Lane warning method and device, electronic equipment and storage medium

Abstract

The application provides a lane warning method and device, electronic equipment and a storage medium. The method comprises the following steps: receiving a first detection signal from a first detector and a second detection signal from a second detector; determining a vehicle detection result according to the triggering time and signal strength of the first detection signal and the second detection signal, wherein the vehicle detection result comprises detection of vehicle entry or non-detection of vehicle entry; and performing warning according to the vehicle detection result. The vehicle recognition accuracy is improved.

Description

Technical Field

[0001] This application relates to the field of alarm device technology, and in particular to a lane alarm method, device, electronic device and storage medium. Background Technology

[0002] Currently, some users install lane alarms at the intersections of their private driveways. These alarms alert homeowners when a vehicle enters their driveway, thus enhancing security at these intersections. Current lane alarm systems primarily detect vehicle presence by using a single passive infrared pyroelectric sensor (PIR sensor) to detect infrared radiation in the surrounding environment. However, vehicle identification using a single PIR sensor is susceptible to interference from environmental heat sources and struggles to distinguish between vehicles entering and leaving the lane. Therefore, improving the accuracy of vehicle identification is a critical technical challenge that needs to be addressed. Summary of the Invention

[0003] This application provides a lane alarm method, device, electronic device, and storage medium, which comprehensively determines whether a vehicle has entered the lane by combining the trigger time and signal strength of two detection signals obtained by dual PIR sensors, thereby improving the accuracy of vehicle identification.

[0004] In a first aspect, this application provides a lane alarm method, which is applied to the main control microcontroller of a lane alarm system. The lane alarm system further includes a first detector and a second detector. The first detector is used to detect infrared signals in a first area and a second area at the lane entrance, and the second detector is used to detect infrared signals in a second area and a third area within the lane. The method includes:

[0005] Receive a first detection signal from the first detector and a second detection signal from the second detector;

[0006] The vehicle detection result is determined based on the trigger time and signal strength of the first and second detection signals. The vehicle detection result includes whether a vehicle was detected entering or not.

[0007] An alarm will be triggered based on the vehicle inspection results.

[0008] As can be seen, in this application, the vehicle detection result is determined based on the trigger time and signal strength of the first detection signal and the second detection signal. In this way, the analysis of the signal strength of the two signals can effectively avoid interference to a single detector in complex environments. For example, it can effectively suppress false triggering caused by animal activities or airflow disturbances. The analysis of the trigger time of the two signals can effectively identify vehicle entry behavior, thereby improving the accuracy of vehicle identification.

[0009] In a feasible example, when the lane width is less than a preset distance, the vehicle detection result is determined based on the trigger time and signal strength of the first detection signal from the first detector and the second detection signal from the second detector, including:

[0010] Determine whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than the first similarity;

[0011] If the similarity between the signal strength of the first detection signal and the signal strength of the second detection signal is less than the first similarity, the vehicle detection result is determined to be no vehicle detected entering;

[0012] In response to the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal being greater than or equal to the first similarity, it is determined whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and whether the difference between the first trigger time and the second trigger time is within a first preset range.

[0013] In response to the first trigger time of the first detection signal being earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time being within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering.

[0014] In this application, when the lane width is less than a preset distance, the system first determines whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than a first similarity. This allows the system to determine whether the same moving heat source is continuously passing by based on waveform consistency. By directly determining that no vehicle has been detected when the similarity is less than the first similarity, misjudgments caused by discontinuous thermal disturbances are avoided. By further verifying that the first trigger time is earlier than the second trigger time and the time difference is within a first preset range when the similarity meets the condition, the rationality of the driving direction and speed is verified. Finally, by confirming the vehicle's entry when all conditions are met, the system can achieve the technical effect of suppressing discontinuous heat source interference and false alarms of reverse driving, thereby improving the accuracy of vehicle identification.

[0015] In a feasible example, the method also includes:

[0016] In response to the first trigger time of the first detection signal being earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time not being within the first preset range, the third detector is controlled to detect the lane. The third detector is used to detect the lane via microwave radar.

[0017] Receive the fifth detection signal from the third detector and determine whether a vehicle exists based on the fifth detection signal;

[0018] In response to the determination of the presence of a vehicle based on the fifth detection signal, the vehicle detection result is determined to be a vehicle detected entering;

[0019] In response to the determination that no vehicle exists based on the fifth detection signal, the vehicle detection result is determined to be no vehicle detected entering;

[0020] Since the first trigger time of the first detection signal is later than the second trigger time of the second detection signal, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0021] In this application, an active detection mechanism based on microwave radar is introduced as an auxiliary verification channel. When the initial judgment is not valid, a high-confidence verification method is initiated as needed. Combining the high sensitivity of microwave radar to metal vehicles and its anti-environment interference capability, the perception limitations of passive infrared sensors in complex thermal environments are compensated for. A heterogeneous sensing fusion architecture of "passive infrared + active microwave" is constructed to achieve accurate identification of vehicle targets and suppression of false alarms. This can achieve the technical effect of significantly improving the system's identification accuracy and operational reliability under uncertain conditions.

[0022] In a feasible example, determining the presence of a vehicle based on the fifth detection signal includes:

[0023] Determine whether an object has been detected based on the fifth detection signal;

[0024] In response to determining that an object has been detected, it is determined whether the object's position is located in the fourth region, which includes the third region and the fifth region. The fifth region is the area after the vehicle enters the lane and passes through the third region.

[0025] In response to the object's location being in the fourth region, the vehicle detection result is determined to be a vehicle detected entering.

[0026] If the object's position is not located in the fourth region, the vehicle detection result is determined to be no vehicle detected entering.

[0027] In response to determining that no object was detected, the vehicle detection result is determined to be no vehicle detected entering.

[0028] In this application, the presence of an object is initially determined by the fifth detection signal, and further verification is performed in conjunction with the object's position to eliminate other possible interference, thereby improving the accuracy of vehicle recognition.

[0029] In a feasible example, before determining whether the similarity between the signal intensity variation pattern of the first detection signal and the signal intensity variation pattern of the second detection signal is greater than the first similarity, the method further includes:

[0030] The signal intensity variation patterns of the first and second detection signals are analyzed to determine the number of fluctuation bands in the signal intensity variation patterns of the first and second detection signals.

