite system (GNSS) positioning device is used to support GNSS positioning and obtain the vehicle's location and heading data in real time. Correspondingly, the OBU 100A also includes a GNSS antenna for sending and receiving GNSS related data.

[0058] 2) A multi-axis sensor device is used to support the acquisition of data such as acceleration of the X-axis and Y-axis, and yaw angular velocity.

[0059] 3) Application processor, used for receiving and sending V2X messages, processing received V2X messages, and obtaining map data from other devices.

[0060] Exemplarily, the OBU 100A is connected to the vehicle device 100B via Ethernet and can obtain map data from the vehicle device.

[0061] In another exemplary embodiment, the OBU 100A is connected to the mobile phone 103 via Wi-Fi, and map data can also be obtained from the mobile phone 103 .

[0062] As another example, the OBU 100A is connected to the network device 101 via a cellular network (eg, 4G, 5G), and can also obtain map data from the network device 101; wherein the network device 101 may be, for example, a cloud server.

[0063] 4) Modem, used to support communication based on cellular network (such as 4G, 5G). Correspondingly, OBU100A also includes a cellular network antenna for sending and receiving relevant data of the cellular network.

[0064] 5) Ethernet card device, used to support Ethernet communication with other devices (such as vehicle equipment 100B).

[0065] 6) V2X Modem, supporting V2X communication; wherein V2X communication may include, for example: vehicle standards based on long-term evolution (LTE) technology (long term evolution vehicle to everything, LTE-V), vehicle standards based on new radio vehicle to everything (NR-V), or dedicated short range communication (dedicated short range communication, DSRC). Correspondingly, OBU 100A also includes a V2X antenna for receiving V2X related data.

[0066] Based on the fact that the vehicle 100 can receive BSMs sent by surrounding vehicles through the OBU 100A, it is understandable that when there are many surrounding vehicles, the vehicle 100 will receive a large number of messages sent by surrounding vehicles. In addition, when the vehicle 100 travels on some complex roads, it will also receive a large number of BSMs sent by surrounding vehicles.

[0067] However, in some scenarios, the road section where some surrounding vehicles are located is unrelated to the road section where the vehicle 100 is located. For example, Figure 3 A schematic diagram of a scenario provided in an embodiment of the present application. Vehicle 100 is traveling on a main road from south to north at an overpass intersection and receives traffic signals from surrounding vehicles (e.g. Figure 3However, among the surrounding vehicles, only vehicle 300 and vehicle 100 are traveling on the relevant road and have a collision risk; while vehicles 300a to 300f and vehicle 100 are traveling on unrelated roads and have no collision risk. Therefore, after vehicle 100 receives the BSM sent by the surrounding vehicles, a large number of invalid calculations will be performed, resulting in the occupation of the system resources of OBU 100A.

[0068] Moreover, in the current V2X standard definition, the BSM includes data such as the longitude, latitude, and heading angle of the vehicle location, but does not include altitude information. Therefore, in the scenario of providing safety warnings based on the BSM sent by surrounding vehicles, there may still be problems with inaccurate warnings. For example, a safety warning is sent to vehicle 100 based on the BSM of vehicle 300e, but vehicle 300e is actually traveling on an unrelated road with vehicle 100, that is, on two roads at different altitudes. Therefore, the two roads do not essentially intersect, and there is no risk of collision.

[0069] In view of this, an embodiment of the present application provides a message processing method. In this method, vehicle 100 (for ease of understanding, referred to as the "main vehicle" in the following embodiments) determines the road correlation between the vehicle 100 and the surrounding vehicles (for ease of understanding, referred to as the "remote vehicle" in the following embodiments), screens the BSM from the remote vehicle, and filters out irrelevant BSMs; it can be understood that irrelevant BSMs come from remote vehicles that have no road correlation. Further, based on the screened BSM, vehicle control is performed. In this way, by screening the BSM, the number of BSMs that need to be processed during the vehicle control process can be reduced, the occupation of system resources can be reduced, and the requirements for system performance can be reduced; and the accuracy of message processing can also be improved, and the probability of false alarms can be reduced.

[0070] Optionally, the vehicle 100 may be a car, a truck, a motorcycle, a bus, a ship, an airplane, a helicopter, a lawn mower, an entertainment vehicle, an amusement park vehicle, construction equipment, a tram, a golf cart, a train, etc., and the embodiments of the present application are not particularly limited.

[0071] Among them, the vehicle's message processing solution can be applied to but not limited to the following scenarios: expressways, highways, mountains and mines in mining scenarios; gantries and containers in port scenarios; high-rise buildings, high bridges, mountainous areas, tunnels, etc. in trunk logistics scenarios, or other autonomous driving scenarios, and the embodiments of the present application do not limit this.

[0072] It should be noted that the message processing scheme in the embodiment of the present application can be implemented by vehicles in the Internet of Vehicles, and the vehicles in the Internet of Vehicles can communicate using V2X technology, LTE-V technology, V2V technology, etc. The message processing scheme can be implemented by a whole vehicle with a driving mobile function, or by other devices in the vehicle, and the other devices include but are not limited to: vehicle-mounted equipment, vehicle-mounted controllers, vehicle-mounted modules, vehicle-mounted modules, vehicle-mounted components, vehicle-mounted chips, vehicle-mounted units, vehicle-mounted radars or vehicle-mounted cameras and other sensors in the vehicle. The vehicle can use the vehicle-mounted equipment, vehicle-mounted controllers, vehicle-mounted modules, vehicle-mounted modules, vehicle-mounted components, vehicle-mounted chips, vehicle-mounted units, vehicle-mounted radars or vehicle-mounted cameras, etc. The embodiment of the present application does not limit the product form of the device implementing the message processing scheme. Of course, the message processing scheme in the embodiment of the present application can also be used for other intelligent devices with mobile control functions other than vehicles, or be set in other intelligent devices with mobile control functions other than vehicles, or be set in components of the intelligent device. The intelligent device is not limited to intelligent transportation equipment, smart home equipment, robots, etc. For example, it includes but is not limited to smart devices or controllers, chips, other sensors such as radars or cameras, and other components in smart devices. In the following embodiments, the message processing solution provided by the present application is implemented by an OBU included in a vehicle as an example.