[0031] In response to the fact that the number of fluctuation bands of the first detection signal is different from the number of fluctuation bands of the second detection signal, the first detection signal and the second detection signal are compared, and the first band of the first quantity is identified from the third detection signal. There is no band in the fourth detection signal whose similarity to the first band is greater than the second similarity. The third detection signal is the detection signal with a larger number of fluctuation bands between the first detection signal and the second detection signal. The fourth detection signal is the detection signal that is different from the third detection signal between the first detection signal and the second detection signal. The first quantity is the absolute value of the difference between the number of fluctuation bands of the first detection signal and the second detection signal.

[0032] The first band of the signal intensity variation pattern of the third detection signal is removed, and the signal intensity variation pattern after removal is fitted to obtain a new signal intensity variation pattern of the third detection signal.

[0033] In this application, when the number of bands in the signal intensity change patterns of the first and second detection signals is inconsistent, the signals are compared. The first number of first bands are identified from the third detection signal with a larger number of fluctuating bands. After removing them, the remaining signals are fitted to generate new signal intensity change patterns. This can locate and remove the mismatched fluctuation components caused by transient interference, effectively eliminate abnormal fluctuations caused by environmental interference in practical applications, improve the consistency of the waveforms of the dual-path detection signals, enhance the system's ability to distinguish between real vehicle entry behavior and local disturbances, and improve the accuracy of vehicle identification.

[0034] In a feasible example, when the lane width is greater than a preset distance, the vehicle detection result is determined based on the trigger time and signal strength of the first detection signal from the first detector and the second detection signal from the second detector, including:

[0035] Determine the signal peak value of at least one band in the signal intensity variation pattern of the first and second detection signals;

[0036] In response to the fact that at least one signal peak of the first detection signal and at least one signal peak of the second detection signal are single, it is determined whether the difference between the signal peak of the first detection signal and the signal peak of the second detection signal is within a second preset range;

[0037] In response to the difference between the peak value of the first detection signal and the peak value of the second detection signal being within a second preset range, it is determined whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and whether the difference between the first trigger time and the second trigger time is within the first preset range.

[0038] If the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time is within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering.

[0039] Since the first trigger time of the first detection signal is later than the second trigger time of the second detection signal, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0040] If the difference between the peak value of the first detection signal and the peak value of the second detection signal is not within the second preset range, the vehicle detection result is determined to be that no vehicle has been detected.

[0041] In this application, when the lane width is greater than a preset distance, the signal peak value is extracted by analyzing the signal intensity change pattern, and the difference between the signal peak values ​​is calculated and it is determined whether it is within a second preset range to verify the consistency of the heat source. For signals that meet the amplitude consistency, the trigger time sequence and time interval are further verified to confirm the rationality of the movement direction and speed. In this way, for application scenarios where the lane width is greater than the preset distance and there may be a large number of vehicles, judging by the signal peak value can reduce the computational burden of the main control microcontroller and improve the accuracy of vehicle recognition compared to judging by the signal intensity change pattern.

[0042] In a feasible example, the method also includes:

[0043] In response to at least one signal peak of the first detection signal or at least one signal peak of the second detection signal being multiple, determine whether there is a difference between the first signal peak and the second signal peak in the at least one signal peak of the second detection signal that is within a second preset range.

[0044] In response to at least one signal peak of the first detection signal, if the difference between the first signal peak and the second signal peak of at least one signal peak of the second detection signal is within a second preset range, determine whether the first timestamp corresponding to the first signal peak is earlier than the second timestamp corresponding to the second signal peak, and whether the difference between the first timestamp and the second timestamp is within the first preset range.

[0045] In response to the fact that the first timestamp corresponding to the first signal peak is earlier than the second timestamp corresponding to the second signal peak, and the difference between the first timestamp and the second timestamp is within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering.

[0046] In response to the fact that the first timestamp corresponding to the first signal peak is later than the second timestamp corresponding to the second signal peak, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0047] If, in response to at least one signal peak of the first detection signal, the difference between the first signal peak and the second signal peak of at least one signal peak of the second detection signal is not within a second preset range, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0048] In this application, when multiple signal peaks exist in the first or second detection signal, a multi-peak processing logic is activated. By searching for pairs of peaks in the first and second detection signals whose amplitude differences are within a second preset range, and verifying whether the order of their timestamps and time differences are within the first preset range when a matching peak pair exists, the logic determines whether a vehicle has been detected based on the verification results. In this way, when the lane is wide and there are many vehicles, the presence of a vehicle can be effectively identified, thus improving the accuracy of vehicle identification.

[0049] In a feasible example, the method also includes:

[0050] Receive rainfall data detected by the fourth detector;

[0051] The first similarity value is determined based on the amount of rainfall; the greater the rainfall, the lower the first similarity.

[0052] In this application, by introducing external environmental perception data and establishing a negative correlation adjustment mechanism between rainfall and waveform matching threshold, the system can appropriately relax the matching requirements when the signal is distorted in rainy weather. This achieves the technical effect of balancing the stability and anti-interference ability of vehicle recognition under complex weather conditions, and improving the robustness and practical reliability of the lane alarm device in variable weather.

[0053] Secondly, this application provides a lane warning device, which is applied to the main control microcontroller of a lane warning system. The lane warning system also includes a first detector and a second detector. The first detector is used to detect infrared signals in a first area and a second area at the lane entrance, and the second detector is used to detect infrared signals in a second area and a third area within the lane. The device includes:

[0054] A communication unit is used to receive a first detection signal from a first detector and a second detection signal from a second detector.

[0055] The processing unit is used to determine the vehicle detection result based on the trigger time and signal strength of the first detection signal and the second detection signal. The vehicle detection result includes whether a vehicle was detected entering or not.

[0056] The processing unit is also used to issue alarms based on vehicle detection results.

[0057] Thirdly, this application provides an electronic device including a processor, a memory, and a communication interface. The processor, memory, and communication interface are interconnected and perform communication with each other. The memory stores executable program code, the communication interface is used for wireless communication, and the processor is used to retrieve the executable program code stored in the memory and execute some or all of the steps described in any of the methods in the first aspect.

[0058] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements some or all of the steps described in the first aspect of this application.

[0059] Fifthly, this application provides a computer program product, including a computer program that, when processed and executed, implements some or all of the steps described in the first aspect of this application. The computer program product may be a software installation package. Attached Figure Description

[0060] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0061] Figure 1 This is a schematic diagram of the structure of a lane warning system provided in an embodiment of this application;

[0062] Figure 2 A schematic flowchart illustrating a lane alarm method provided in an embodiment of this application;

[0063] Figure 3 A schematic diagram of a lane structure provided in an embodiment of this application;

[0064] Figure 4 A flowchart illustrating another lane alarm method provided in an embodiment of this application;

[0065] Figure 5 This is a structural schematic diagram of a signal strength variation pattern provided in an embodiment of this application;

[0066] Figure 6 A schematic flowchart illustrating another lane alarm method provided in this application embodiment;

[0067] Figure 7 A functional unit block diagram of a lane warning device provided in this application embodiment;

[0068] Figure 8 A functional unit block diagram of another lane warning device provided in the embodiments of this application;

[0069] Figure 9 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0070] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0071] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps is not limited to the steps listed, but may optionally include steps not listed, or may optionally include other steps inherent to these processes, methods, products, or apparatuses.