[0073] In the description of the embodiments of the present application, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features.

[0074] It should be understood that in the embodiments of the present application, "at least one" refers to one or more, and "at least one of the following" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can mean: a, b, c, a and b, a and c, b and c, or a, b and c, where a, b, and c can be single or multiple.

[0075] Based on different road scenarios, the implementation methods of the method provided by the present application are introduced below from a number of different scenarios.

[0076] Scenario A: The current driving section of the main vehicle (for ease of understanding, it may be referred to as the “main section” in the following embodiments) and the downstream section are both straight roads.

[0077] In an optional embodiment, the curvature and / or radius of curvature of the road section can be used to determine whether the road section is a straight road or a curved road. The curvature is used to indicate the degree to which the curve deviates from the straight line, and the radius of curvature is the reciprocal of the curvature. Taking the main road section as an example, when the curvature of the main road section is less than or equal to the preset curvature threshold, it can be considered that the vehicle 100 is traveling on a straight road; or, when the radius of curvature of the main road section is greater than or equal to the preset curvature threshold, it can be considered that the vehicle 100 is traveling on a straight road. The main road section can be the historical driving path of the main vehicle in the previous period of time, or it can be the historical driving path of the main vehicle for a preset distance, etc.

[0078] Based on scenario A, two possible implementation methods are introduced in the following embodiments.

[0079] Method A1

[0080] The OBU included in the main vehicle (for ease of understanding, it may be referred to as the "main OBU" in the following embodiments) can obtain map data from other devices; wherein the map data may be used to indicate the main road section information and the downstream road section information connected to the main road section. Exemplarily, other devices may include but are not limited to: Figure 1 The vehicle equipment 100B, network equipment 101, mobile phone 103 and infrastructure 104, etc.

[0081] In a possible scenario, the downstream section information may include but is not limited to: downstream section identification; section angle α between the downstream section and the main section (or the extension of the main section), etc. For example, Figure 4A A schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application. Figure 4A , the main vehicle (such as vehicle 100) is traveling on the main road section 40, and the downstream road section information connected to the main road section 40 includes: road section 41 and its road angle α41; road section 42 and its road angle α42; road section 43 and its road angle α43. It should be noted that the road angle between the main road section 40 and the main road section 40 can be expressed as α40 (that is, the angle of the main road section relative to itself, which is 0°), and α40 can be used in the following embodiments to determine whether the remote vehicle is traveling on the main road section. It can be understood that the road angle can reflect the azimuth relationship of the downstream road section relative to the main road section. Therefore, through the main road section information and the road angle, the main OBU can obtain the topological information of the downstream road section and determine the distribution of the downstream road section.

[0082] The main OBU can also receive M BSMs sent from OBUs included in M ​​remote vehicles (for ease of understanding, they may be referred to as "remote OBUs" in the following embodiments); where M is a positive integer. The main OBU can obtain the vehicle position and heading information of the remote vehicle from the BSM of the remote vehicle. It is understandable that the main OBU can obtain the vehicle position and heading information of the main vehicle through sensors such as multi-axis sensor devices.

[0083] Based on the heading information of the remote vehicle and the heading information of the host vehicle, the host OBU can calculate the relative heading information of the remote vehicle relative to the host vehicle, such as the heading angle. Figure 4B A schematic diagram of another scenario applicable to a message processing method provided in an embodiment of the present application. Figure 4B , taking the main vehicle (vehicle 100) as the center and its heading direction as the X-axis, calculate the heading angle β of the remote vehicle heading angle relative to the X-axis direction. Figure 4B As shown, the heading angle of the remote vehicle (vehicle 400) relative to the X-axis direction is β400; the heading angle of the remote vehicle (vehicle 401) relative to the X-axis direction is β401; the heading angle of the remote vehicle (vehicle 402) relative to the X-axis direction is β402; the heading angle of the remote vehicle (vehicle 403) relative to the X-axis direction is β403. It should be noted that the heading angle of the remote vehicle can be the weighted average heading angle over a period of time; the X-axis direction can also be obtained based on the weighted average heading angle of the main vehicle over a period of time. In this way, the accuracy of the obtained heading angle can be improved, the accuracy of vehicle control can be further improved, and data anomalies caused by the instability of the vehicle's driving heading can be reduced. It can be understood that through the heading angle of the remote vehicle, the main OBU can determine whether the section where the remote vehicle is traveling has road correlation with the main section or downstream section.

[0084] Based on the road angle α and heading angle β introduced above, the main OBU determines whether the remote vehicle can be matched to the main section or the downstream section connected to the main section. Exemplarily, the following formula 1-1 or the following formula 1-2 can be used to determine whether the remote vehicle can be matched to the main section or the downstream section connected to the main section.

[0085] fabs(β40i-α4j)≤δ Formula 1-1

[0086] fabs(β40i-α4j)≥180°-δ Formula 1-2

[0087] Among them, fabs(β40i-α4j) is used to calculate the absolute value of the difference between the heading angle β (0°≤β≤180°) and the road angle α (0°≤α≤180°); δ is used to indicate the allowable angle deviation, for example, 30°. Figure 4A and Figure 4BAs shown, β40i includes: β400, β401, β402, β403; α4j includes: α40, α41, α42, α43. Considering that the vehicle has two relative driving directions on the road, the first driving direction of the vehicle can be determined by the above formula 1-1, and the second driving direction of the vehicle can be determined by the above formula 1-2. The absolute value of the difference between the first direction and the second direction is 180°, that is, the relative direction.

[0088] For example, see Figure 4A and Figure 4B , we can get that the absolute value of the difference between β400 and α42 satisfies the above formula 1-1, so that we can determine that vehicle 400 can be matched to road section 42; we can also get that the absolute value of the difference between β401 and α41 satisfies the above formula 1-2, so that we can determine that vehicle 401 can be matched to road section 41; we can also get that the absolute value of the difference between β402 and α43 satisfies the above formula 1-1, so that we can determine that vehicle 402 can be matched to road section 43. For another example, refer to Figure 4A and Figure 4B , the absolute value of the difference between β403 and any road angle α from α40 to α43 cannot satisfy the above formula 1-1 or formula 1-2, so it can be determined that vehicle 403 cannot be matched to the main section or the downstream section connected to the main section, that is, it cannot be matched to section 40, nor can it be matched to section 41, section 42 or section 43.

[0089] It is understood that if the remote vehicle can be matched to the main road section or any downstream road section, the remote vehicle and the main vehicle are considered to be related. If the remote vehicle is not matched to the main road section or any downstream road section, the remote vehicle and the main vehicle are considered to be unrelated.

[0090] In addition, if the above method A1 cannot calculate whether the remote vehicle and the main vehicle are related, it is considered that the remote vehicle and the main vehicle are related, so that the data processing results such as safety warnings can be guaranteed. Optionally, when it is determined that the vehicle is in non-steady-state driving, the correlation between the remote vehicle and the main vehicle cannot be effectively determined, so it can be considered that the remote vehicle and the main vehicle are related. Among them, the judgment of whether it is steady-state driving can include but is not limited to the following conditions:

[0091] Condition 1: The confidence of the calculated predicted radius of curvature is less than a certain set value; wherein the set value is, for example, 50%, and the confidence value range may be [0-100%]. Optionally, when the confidence of the predicted radius of curvature of the host vehicle is less than the set value, it can be considered that the host vehicle is in a non-steady-state driving state, at which time the correlation between the remote vehicle and the host vehicle cannot be effectively determined, and therefore the remote vehicle and the host vehicle can be considered to be related. Alternatively, when the confidence of the predicted radius of curvature of the remote vehicle is less than the set value, it can be considered that the remote vehicle is in a non-steady-state driving state, at which time the correlation between the remote vehicle and the host vehicle cannot be effectively determined, and therefore the remote vehicle and the host vehicle can be considered to be related.

[0092] Condition 2: When the yaw rate of the vehicle changes greatly in a short period of time, the calculated confidence value is low. For example, this usually occurs in scenarios such as vehicle lane changes and road curve transitions.

[0093] It should be noted that in the following various methods, it is also possible to determine based on the above conditions that if it is impossible to calculate whether the remote vehicle and the host vehicle are related, then it is considered that the remote vehicle and the host vehicle are related. This will not be repeated in the following embodiments.

[0094] In addition, during the process of performing the above message processing, the master OBU may also perform message processing in combination with information such as the position of the master vehicle and the position of the remote vehicle, which is not limited in this embodiment of the present application.

[0095] It can also be understood that the main OBU filters and discards the BSM sent from remote vehicles that are not related to the main vehicle, and no longer participates in subsequent processing (such as vehicle control processing), thereby reducing the occupation of system resources and reducing the requirements for system performance; and it can also improve the accuracy of data processing and reduce the probability of false warnings.

[0096] It should be noted that the above method A1 introduces the message processing method when the road section traveled by the remote vehicle is a straight road. In the scenario where the road section traveled by the remote vehicle is a curved road, for example, the BSM sent by the remote vehicle may also include the predicted curvature radius (or predicted curvature) of the remote vehicle and other information used to indicate that the remote vehicle is traveling on a curved road; in this scenario, based on the fact that both the main road section and the downstream road section are straight roads, the BSM from the remote vehicle traveling on the curved road can be directly discarded without the need to perform the processing described in the above method A1. In this way, the amount of messages that require road relevance judgment can be reduced.

[0097] Method A2

[0098] Similar to the method A1, the main OBU can obtain map data from other devices; wherein the map data can be used to indicate the main road section information and the downstream road section information connected to the main road section, etc.

[0099] The difference from method A1 is that the downstream section information may include but is not limited to: the downstream section identifier; the azimuth angle θ of the downstream section. Figure 5A A schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application. Figure 5A , with the intersection of the downstream road section as the center point, north (N) as the basic direction, the main vehicle (such as vehicle 100) traveling on road section 40, the azimuth of road section 40 can be expressed as θ40; and the downstream road section information connected to the main road section 40 includes: road section 41 and its azimuth θ41; road section 42 and its azimuth θ42; road section 43 and its azimuth θ43. It can be understood that the azimuth can reflect the direction of the downstream road section. Therefore, the main OBU can obtain the topological information of the downstream road section through the azimuth of the main road section and the azimuth of the downstream road section, and determine the distribution of the downstream road section.

[0100] Similar to the method A1, the master OBU can obtain the vehicle position and heading information of the remote vehicle from the BSM of the remote vehicle. It is understandable that the master OBU can obtain the vehicle position and heading information of the master vehicle through sensors such as a multi-axis sensor device.