[0072] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0073] Currently, lane departure warning systems primarily detect vehicle presence by using a single PIR sensor to detect infrared light in the surrounding environment. However, vehicle identification using a single PIR sensor is susceptible to interference from environmental heat sources, such as small animals crossing the road or summer heat waves, and it is also difficult to distinguish whether a vehicle is entering or leaving the lane.

[0074] Based on this, this application provides a lane warning method that determines whether a vehicle has entered a lane by comprehensively considering the trigger time and signal strength of two detection signals obtained from dual PIR sensors. This not only improves the accuracy of vehicle identification but also distinguishes whether a vehicle has entered a lane.

[0075] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of a lane warning system provided in an embodiment of this application, as shown below. Figure 1 As shown, the lane alarm system 100 includes a main control microcontroller 101, a first detector 102, a second detector 103, and a server 104.

[0076] The main control microcontroller 101 can be an embedded microcontroller unit used to receive and process signals from the first detector 102 and the second detector 103, and execute preset logic operations to generate control decisions. It can be used to comprehensively analyze the time series and intensity characteristics of the detection signals from the first detector 102 and the second detector 103 to determine whether a vehicle has entered the area and trigger an alarm. For example, the main control microcontroller 101 acquires the analog signals output by the detectors through a built-in analog-to-digital converter (ADC) and runs program code stored in flash memory to complete data analysis and judgment. The main control microcontroller 101 can be one or more of the following, including but not limited to an 8-bit microcontroller, a 32-bit ARM Cortex-M series microcontroller, and an enhanced microcontroller with DSP expansion capabilities.

[0077] Both the first detector 102 and the second detector 103 can be PIR sensors, used to detect infrared light in the surrounding environment to sense the presence of a vehicle. Server 104 can refer to a server used to connect the user terminal and the main control microcontroller 101. Server 104 can be a server, server cluster, cloud server, cloud computing service center, or other form of device with computing capabilities.

[0078] In this application, the main control microcontroller 101 receives a first detection signal from the first detector 102 and a second detection signal from the second detector 103. Then, it determines the vehicle detection result based on the trigger time and signal strength of the first and second detection signals, which includes whether a vehicle has been detected or not. Finally, it issues an alarm based on the vehicle detection result. This method, by comprehensively determining whether a vehicle has been detected using the trigger time and signal strength of the two detection signals obtained from the dual PIR sensors, not only improves the accuracy of vehicle identification but also distinguishes whether a vehicle has entered the area.

[0079] Based on this, the present application provides a lane alarm method, and the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0080] Example 1: The main process of the lane alarm method is described below.

[0081] Please see Figure 2 , Figure 2 This is a flowchart illustrating a lane alarm method provided in an embodiment of this application. The method is applied to the aforementioned main control microcontroller, such as... Figure 2 As shown, the method includes the following steps.

[0082] Step S201: Receive the first detection signal from the first detector and the second detection signal from the second detector.

[0083] The first detector detects changes in infrared signals in the first and second regions at the lane entrance to sense moving heat sources. It can detect heat source activity in the area near the lane entrance and generate a first detection signal for analysis by the main control microcontroller. In this embodiment, the first detector is based on the pyroelectric effect; when an object with a temperature change moves within the detection area, it causes a change in the surface charge of the sensor, which is then amplified to output an electrical signal. The second detector detects infrared signals in the second and third regions within the lane. It can detect the presence and movement of heat sources within the lane and outputs a second detection signal for comparison and analysis with the first detection signal.

[0084] The first region can be a spatial segment located at the outermost entrance of a private driveway. As the first sensing area a vehicle passes through before entering the driveway, it provides the initial detection location of the vehicle entry event and outputs an early trigger signal for timing analysis. In this embodiment, the first region is defined by the field of view boundary of the first detector, typically closer to the public road side, constituting the first heat source sensing point on the vehicle's entry path.

[0085] The second region can be an intermediate section between the lane entrance and the interior, falling within the detection range of both the first and second detectors. It can provide a common detection area that both detectors can respond to, enhancing the system's ability to confirm the persistent presence of a heat source. In one exemplary embodiment, the second region is jointly covered by the far-end detection range of the first detector and the near-end detection range of the second detector, forming a dual-detector overlapping sensing area.

[0086] The third region can be a spatial segment located within the lane, primarily covered by the second detector alone, and can be used as a follow-up detection point after the vehicle has entered the lane. In this embodiment, the third region is defined by the far-end detection field of view of the second detector and is located on the travel path after the vehicle has fully entered the lane. Furthermore, the third region and the second region form a progressive relationship within the lane, working together with the second detector to complete the final confirmation of the entry process.

[0087] For example, please refer to Figure 3, Figure 3 A schematic diagram of a lane structure is provided for an embodiment of this application, such as... Figure 3 As shown, a first detector 102 and a second detector 103 are installed on one side of the lane entrance. The first detector 102 is used to detect the infrared signals of the first area 301 and the second area 302 at the lane entrance, and the second detector 103 is used to detect the infrared signals of the second area 302 and the third area 303 within the lane.

[0088] The first detection signal can be an electrical signal output by the first detector after detecting changes in infrared radiation within its detection range. It can be used to reflect whether a moving heat source exists in the area where the first detector is located and the changes in its intensity. In a specific embodiment, when a heat source enters the first region or the second region, it causes a change in the charge of the pyroelectric element inside the first detector, which is then amplified and output as a pulse or analog waveform signal.

[0089] The second detection signal can be an electrical signal output by the second detector after detecting changes in infrared radiation within its detection range. It can be used to characterize the heat source activity state within the lane's interior area and for joint analysis with the first detection signal. In this embodiment, when a heat source enters the second or third area, it triggers the second detector to generate a corresponding electrical response signal, which is then transmitted to the main control microcontroller.

[0090] Receiving the first detection signal from the first detector and the second detection signal from the second detector can be achieved by the main control microcontroller monitoring the status output of the two detectors in real time via an I / O interface or communication bus. Specifically, when the peak values ​​of the signals from both detectors meet the corresponding peak value range for the vehicle, the current raw signal is transmitted to the main control microcontroller.

[0091] Step S202: Determine the vehicle detection result based on the trigger time and signal strength of the first detection signal and the second detection signal.

[0092] The trigger time can be the moment when the detector detects valid heat source activity, usually recorded as a system timestamp. It can be used to compare the order of occurrence of the first and second detection signals to determine the direction of heat source movement. In this embodiment, the main control microcontroller captures the rising edge of the signal or uses a polling mechanism to read the state change time. Furthermore, the trigger time and signal strength are jointly used in the vehicle entry determination logic; their combination can eliminate non-directional thermal disturbance interference.

[0093] Signal strength can be the amplitude and shape of the detector's output signal, which, combined with the trigger time, improves recognition accuracy. In one specific embodiment, the main control microcontroller samples the analog voltage value output by the detector through an analog-to-digital converter and quantizes it into a digital quantity for analysis. The vehicle detection result includes whether a vehicle has been detected or not.

[0094] The vehicle detection result is determined based on the trigger time and signal strength of the first and second detection signals. This can be achieved by the main control microcontroller comparing the timestamps and signal strengths of the two signals and judging whether there is any entry behavior according to preset logic rules. This can achieve accurate identification of the vehicle's direction of movement and behavior, reducing the false alarm rate.

[0095] Step S203: Issue an alarm based on the vehicle detection results.

[0096] The alarm function, triggered by vehicle detection results, can be activated by the main control microcontroller upon confirmation of a vehicle's entry into a private driveway. This could involve activating an alarm execution unit, such as a buzzer, lights, or a remote notification module. Furthermore, this operation can be achieved by using a relay to drive a local alarm with sound and light signals, or by sending information to a server via a wireless communication module, which then sends a push notification to the user's terminal. This allows for timely response and alerts to incidents of unauthorized vehicles entering private driveways.

[0097] In this application, the vehicle detection result is determined based on the trigger time and signal strength of the first detection signal and the second detection signal. By analyzing the signal strength of the two signals, interference to a single detector in complex environments can be effectively avoided. For example, false triggering caused by animal activity or airflow disturbance can be effectively suppressed. By analyzing the trigger time of the two signals, the vehicle entry behavior can be effectively identified, thereby improving the accuracy of vehicle identification.

[0098] Example 2: The lane warning method will be described in detail below based on the details of vehicle detection.

[0099] Please see Figure 4 , Figure 4 This is a flowchart illustrating another lane alarm method provided in an embodiment of this application. This method is applied to the aforementioned main control microcontroller, such as... Figure 4 As shown, the method includes the following steps.

[0100] Step S401: Receive the first detection signal from the first detector and the second detection signal from the second detector.

[0101] Step S402: If the width of the lane is less than a preset distance, determine whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than the first similarity.

[0102] The signal intensity variation pattern can be the amplitude change trend of the detection signal over time during the triggering process, manifested as a waveform feature composed of a continuous or discrete signal intensity sequence. This can be used to characterize the dynamic infrared response pattern when a moving heat source passes through the detection area, serving as a basis for determining whether the same object passes through continuously. For example, the signal intensity variation pattern can include, but is not limited to, one or more of the following: monotonically increasing, rising-then-falling, and pulse oscillation.

[0103] Under normal circumstances, the speeds of vehicles entering the lane and passing the first and second detectors should be similar. Therefore, the signal intensity changes of the first detection signal obtained from the first detector and the second detection signal obtained from the second detector should be similar. The first similarity can be a threshold index used to judge whether the two signal intensity change patterns are consistent, representing the minimum allowable matching degree. It can be used as a decision boundary condition to distinguish between the entry of a real vehicle and interference from other discontinuous heat sources.

[0104] Determining whether the similarity between the signal intensity variation patterns of the first and second detection signals is greater than a first similarity can be achieved by the main control microcontroller performing waveform matching analysis on the intensity sampling sequences of the two detection signals during the triggering period, outputting a similarity value, and comparing it with the first similarity. Furthermore, this operation can be implemented by calculating the normalized waveform similarity using the Pearson correlation coefficient, or by using the Dynamic Time Warping (DTW) algorithm to handle the matching of non-equal time duration sequences, thereby enabling the verification of the characteristic consistency of the same heat source continuously passing through two regions.

[0105] In step S403, in response to the fact that the similarity between the signal strength of the first detection signal and the signal strength of the second detection signal is less than the first similarity, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0106] Specifically, if the similarity between the signal strength of the first detection signal and the signal strength of the second detection signal is less than the first similarity, the main control microcontroller directly determines that the event is invalid and does not proceed to the subsequent timing judgment process. This can eliminate isolated signals caused by pedestrians, small animals, or transient heat sources, reducing the probability of false alarms.

[0107] Step S404: In response to the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal being greater than or equal to the first similarity, determine whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and whether the difference between the first trigger time and the second trigger time is within a first preset range.

[0108] The first trigger time can be the moment when the first detection signal first exceeds a set threshold, marking the time when the first detector detects a valid heat source. This can be used in the process of judging the rationality of the vehicle's driving direction and timing. The second trigger time can be the moment when the second detection signal first exceeds a set threshold, marking the time when the second detector responds to a valid heat source. This can be used in conjunction with the first trigger time to analyze the heat source's movement direction and the passage time interval. Generally, after entering the lane, the vehicle will directly pass through the sensing areas of the first and second detectors, and the vehicle's speed is usually relatively high. At this time, the difference between the trigger times of the first and second detection signals will be within a certain range. If this difference is large, it may be due to the passage of other interference sources.

[0109] The first preset range can be a time interval used to limit the effective range of the difference between the first trigger time and the second trigger time. This can be used to exclude unreasonable events caused by false signal triggering or abnormal delays. Specifically, the first preset range can be preset based on factors such as lane length and typical vehicle speed, and stored in the main control microcontroller program.

[0110] Determining whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal can be used to determine whether a vehicle has entered the area, while whether the difference between the first trigger time and the second trigger time is within a first preset range can be used to determine whether other interference sources are affecting the area.

[0111] In step S405, in response to the first trigger time of the first detection signal being earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time being within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering.

[0112] Specifically, if the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, it indicates that the vehicle is in the driving state. If the difference between the first trigger time and the second trigger time is within the first preset range, other unreasonable interference situations are excluded, and the vehicle detection result is "vehicle driving in detected".