[0101] The difference from method A1 is that the topological information of the main section and the downstream section is obtained based on the azimuth. Therefore, in method A2, it is not necessary to calculate the heading angle. For example, Figure 5B A schematic diagram of another scenario applicable to a message processing method provided in an embodiment of the present application. Figure 5B As shown, the heading angle of the remote vehicle (vehicle 400) is ε400, the heading angle of the remote vehicle (vehicle 401) is ε401, the heading angle of the remote vehicle (vehicle 402) is ε402, and the heading angle of the remote vehicle (vehicle 403) is ε403. It should be noted that the heading angle of the remote vehicle can be a weighted average heading angle over a period of time. This can improve the accuracy of the obtained heading angle, further improve the accuracy of vehicle control, and reduce data anomalies caused by the instability of the vehicle's driving heading. It can be understood that through the heading angle of the remote vehicle, the main OBU can determine whether there is a road correlation between the section where the remote vehicle is traveling and the main section or downstream section.

[0102] Based on the azimuth angle θ and heading angle ε, etc., the main OBU determines that it can match the remote vehicle on the main section or the downstream section connected to the main section. Exemplarily, the first deviation value between the azimuth angle θ and the heading angle ε can be determined first. The first deviation value is the absolute value of the difference between the azimuth angle θ and the heading angle ε. The first deviation value (for example, expressed as angle) can be expressed as the following formula 2-1:

[0103] angle=fabs(ε40i-θ4j) Formula 2-1

[0104] Here, fabs(ε40i-θ4j) is a function for finding the absolute value of the difference between the heading angle ε and the azimuth angle θ.

[0105] Based on formula 2-1, if it is determined that angle is greater than 180°, a second deviation value between the azimuth angle θ and the heading angle ε is determined. The second deviation value may be a deformation of the first deviation value, that is, it may indicate the absolute value of the difference between the azimuth angle θ and the heading angle ε. For example, the second deviation value is the difference between 360° and the first deviation value. The second deviation value (for example, expressed as angle') may be expressed as the following formula 2-2:

[0106] angle'=360°-angle Formula 2-2

[0107] Based on formula 2-1 and formula 2-2, when angle is less than or equal to 180°, the following formula 2-3 can be used to determine whether the remote vehicle can be matched to the main section or the downstream section connected to the main section; when angle is greater than 180°, the following formula 2-4 can be used to determine whether the remote vehicle can be matched to the main section or the downstream section connected to the main section.

[0108] angle≤δ Formula 2-3

[0109] angle'≥180°-δ Formula 2-4

[0110] Here, δ is used to indicate the allowable angular deviation, for example, 30°. Figure 5A and Figure 5B As shown, ε40i includes: ε400, ε401, ε402, ε403, and θ4j includes: θ40, θ41, θ42, θ43. Considering that the vehicle has two relative driving directions on the road, the first driving direction of the vehicle can be determined by the above formula 2-3, and the second driving direction of the vehicle can be determined by the above formula 2-4. The absolute value of the difference between the first direction and the second direction is 180°, that is, the relative direction. The first direction can be expressed as being consistent with the road azimuth direction.

[0111] For example, see Figure 5A and Figure 5B , we can get the first deviation between ε400 and θ42 to satisfy the above formula 2-3, so that we can determine that vehicle 400 can be matched to road section 42; we can also get the second deviation between ε401 and θ41 to satisfy the above formula 2-4, so that we can determine that vehicle 401 can be matched to road section 41; we can also get the first deviation between ε402 and θ43 to satisfy the above formula 2-3, so that we can determine that vehicle 402 can be matched to road section 43. For another example, see Figure 5A and Figure 5B , it is impossible to obtain the first deviation value between ε403 and any azimuth angle θ from θ40 to θ43 that satisfies the above formula 2-3, or the second deviation value that satisfies the above formula 2-4, so it can be determined that vehicle 403 cannot be matched to the main section or the downstream section connected to the main section, that is, it cannot be matched to section 40, nor can it be matched to section 41, section 42 or section 43.

[0112] It is understandable that if the remote vehicle can be matched to the main road section or any downstream road section, the remote vehicle and the main vehicle are considered to be related. If the remote vehicle is not matched to the main road section or any downstream road section, the remote vehicle and the main vehicle are considered to be unrelated. In addition, if it is not possible to calculate whether the remote vehicle and the main vehicle are related through the above-mentioned method A2, the remote vehicle and the main vehicle are considered to be related, so as to ensure the data processing results such as safety warnings.

[0113] In addition, during the process of performing the above message processing, the master OBU may also perform message processing in combination with information such as the position of the master vehicle and the position of the remote vehicle, which is not limited in this embodiment of the present application.

[0114] It can also be understood that the main OBU filters and discards the BSM sent from remote vehicles that are not related to the main vehicle, and no longer participates in subsequent processing (such as vehicle control processing), thereby reducing the occupation of system resources and reducing the requirements for system performance; and it can also improve the accuracy of data processing and reduce the probability of false warnings.

[0115] It should be noted that the above method A2 introduces the message processing method when the road section traveled by the remote vehicle is a straight road. In the scenario where the road section traveled by the remote vehicle is a curved road, for example, the BSM sent by the remote vehicle may also include the predicted curvature radius (or predicted curvature) of the remote vehicle and other information used to indicate that the remote vehicle is traveling on a curved road; in this scenario, based on the fact that the main road section and the downstream road section are both straight roads, the BSM from the remote vehicle traveling on the curved road can be directly discarded without the need to perform the processing described in the above method A2. In this way, the amount of messages that require road relevance judgment can be reduced.