[0113] In this embodiment, when the lane width is less than a preset distance, the system first determines whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than a first similarity. This allows the system to determine whether the same moving heat source is continuously passing by based on waveform consistency. By directly determining that no vehicle has been detected when the similarity is less than the first similarity, misjudgments caused by discontinuous thermal disturbances are avoided. By further verifying that the first trigger time is earlier than the second trigger time and the time difference is within a first preset range when the similarity meets the condition, the rationality verification of the driving direction and speed is achieved. Finally, by confirming the vehicle's entry when all conditions are met, the system can achieve the technical effect of suppressing discontinuous heat source interference and false alarms of reverse driving, and improving the accuracy of vehicle identification.

[0114] Optionally, the method further includes: responding to a first trigger time of the first detection signal being earlier than a second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time not being within a first preset range, controlling a third detector to detect the lane, the third detector being used to detect the lane via microwave radar; receiving a fifth detection signal from the third detector, and determining whether a vehicle exists based on the fifth detection signal; responding to determining the existence of a vehicle based on the fifth detection signal, determining the vehicle detection result as a vehicle entering; responding to determining the absence of a vehicle based on the fifth detection signal, determining the vehicle detection result as no vehicle entering; and responding to a first trigger time of the first detection signal being later than a second trigger time of the second detection signal, determining the vehicle detection result as no vehicle entering.

[0115] The third detector can be an active detection device based on microwave radar, used for non-contact target detection in the lane area. It can provide supplementary detection when dual PIR sensors cannot determine the vehicle's entry status, improving the system's decision confidence in fuzzy judgment scenarios. For example, the third detector can radiate high-frequency electromagnetic waves towards the lane using a built-in microwave transmitting unit and capture the reflected echo signal using a receiving unit, analyzing the presence of moving or stationary objects based on the Doppler effect or time-of-flight method. Furthermore, the third detector can work in conjunction with a main control microcontroller, initiating detection upon receiving control commands and feeding back the fifth detection signal for final vehicle detection result determination. For example, the third detector can be one or more of the following: 24GHz ISM band radar, 60GHz millimeter-wave radar, 77GHz automotive-grade radar, etc.

[0116] If the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and the difference between the first and second trigger times is not within the first preset range, one possible scenario is that the vehicle enters the first area and remains stationary, then proceeds to pass through the second and third areas after a period of time. In the signal strength waveform, the signal strength value begins to rise when the vehicle enters the first area, and begins to decrease when the vehicle decelerates and comes to a stop. When the vehicle restarts, the signal strength value rises again, reaches its peak, and then begins to decrease as the vehicle exits the second area. At this point, two signal segments are obtained. If the first signal is compared with the signal detected by the second detector, their signal strength changes may be similar, and the trigger time of the first detection signal is earlier than the trigger time of the second detection signal, but the difference between the two may not be within the first preset range. In this case, the main control microcontroller can control the third detector to detect the lane. After receiving the fifth detection signal from the third detector, the presence of a vehicle is determined based on the fifth detection signal.

[0117] The fifth detection signal is generated by processing the echo signal from the microwave radar module. It can be in the form of a digital switch signal, target distance information, or velocity vector. After acquiring the fifth detection signal through digital input or communication interface, the main control microcontroller analyzes its content to determine whether a valid target has been detected in the lane. Specifically, this can be achieved by analyzing the target distance data output by the radar module; if it is within a set range, it is considered that a vehicle is present. Alternatively, it can be achieved by reading the target flag bit in the radar status register and performing a binary judgment. This introduces a verification channel independent of the pyroelectric mechanism, enhancing the system's ability to confirm the presence of real vehicles.

[0118] In this embodiment, an active detection mechanism based on microwave radar is introduced as an auxiliary verification channel. When the initial judgment is not valid, a high-confidence verification method is activated as needed. Combining the high sensitivity of microwave radar to metal vehicles and its anti-environment interference capability, the perception limitations of passive infrared sensors in complex thermal environments are compensated for. A heterogeneous sensing fusion architecture of "passive infrared + active microwave" is constructed to achieve accurate identification of vehicle targets and suppression of false alarms. This can achieve the technical effect of significantly improving the system's identification accuracy and operational reliability under uncertain conditions.

[0119] Optionally, determining the presence of a vehicle based on the fifth detection signal includes: determining whether an object is detected based on the fifth detection signal; in response to determining that an object is detected, determining whether the object's position is located in a fourth region, the fourth region including the third region and the fifth region, the fifth region being the region after the vehicle enters the lane and passes through the third region; in response to the object's position being located in the fourth region, determining the vehicle detection result as a vehicle has been detected; in response to the object's position not being located in the fourth region, determining the vehicle detection result as no vehicle has been detected; and in response to determining that no object is detected, determining the vehicle detection result as no vehicle has been detected.

[0120] The object's position can be the specific coordinates or relative location of the target in space detected by the third detector. This can be used to determine whether the detected object is actually located within the critical area of ​​the lane, serving as the spatial basis for determining vehicle entry. In an exemplary embodiment, the object's position can be calculated by microwave radar using the flight time, phase difference, or Doppler shift of the echo signal, combined with the installation angle and detection direction calibration to obtain the target's spatial position.

[0121] Since the signal intensity changes of the first and second detection signals are similar at this time, and the trigger time of the first detection signal is earlier than that of the second detection signal, only the difference between the trigger time of the first and second detection signals is greater than the first preset range. If the vehicle has only stopped for a long time in the first area, since the second detector has already identified the vehicle and obtained the second detection signal, the vehicle should be in the fourth area at this time. The fourth area includes the third and fifth areas. The fourth area refers to the area in the lane after the vehicle enters from the lane entrance and passes through the third area.

[0122] Therefore, after determining that an object has been detected using the fifth detection signal, the system then determines whether the object's location is within the fourth region. If the object is located within the fourth region, the vehicle detection result is determined to be a detected vehicle entering the region. If the object is not located within the fourth region, there may be other interference, and the vehicle detection result is determined to be no vehicle entering the region. If the fifth detection signal determines that no object has been detected, the vehicle detection result is determined to be no vehicle entering the region.

[0123] In this embodiment, the presence of an object is initially determined by the fifth detection signal, and further verification is performed in conjunction with the object's position to eliminate other possible interference and improve the accuracy of vehicle recognition.

[0124] Optionally, before determining whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than a first similarity, the method further includes: analyzing the signal intensity change patterns of the first and second detection signals to determine the number of undulating bands in the signal intensity change patterns of the first and second detection signals; in response to the fact that the number of undulating bands of the first detection signal is different from the number of undulating bands of the second detection signal, comparing the first and second detection signals, and identifying a first number of first bands from the third detection signal, wherein there are no bands in the fourth detection signal whose similarity to the first band is greater than a second similarity, the third detection signal is the detection signal with a larger number of undulating bands in the first and second detection signals, the fourth detection signal is the detection signal that is different from the third detection signal in the first and second detection signals, and the first number is the absolute value of the difference between the number of undulating bands of the first and second detection signals; removing the first bands from the signal intensity change pattern of the third detection signal, and fitting the removed signal intensity change pattern to obtain a new signal intensity change pattern of the third detection signal.

[0125] The number of fluctuation bands can be the number of identifiable local fluctuation cycles in the signal intensity change pattern. Each fluctuation band corresponds to a clear rise and fall process, which can be used to quantify the continuity and stability of heat source activity in the detection signal, serving as a basis for judging whether there are interference fluctuations. In a specific embodiment, the number of fluctuation bands can be determined by detecting extreme points (peak and valley values) in the signal sequence, counting the complete fluctuation formed by adjacent peaks and valleys as one fluctuation band, and counting the total number.

[0126] Analyzing the signal intensity variation patterns of the first and second detection signals to determine the number of fluctuating wavebands in their patterns can be achieved by the microcontroller detecting extreme points in the intensity sampling sequences of the two signals, dividing them into complete rise-fall cycles, and counting them. Furthermore, this operation can be implemented by using a peak detection algorithm combined with a set amplitude threshold to filter valid fluctuations, or by using zero-crossing and slope change to jointly determine fluctuation boundaries, thereby obtaining structured differences in the dynamic characteristics of the two signals.

[0127] In response to the difference in the number of fluctuation bands between the first and second detection signals, the first and second detection signals are compared, and a first number of first bands are identified from the third detection signal. The third detection signal is the detection signal with a larger number of fluctuation bands between the first and second detection signals. The fourth detection signal does not contain any bands whose similarity to the first band is greater than the second similarity. The fourth detection signal is the detection signal that is different from the third detection signal between the first and second detection signals, and the first number is the absolute value of the difference between the number of fluctuation bands of the first and second detection signals.

[0128] At this point, the third and fourth detection signals can be divided into multiple sub-bands using a sliding window or segmented comparison method. For example, based on the peak value of a band, two corresponding valley values ​​can be determined, and then a complete band can be extracted based on the two valley values. Understandably, if there is no other interference and both the first and second detectors are single-element PIR sensors, the first and second detection signals should have only one band when only one vehicle passes by. When two vehicles pass by adjacent to each other, the first and second detection signals may each have two bands. However, if the first detection signal includes three bands and the second detection signal includes two bands, then interference signals may exist in the first detection signal. In this case, the bands in the first and second detection signals can be extracted separately, and the similarity between the three bands in the first detection signal and the two bands in the second detection signal can be calculated. If the similarity between the third band in the first detection signal and the two bands in the second detection signal is less than or equal to the second similarity, then the third band is identified as the first band. For example, the similarity calculation in this application may use correlation coefficient, Euclidean distance, etc. as the calculation method.

[0129] In this embodiment, the new signal intensity variation pattern can be obtained by removing the first band that is determined to be interference in the third detection signal and then connecting the remaining effective bands to form a continuous pattern using interpolation or smooth fitting algorithms.

[0130] Optionally, the first band in the signal intensity variation pattern of the third detection signal can be removed. This can be done by marking and deleting the time period data corresponding to the first band identified as interference from the data sequence. Further, this operation can be achieved by directly truncating the data points of the corresponding time period, or by replacing the original band data with the mean of background noise to maintain temporal continuity. This can eliminate abnormal fluctuations affecting waveform consistency and improve signal purity. The removed signal intensity variation pattern is then fitted to obtain a new signal intensity variation pattern for the third detection signal. This can be achieved by performing mathematical modeling and interpolation on the remaining effective band data points to generate a smooth and continuous new signal curve.

[0131] For example, please refer to Figure 5 , Figure 5 This is a structural schematic diagram of a signal intensity variation pattern provided in an embodiment of this application, such as... Figure 5 As shown, the diagram includes regions a, b, and c. Region a represents the signal intensity variation of the fourth detection signal, and region b represents the signal intensity variation of the third detection signal. It can be seen that the fourth detection signal comprises two bands, and the third detection signal comprises three bands. By identifying the last band of the third detection signal as the first band and removing it, a new signal intensity variation pattern for the third detection signal is obtained, as shown in region c.

[0132] In this embodiment, when the number of bands in the signal intensity change patterns of the first and second detection signals is inconsistent, the signals are compared. The first number of first bands are identified from the third detection signal with a larger number of fluctuating bands. After removing them, the remaining signals are fitted to generate new signal intensity change patterns. This can locate and remove the non-matching fluctuation components caused by transient interference. In practical applications, this can effectively eliminate abnormal fluctuations caused by environmental interference, improve the consistency of the waveforms of the dual-path detection signals, enhance the system's ability to distinguish between real vehicle entry behavior and local disturbances, and improve the accuracy of vehicle identification.

[0133] Optionally, the method further includes: receiving rainfall detected by a fourth detector; and determining a first similarity value based on the amount of rainfall, wherein the greater the rainfall, the lower the first similarity.

[0134] The fourth detector can be a sensor device used to monitor environmental rainfall conditions, providing real-time meteorological data input to dynamically adjust the judgment parameters of the lane warning system. For example, the fourth detector can detect precipitation activity through raindrop impact sensing, changes in conductivity, or optical scattering principles, and convert rainfall intensity into a measurable analog or digital signal. Furthermore, the fourth detector can be one or more of, but not limited to, mechanical vibration rain sensors, capacitive rain sensors, and infrared transmission rain sensors.

[0135] Rainfall can be defined as the cumulative amount of rainwater falling on a horizontal surface per unit time. It can be used to characterize the intensity level of precipitation in the current weather and as a parameter to adjust the threshold for determining the similarity of signal intensity change patterns, thus mitigating environmental interference. In this embodiment, the rainfall is sensed by a fourth detector through a physical interaction process, and the corresponding value is output in the form of voltage, frequency, or digital encoding.

[0136] The first similarity is a threshold index used to determine whether the intensity change patterns of two signals are consistent. It represents the minimum allowable matching degree and can be used to adaptively adjust the waveform matching sensitivity of vehicle recognition under different weather conditions to balance the risks of false alarms and false alarms. Since the first and second detectors are used to detect infrared light in the surrounding environment to sense the presence of vehicles, rainfall may affect the detection of infrared light, and the impact will increase with the amount of rainfall. Based on this, in this embodiment, the main control microcontroller adjusts the value of the first similarity based on the received rainfall information and by looking up a table from a preset mapping relationship or by calculating a formula. The greater the rainfall, the lower the set value of the first similarity.