[0116] Scenario B: There are detours on the main road or downstream road

[0117] In an optional embodiment, the curvature and / or curvature radius of the road section can be used to determine whether the road section is a straight road or a curved road. Still taking the main road section as an example, when the curvature of the main road section is greater than a preset curvature threshold, it can be considered that the vehicle 100 is traveling on a curved road; or, when the curvature radius of the main road section is less than the preset curvature threshold, it can be considered that the vehicle 100 is traveling on a curved road. The main road section can be a historical driving path of the main vehicle in the previous period of time, or a historical driving path of the main vehicle for a preset distance, etc.

[0118] The main OBU can obtain map data from other devices; wherein the map data can be used to indicate information such as the main road section information and the downstream road section information connected to the main road section. Exemplary, other devices may include but are not limited to: Figure 1 The vehicle equipment 100B, network equipment 101, mobile phone 103 and infrastructure 104, etc.

[0119] Considering that the main road section may be a curve, or the downstream road section may be a curve, scenario B can be further specifically divided into the following two scenarios.

[0120] Scene B1

[0121] When there is a bend in the downstream section, the downstream section information may include but is not limited to: the downstream section identifier; the curvature direction and curvature radius (or curvature) of the downstream section. The downstream section information may also include: the curvature direction angle between the curvature direction of the downstream section and the main section; or, the curvature direction angle between the curvature direction of the downstream section and the curvature direction of the main section. It should be noted that, based on the characteristics of the bend, the downstream section information may include: multiple curvature directions of the downstream section; and multiple curvature direction angles, so as to more accurately reflect the topological information of the main section and the downstream section.

[0122] Take the scenario where the main road section is a straight road and there is a curved road in the downstream section as an example. Fig. 6A A schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application. Fig. 6A , the main vehicle (such as vehicle 100) is traveling on the main road section 60. The downstream road section information includes: road section 61 and its road angle α61; road section 62 and its curvature direction is rightward deflection and curvature radius R62 (or curvature), and may also include the road angle α62 between the curvature direction of road section 62 and the main road section.

[0123] The main OBU can also receive M BSMs sent from M remote OBUs, where M is a positive integer. The main OBU can obtain the vehicle position of the remote vehicle, the heading information of the remote vehicle (such as the curvature direction of the remote vehicle when it is driving on a curve), the predicted curvature radius of the remote vehicle, etc. from the BSM of the remote vehicle. For example, Figure 6B A schematic diagram of another scenario applicable to a message processing method provided in an embodiment of the present application. Figure 6B , with the main vehicle (vehicle 100) as the center and its heading direction as the X-axis, the curvature radius (or curvature) of the remote vehicle within a period of time is predicted, and the curvature direction of the remote vehicle within a period of time is obtained. Figure 6BAs shown, the predicted radius of curvature of the remote vehicle (vehicle 600) traveling on the curve is r600, and the direction of curvature is to deflect to the right. In a possible scenario, the main OBU infers whether the remote vehicle is traveling on a curve based on the predicted radius of curvature and historical path points of the remote vehicle; if it is inferred that the remote vehicle is traveling on a curve, the radius of curvature and the direction of curvature of the remote vehicle in the previous period of time are calculated. Among them, the predicted radius of curvature of the remote vehicle can be periodically predicted based on the historical path of the remote vehicle in a period of time; the calculation formula of the predicted radius of curvature can refer to the V2X standard document ("Technical requirements and experimental methods for vehicle-mounted information interaction system based on LTE-V2X direct communication"), and this application will not be described in detail. In addition, filtering processing is required in the calculation process of the predicted radius of curvature, which can improve the calculation accuracy. It can be understood that the main OBU can obtain the vehicle position, heading information, predicted radius of curvature of the main vehicle, etc. through sensors such as multi-axis sensor devices.

[0124] Based on the main vehicle's heading information, the main vehicle's predicted curvature radius, the downstream road section information, and the remote vehicle's heading information, the remote vehicle's predicted curvature radius, etc. acquired by the main OBU, the main OBU determines the remote vehicle that can be matched to the main road section or the downstream road section connected to the main road section. Exemplarily, the following formula 3-1 can be used to determine whether the remote vehicle can be matched to the main road section or the downstream road section connected to the main road section.

[0125] fabs(r60i-R6j)≤δFormula 3-1

[0126] Where fabs(r60i-R6j) is a function used to find the absolute value of the difference between the predicted radius of curvature r of the far vehicle and the radius of curvature R of the downstream section; δ is used to represent the allowable radius error in meters. For example, see Fig. 6A and Figure 6B , it can be obtained that the absolute value of the difference between r600 and R62 satisfies the above formula 3-1, thereby determining that vehicle 600 can be matched to road section 62.

[0127] It is understandable that if the remote vehicle can be matched to the main road section or any downstream road section, the remote vehicle and the main vehicle are considered to be related. If the remote vehicle is not matched to the main road section or any downstream road section, the remote vehicle and the main vehicle are considered to be unrelated. In addition, if the above matching method cannot calculate whether the remote vehicle and the main vehicle are related, the remote vehicle and the main vehicle are considered to be related, so as to ensure the data processing results such as safety warnings.

[0128] In addition, during the process of performing the above message processing, the master OBU may also perform message processing in combination with information such as the position of the master vehicle and the position of the remote vehicle, which is not limited in this embodiment of the present application.

[0129] It can also be understood that the main OBU filters and discards the BSM sent from remote vehicles that are not related to the main vehicle, and no longer participates in subsequent processing (such as vehicle control processing), thereby reducing the occupation of system resources and reducing the requirements for system performance; and it can also improve the accuracy of data processing and reduce the probability of false warnings.

[0130] It should be noted that in scenario B1, if the remote vehicle is traveling on a curved road, it is possible to determine whether the remote vehicle is traveling on a downstream section of the curved road, without determining whether the remote vehicle is traveling on a main section of a straight road or a downstream section. Fig. 6A and Figure 6B As shown, it is not necessary to determine whether vehicle 600 is traveling on road section 60 and road section 61 .

[0131] Scene B2

[0132] When the main road section is a curve and the downstream road sections are all straight roads, based on the curvature direction of the intersection of the main road section and the downstream road section, the angle between the curvature directions of the intersections of the downstream road sections and the main road section can be determined as the road angle α corresponding to the downstream road section. Figure 7 A schematic diagram of a scenario applicable to a message processing method provided in an embodiment of the present application. Figure 7 , the main vehicle (such as vehicle 100) travels on the main road section 70, the curvature radius of the main road section can be expressed as R70, and the curvature direction of the main road section at the intersection with the downstream road section is taken as the X-axis direction. The downstream road section information includes: road section 71 and its road angle α71; road section 72 and its road angle α72. For other message processing content in scenario B2, please refer to the content introduced in scenario A, which will not be repeated here.

[0133] It should be noted that in scenario B2, if the remote vehicle is traveling on a curved road, it is possible to determine whether the remote vehicle is traveling on the main section of the curved road, without determining whether the remote vehicle is traveling on the downstream section of the straight road. Figure 7 As shown, it is not necessary to determine whether the remote vehicle is traveling on the road section 71 and the road section 72.

[0134] Based on the message processing methods described in the above scenarios A and B, the main OBU can obtain N BSMs after filtering; among them, the N BSMs after filtering are the BSMs sent by the remote vehicles related to the main vehicle. It can be understood that N is less than M. Therefore, the number of BSMs that the main OBU needs to process later is N, and it is not necessary to process all the M BSMs received, thereby reducing the occupation of system resources and lowering the requirements for system performance.

[0135] In addition, based on the fact that the N BSMs after filtering are sent by remote vehicles that have road relevance to the main vehicle, vehicle control is further performed based on the N BSMs. Among them, vehicle control may include but is not limited to the following aspects: safety warnings, such as displaying and / or playing warning prompts to the driver through the large screen on the vehicle when a collision risk is detected, so that the driver has more sufficient time to slow down or change the driving route; automatic driving control, such as changing the vehicle speed, route, etc. through vehicle equipment control. The message processing solution provided in the embodiment of the present application can ensure the accuracy of data processing and reduce the probability of false warnings. It can be understood that the main OBU will not perform V2X warnings for remote vehicles that are not related to the main vehicle.

[0136] Based on the above-described scenario content, the message processing method provided by the embodiment of the present application is introduced below:

[0137] Figure 8 A flowchart of a message processing method provided in an embodiment of the present application. The method can be executed by multiple vehicles and other devices. The multiple vehicles can include a host vehicle and M remote vehicles, where M is a positive integer. Exemplarily, the other devices can include: Figure 1 The vehicle 100 in the embodiment includes a vehicle machine device 100B, a network device 101, a mobile phone 103 and an infrastructure 104. Figure 8 , the method comprises the following steps:

[0138] S801A, the host vehicle receives M BSMs from M remote vehicles. The host vehicle may receive M BSMs from M remote vehicles through the included OBU.

[0139] For example, the BSM may include but is not limited to: the vehicle position of the remote vehicle, the heading information of the remote vehicle, wherein the heading information of the remote vehicle can be used to reflect the road section information of the remote vehicle. For another example, the BSM may also include: the predicted curvature radius and curvature direction, etc.

[0140] In addition, the host vehicle can also send BSM to other vehicles so that other devices can perform V2X warning and other processing.

[0141] S801B, the host vehicle receives map data from other devices.

[0142] Exemplarily, the OBU included in the main vehicle can be connected to the vehicle device via Ethernet, and map data can be obtained from the vehicle device. Alternatively, the OBU included in the main vehicle can also be connected to a mobile phone via Wi-Fi, and map data can also be obtained from the mobile phone. Alternatively, the OBU included in the main vehicle can also be connected to a network device via a cellular network, etc., and map data can be obtained from the network device; wherein the network device can be, for example, a cloud server, etc. Alternatively, the OBU included in the main vehicle can also obtain map data from a roadside unit based on a V2X connection infrastructure (such as a roadside unit).

[0143] It should be noted that the execution order of S801A and S801B is not limited in the embodiment of the present application.

[0144] S802: The host vehicle filters M BSMs based on the map data to obtain N BSMs. The filtering method can refer to the contents introduced in the above scenario A and scenario B, which will not be described in detail here.

[0145] S803: The host vehicle controls the vehicle according to N BSMs.

[0146] It is understandable that the main vehicle receives M BSMs, and after filtering through S802, N BSMs can be obtained for subsequent processing. Therefore, the number of BSMs that the main vehicle needs to process subsequently is N, and it is not necessary to process all the received M BSMs, thereby reducing the occupation of system resources and lowering the requirements for system performance.

[0147] Based on the same concept, the embodiment of the present application also provides a message processing method, which can be executed by a first device, and the first device can be installed on a first vehicle. The first device can be the main OBU in the above embodiment; correspondingly, the first vehicle is the main vehicle in the above embodiment. Fig. 9 Another flow chart of a message processing method provided in an embodiment of the present application. The process may include the following steps:

[0148] S901, receiving a first message from a second device, where the second device is installed in a second vehicle, and the first message is used to indicate a second road section traveled by the second vehicle; and

[0149] S902, receiving map information from a third device, the map information comprising: P third road sections connected to the first road section, where P is a positive integer; wherein the first road section is a road section on which the first vehicle travels;

[0150] Optionally, S903A: if it is determined that the second road section belongs to the first road section or the P third road sections, perform vehicle control on the first vehicle based on the first message;

[0151] Another optional method, S903B, if it is determined that the second road segment does not belong to the first road segment and does not belong to the P third road segments, discard the first message.