[0137] For example, this operation can be achieved by using a linear function relationship to gradually lower the first similarity as rainfall increases, or by using a segmented threshold strategy to set different similarity standards for light rain, moderate rain, and heavy rain conditions, thereby enabling the recognition logic to adapt to the level of environmental noise and maintain effective detection capability in rainy weather.

[0138] In this embodiment, by introducing external environmental perception data and establishing a negative correlation adjustment mechanism between rainfall and waveform matching threshold, the system can appropriately relax the matching requirements when the signal is distorted in rainy weather. This achieves the technical effect of balancing the stability and anti-interference ability of vehicle recognition under complex weather conditions, and improving the robustness and practical reliability of the lane alarm device in variable weather.

[0139] Step S406: Issue an alarm based on the vehicle detection results.

[0140] Example 3: The lane warning method will be described in detail below, also based on the details of vehicle detection.

[0141] Please see Figure 6 , Figure 6 This is a flowchart illustrating another lane alarm method provided in an embodiment of this application. The method is applied to the aforementioned main control microcontroller, such as... Figure 6 As shown, the method includes the following steps.

[0142] Step S601: Receive the first detection signal from the first detector and the second detection signal from the second detector.

[0143] Step S602: When the width of the lane is greater than a preset distance, determine the signal peak value of at least one band in the signal intensity change pattern of the first detection signal and the second detection signal.

[0144] In situations where the lane width exceeds a preset distance, multiple vehicles may frequently pass simultaneously. If vehicle identification were still based on signal strength variations, the computational burden on the microcontroller would be significant. In such cases, vehicle identification can be performed solely based on the peak value of the detected signal, further reducing the computational load on the microcontroller.

[0145] The signal peak value can be a local maximum point appearing in the signal intensity change pattern. The signal peak value can be extracted from the sampled data using a sliding window comparison method or a derivative zero-crossing detection algorithm. In this embodiment, the signal peak value, together with the trigger time, constitutes a dual verification parameter for both direction and pattern.

[0146] Step S603: In response to the fact that at least one signal peak of the first detection signal and at least one signal peak of the second detection signal are single, determine whether the difference between the signal peak of the first detection signal and the signal peak of the second detection signal is within a second preset range.

[0147] In this embodiment, the signal peak value refers to the peak value of each band in the signal intensity variation pattern. That is, if the signal intensity variation pattern of the first detection signal includes multiple bands, then there are multiple signal peak values. The second preset range can be a numerical range used to determine whether the amplitude difference between the peak values ​​of two detection signals is within a reasonable range. It can be used to eliminate false judgments caused by asymmetrical heating, obstruction, reflection, or different heat sources triggering the two detectors separately. For example, the second preset range can be obtained by calibration based on detector sensitivity consistency tests and typical vehicle thermal radiation distribution experiments, and written into the control logic. Specifically, it can also be combined with different lane widths, that is, the difference in peak values ​​when a vehicle enters different lanes. This can take into account the situation where the minimum distance between the vehicle and the first and second detectors is different due to lane switching while the vehicle is driving, resulting in different detected peak values.

[0148] Determining whether the difference between the peak values ​​of the first and second detection signals falls within a second preset range can be achieved by calculating the amplitude difference between the two peak values ​​and comparing it with the upper and lower limits of the pre-stored second preset range. Furthermore, this operation can be implemented using an absolute difference comparison method or by introducing normalization processing followed by relative error judgment. This achieves the technical effect of verifying the consistency of the responses of the two detectors, ensuring that the heat source is the same target and passes through the dual detection zone in a normal posture.

[0149] Step S604: In response to the difference between the signal peak value of the first detection signal and the signal peak value of the second detection signal being within a second preset range, determine whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and whether the difference between the first trigger time and the second trigger time is within the first preset range.

[0150] In step S605, in response to the first trigger time of the first detection signal being earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time being within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering.

[0151] In step S606, in response to the first trigger time of the first detection signal being later than the second trigger time of the second detection signal, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0152] In step S607, in response to the difference between the peak value of the first detection signal and the peak value of the second detection signal not being within the second preset range, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0153] In this embodiment, when the lane width is greater than a preset distance, the signal peak value is extracted by analyzing the signal intensity change pattern, and the difference between the signal peak values ​​is calculated and it is determined whether it is within a second preset range to verify the consistency of the heat source. For signals that meet the amplitude consistency, the trigger time sequence and time interval are further verified to confirm the rationality of the movement direction and speed. In this way, for application scenarios where the lane width is greater than the preset distance and there may be a large number of vehicles, judging by the signal peak value can reduce the computational burden of the main control microcontroller and improve the accuracy of vehicle recognition compared to judging by the signal intensity change pattern.

[0154] Optionally, if the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time is not within the first preset range, further verification can be performed using a third detector in accordance with the method shown in the aforementioned embodiments. Further details will not be elaborated here.

[0155] Optionally, the method further includes: responding to at least one signal peak of the first detection signal or at least one signal peak of the second detection signal being multiple, determining whether there exists a difference between a first signal peak and a second signal peak among the at least one signal peak of the second detection signal that falls within a second preset range; responding to the at least one signal peak of the first detection signal, determining whether a first timestamp corresponding to the first signal peak is earlier than a second timestamp corresponding to the second signal peak, and whether the first timestamp and the second timestamp... The vehicle detection result is determined as follows: whether the difference between the two signals is within a first preset range; if the first timestamp corresponding to the first signal peak is earlier than the second timestamp corresponding to the second signal peak, and the difference between the first timestamp and the second timestamp is within the first preset range, the vehicle detection result is determined as a vehicle has been detected; if the first timestamp corresponding to the first signal peak is later than the second timestamp corresponding to the second signal peak, the vehicle detection result is determined as no vehicle has been detected; if, among at least one signal peak of the first detection signal, there is no difference between the first signal peak and the second signal peak among at least one signal peak of the second detection signal that is within the second preset range, the vehicle detection result is determined as no vehicle has been detected.

[0156] The timestamp can be a precise time identifier recorded by the system for the moment a specific event occurs. It can be used to achieve precise timing of key signal nodes and support cross-signal timing relationship analysis. Optionally, the timestamp can be provided by a timer built into the detector or a real-time clock module, automatically marking the signal when a feature point is triggered. The reason why this embodiment judges the timeliness based on the timestamp of each signal peak is to take into account the possibility of overtaking when multiple vehicles enter simultaneously within the detector's detection area. That is, vehicle A enters later than vehicle B in the detection area of ​​the first detector, but enters earlier than vehicle B in the detection area of ​​the second detector.