[0152] The execution of S903A or the execution of S903B may be determined based on the road correlation between the second road segment and the first road segment or the P third road segments.

[0153] It should be noted that this application Fig. 9 The message processing method shown can be specifically implemented by referring to the above embodiments of the present application, and the repeated parts will not be repeated.

[0154] It should be understood that in order to implement the functions of the first device in the above embodiment, the first device includes a hardware structure and / or software structure corresponding to each function. Those skilled in the art should easily realize that, in combination with the units and method steps of each example described in the embodiments disclosed in this application, the present application can be implemented in the form of hardware or a combination of hardware and software. Whether a function is executed in a hardware or software-driven hardware manner depends on the specific scenario and design constraints of the technical solution.

[0155] Fig.10 A possible structural example diagram of a device provided in an embodiment of the present application, the device can be used to implement the function of the first device in the above embodiment, and thus can also achieve the beneficial effects of the above embodiment.

[0156] refer to Fig.10 , the device 1000 may include a processor 1001, a memory 1002, and a communication interface 1003. The processor 1001, the memory 1002, and the communication interface 1003 are coupled to each other. Optionally, the memory 1002 may be used to store instructions executed by the processor 1001 or to store input data required by the processor 1001 to run instructions or to store data generated after the processor 1001 runs instructions. The communication interface 1003 may be a transceiver or an input-output interface.

[0157] Optional, see Fig.10 The processor 1001, the memory 1002 and the communication interface 1003 are connected to each other via a bus 1004. The bus 1004 may be a peripheral component interconnection standard bus or an extended industrial standard structure bus. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Fig.10 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0158] When the device 1000 is applied to a first device, the processor 1001 can be used to implement the processing function of the first device in the above embodiment. The communication interface 1003 can be used to implement the transceiver function of the first device in the above embodiment.

[0159] It is understood that the processor 1001 in the embodiment of the present application may be a central processing unit, or other general-purpose processors, digital signal processors, application-specific integrated circuits, field programmable gate arrays or other programmable logic devices, transistor logic devices, hardware components or any combination thereof. The general-purpose processor may be a microprocessor or any conventional processor.

[0160] This application Fig.10 The memory 1002 in the embodiment may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memory. Among them, the non-volatile memory may be a read-only memory, a programmable read-only memory, an erasable programmable read-only memory, an electrically erasable programmable read-only memory, or a flash memory. It should be noted that the memory of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0161] Based on the above embodiments, the present application further provides a device, the device comprising multiple functional modules; the multiple functional modules interact with each other to implement the functions performed by the first device in each method described in the embodiments of the present application. The multiple functional modules can be implemented based on software, hardware, or a combination of software and hardware, and the multiple functional modules can be arbitrarily combined or divided based on specific implementations.

[0162] Based on the above embodiments, the present application also provides a program product containing instructions, when the program product is run on a device or a computer, the device or the computer executes the methods described in the embodiments of the present application.

[0163] Based on the above embodiments, the present application also provides a readable storage medium, in which a program is stored. When the program is executed by a device or a computer, the device or the computer executes the methods described in the embodiments of the present application.

[0164] Based on the above embodiments, the present application also provides a chip, which is used to read the program stored in the memory to implement the methods described in the embodiments of the present application.

[0165] Based on the above embodiments, the present application provides a chip system, which includes a processor for supporting a device to implement the methods described in the embodiments of the present application. In one possible design, the chip system also includes a memory, which is used to store the necessary programs and data for the device. The chip system can be composed of a chip, or it can include a chip and other discrete devices.

[0166] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and program products according to the present application. It should be understood that each flow and / or box in the flow chart and / or block diagram, as well as the combination of the flow chart and / or box in the flow chart and / or block diagram, can be implemented by program instructions.

[0167] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of protection of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A message processing method, characterized in that: Applied to a first device in a first vehicle, the method comprises: receiving a first message from a second device, where the second device is installed in a second vehicle, the first message being used to indicate a second road section traveled by the second vehicle; and, Receiving map information from a third device, the map information comprising: P third road sections connected to the first road section, where P is a positive integer; wherein the first road section is a road section on which the first vehicle travels; If it is determined that the second road section belongs to the first road section or the P third road sections, controlling the first vehicle based on the first message; If it is determined that the second road section does not belong to the first road section and does not belong to the P third road sections, the first message is discarded.

2. The method according to claim 1, characterized in that The first message includes: a heading angle of the second vehicle, the heading angle being used to reflect the orientation of the second road section; The map information further includes: P road section angles corresponding to the P third road sections one by one, the road section angle being the angle between the third road section and the first road section, and the road section angle being used to reflect the azimuth relationship between the third road section and the first road section; The determining that the second road section belongs to the first road section or the P third road sections includes: Determine that a first condition is satisfied; wherein the first condition is that the absolute value of the difference between the heading angle and the first section angle is less than or equal to a first preset value, the heading angle is the angle between the heading angle of the second vehicle and the heading angle of the first vehicle, the heading angle is used to reflect the azimuth relationship between the second section and the first section, and the first section angle is one of the P section angles; or, Determining that a second condition is satisfied, wherein the second condition is that an absolute value of a difference between the heading angle and the first section angle is greater than or equal to a second preset value, and the first section angle is one of the P section angles; The second preset value is greater than the first preset value, and the sum of the second preset value and the first preset value is a third preset value.

3. The method according to claim 1, characterized in that: The first message includes: a heading angle of the second vehicle, where the heading angle is used to reflect the orientation of the second road section; The map information further includes: P azimuths corresponding one-to-one to the P third road sections, the azimuths being used to indicate the directions of the third road sections; The determining that the second road section belongs to the first road section or the P third road sections includes: Determine that a third condition is satisfied; wherein the third condition is that a first deviation value between the heading angle and the first azimuth angle is less than or equal to a first preset value, the first deviation value is an absolute value of a difference between the heading angle and the first azimuth angle, and the first azimuth angle is one of the P azimuth angles; or, Determining that a fourth condition is satisfied, wherein the fourth condition is that a second deviation value between the heading angle and the first azimuth angle is greater than or equal to a second preset value, the second deviation value is used to indicate an absolute value of a difference between the heading angle and the first azimuth angle, the second deviation value is greater than the first deviation value, and the sum of the second deviation value and the first deviation value is a fourth preset value, and the first azimuth angle is one of the P azimuth angles; The second preset value is greater than the first preset value, and the sum of the second preset value and the first preset value is a third preset value.

4. The method according to claim 1, characterized in that: The first message includes: a heading angle of the second vehicle, where the heading angle is used to reflect the orientation of the second road section; The map information further includes: P road section angles corresponding to the P third road sections one by one, the road section angle being the angle between the third road section and the first road section, and the road section angle being used to reflect the azimuth relationship between the third road section and the first road section; The determining that the second road section does not belong to the first road section and does not belong to the P third road sections includes: Determine that the first condition is not satisfied; wherein the first condition is that the absolute value of the difference between the heading angle and the first section angle is less than or equal to a first preset value, the heading angle is the angle between the heading angle of the second vehicle and the heading angle of the first vehicle, the heading angle is used to reflect the azimuth relationship between the second section and the first section, and the first section angle is one of the P section angles; or, Determining that a second condition is not satisfied, wherein the second condition is that an absolute value of a difference between the heading angle and the first section angle is greater than or equal to a second preset value, and the first section angle is one of the P section angles; The second preset value is greater than the first preset value, and the sum of the second preset value and the first preset value is a third preset value.

5. The method according to claim 1, characterized in that The first message includes: the first message includes: the heading angle of the second vehicle, the heading angle being used to reflect the orientation of the second road section; The map information further includes: P azimuths corresponding one-to-one to the P third road sections, the azimuths being used to indicate the directions of the third road sections; The determining that the second road section does not belong to the first road section and does not belong to the P third road sections includes: Determine that the third condition is not satisfied; wherein the third condition is that a first deviation value between the heading angle and the first azimuth angle is less than or equal to a first preset value, the first deviation value is an absolute value of a difference between the heading angle and the first azimuth angle, and the first azimuth angle is one of the P azimuth angles; or, Determining that a fourth condition is not satisfied, wherein the fourth condition is that a second deviation value between the heading angle and the first azimuth angle is greater than or equal to a second preset value; the second deviation value is used to indicate an absolute value of a difference between the heading angle and the first azimuth angle, the second deviation value is greater than the first deviation value, and the sum of the second deviation value and the first deviation value is a fourth preset value, and the first azimuth angle is one of the P azimuth angles; The second preset value is greater than the first preset value, and the sum of the second preset value and the first preset value is a third preset value.

6. The method according to any one of claims 2 to 5, characterized in that The curvature of the first road section is less than or equal to a preset curvature threshold, or the curvature radius of the first road section is greater than or equal to a preset curvature radius; The curvature of the P third road sections is less than or equal to the preset curvature threshold, or the curvature radius of the P third road sections is greater than or equal to the preset curvature radius.

7. The method according to claim 6, characterized in that Before determining that the second road section belongs to the first road section or the P third road sections, the method further includes: It is determined that the curvature of the second road section is less than or equal to the preset curvature threshold, or it is determined that the curvature radius of the second road section is greater than or equal to the preset curvature radius.

8. The method according to claim 6, characterized in that The method further comprises: If it is determined that the curvature of the second road section is greater than the preset curvature threshold, or if it is determined that the curvature radius of the second road section is less than the preset curvature radius, the first message is discarded.

9. The method according to claim 1, characterized in that: The first message includes: a second curvature direction and a second curvature radius corresponding to the second road section; The map information further includes: Q fourth curvature directions and Q fourth curvature radii corresponding one-to-one to the Q fourth road sections; wherein the Q fourth road sections belong to the P third road sections, and Q is a positive integer not greater than P; The determining that the second road section belongs to the P third road sections includes: Determining that a fifth condition is satisfied; wherein the fifth condition is that the second curvature direction is the same as the fifth curvature direction, and the fifth curvature direction is one of the Q fourth curvature directions; and, Determine that the sixth condition is satisfied; wherein the sixth condition is that the absolute value of the difference between the second radius of curvature and the fifth radius of curvature is less than or equal to a first preset value, and the fifth radius of curvature is one of the Q fourth radii of curvature.

10. The method according to claim 1, characterized in that The first message includes: a second curvature direction and a second curvature radius corresponding to the second road section; The determining that the second road section belongs to the first road section includes: Determine that the seventh condition is satisfied; wherein the seventh condition is that the second curvature direction is the same as the first curvature direction, and the first curvature direction is the curvature direction corresponding to the first road section; and, Determine that the eighth condition is met; wherein, the eighth condition is that the absolute value of the difference between the second radius of curvature and the first radius of curvature is less than or equal to a first preset value, and the first radius of curvature is the radius of curvature corresponding to the first road section.

11. A device, characterized in that: The system comprises at least one processor, wherein the at least one processor is coupled to at least one memory, and the at least one processor is used to read a program stored in the at least one memory to execute the method according to any one of claims 1 to 10.

12. A readable storage medium, characterized in that: The readable storage medium stores instructions, which, when executed on a device, enable the device to execute the method according to any one of claims 1 to 10.

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