[0157] Therefore, the first timestamp can be the time record corresponding to the occurrence of the first signal peak, representing the system moment when the peak occurred, and can be used to determine the specific time point when the heat source passes through the first detection area. The second timestamp can be the system time marker when the second signal peak occurs, reflecting the response time of the heat source in the second detection area, and can be used as the time basis for the heat source entering the lane interior area, jointly verifying the continuity of motion with the first timestamp. At this point, it is only necessary to satisfy the following conditions: there exists a first signal peak that matches the second signal peak in the peaks of the first detection signal; the first timestamp of the first signal peak is earlier than the second timestamp of the second signal peak; and the difference between the first timestamp and the second timestamp is within a first preset range, to determine that at least one vehicle has entered.

[0158] The above operation can be performed by the system traversing all possible cross-detector peak combinations under multi-peak conditions, searching for pairs whose amplitude differences fall within a second preset range; once found, the corresponding timestamp is extracted for sequence and time difference determination. Furthermore, this operation can be achieved by using a double loop structure to traverse all peak pairs and perform conditional filtering, or by introducing a priority mechanism to prioritize the strongest peak for matching attempts. This allows for accurate identification of real vehicle targets under non-ideal signal conditions, improving the system's robustness in edge scenarios. Finally, if a peak pair exists that satisfies amplitude matching, correct temporal order, and reasonable time difference, the system outputs the result that a vehicle has entered; otherwise, it outputs the result that no vehicle has entered.

[0159] In this embodiment, when multiple signal peaks exist in the first or second detection signal, multi-peak processing logic is activated. By searching for pairs of peaks in the first and second detection signals whose amplitude differences are within a second preset range, and verifying whether the order of their timestamps and time differences are within a first preset range when a matching peak pair exists, it is determined whether a vehicle has been detected based on the verification results. In this way, when the lane is wide and there are many vehicles, the presence of a vehicle can be effectively identified, improving the accuracy of vehicle identification.

[0160] Step S608: Issue an alarm based on the vehicle detection results.

[0161] For embodiments consistent with those shown above, please refer to... Figure 7 , Figure 7 This is a functional unit block diagram of a lane alarm device provided in an embodiment of this application. The lane alarm device is the aforementioned main control microcontroller or a part of the main control microcontroller, such as... Figure 7 As shown, the lane warning device 70 includes:

[0162] The communication unit 701 is used to receive a first detection signal from the first detector and a second detection signal from the second detector.

[0163] The processing unit 702 is used to determine the vehicle detection result based on the trigger time and signal strength of the first detection signal and the second detection signal. The vehicle detection result includes whether a vehicle was detected entering or not.

[0164] The processing unit 702 is also used to issue an alarm based on the vehicle detection results.

[0165] In one feasible embodiment, when the lane width is less than a preset distance, the processing unit 702 is specifically configured to: determine the vehicle detection result based on the trigger time and signal strength of the first detection signal from the first detector and the second detection signal from the second detector;

[0166] Determine whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than the first similarity;

[0167] If the similarity between the signal strength of the first detection signal and the signal strength of the second detection signal is less than the first similarity, the vehicle detection result is determined to be no vehicle detected entering;

[0168] In response to the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal being greater than or equal to the first similarity, it is determined whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and whether the difference between the first trigger time and the second trigger time is within a first preset range.

[0169] In response to the first trigger time of the first detection signal being earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time being within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering.

[0170] In one feasible embodiment, the processing unit 702 is further configured to:

[0171] In response to the first trigger time of the first detection signal being earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time not being within the first preset range, the third detector is controlled to detect the lane. The third detector is used to detect the lane via microwave radar.

[0172] Receive the fifth detection signal from the third detector and determine whether a vehicle exists based on the fifth detection signal;

[0173] In response to the determination of the presence of a vehicle based on the fifth detection signal, the vehicle detection result is determined to be a vehicle detected entering;

[0174] In response to the determination that no vehicle exists based on the fifth detection signal, the vehicle detection result is determined to be no vehicle detected entering;

[0175] Since the first trigger time of the first detection signal is later than the second trigger time of the second detection signal, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0176] In one feasible embodiment, in determining the presence of a vehicle based on the fifth detection signal, the processing unit 702 is specifically configured to:

[0177] Determine whether an object has been detected based on the fifth detection signal;

[0178] In response to determining that an object has been detected, it is determined whether the object's position is located in the fourth region, which includes the third region and the fifth region. The fifth region is the area after the vehicle enters the lane and passes through the third region.

[0179] In response to the object's location being in the fourth region, the vehicle detection result is determined to be a vehicle detected entering.

[0180] If the object's position is not located in the fourth region, the vehicle detection result is determined to be no vehicle detected entering.

[0181] In response to determining that no object was detected, the vehicle detection result is determined to be no vehicle detected entering.

[0182] In a feasible embodiment, before determining whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than the first similarity, the processing unit 702 is further configured to:

[0183] The signal intensity variation patterns of the first and second detection signals are analyzed to determine the number of fluctuation bands in the signal intensity variation patterns of the first and second detection signals.

[0184] In response to the fact that the number of fluctuation bands of the first detection signal is different from the number of fluctuation bands of the second detection signal, the first detection signal and the second detection signal are compared, and the first band of the first quantity is identified from the third detection signal. There is no band in the fourth detection signal whose similarity to the first band is greater than the second similarity. The third detection signal is the detection signal with a larger number of fluctuation bands between the first detection signal and the second detection signal. The fourth detection signal is the detection signal that is different from the third detection signal between the first detection signal and the second detection signal. The first quantity is the absolute value of the difference between the number of fluctuation bands of the first detection signal and the second detection signal.

[0185] The first band of the signal intensity variation pattern of the third detection signal is removed, and the signal intensity variation pattern after removal is fitted to obtain a new signal intensity variation pattern of the third detection signal.

[0186] In one feasible embodiment, when the lane width is greater than a preset distance, the processing unit 702 is specifically configured to: determine the vehicle detection result based on the triggering time and signal strength of the first detection signal from the first detector and the second detection signal from the second detector;

[0187] Determine the signal peak value of at least one band in the signal intensity variation pattern of the first and second detection signals;

[0188] In response to the fact that at least one signal peak of the first detection signal and at least one signal peak of the second detection signal are single, it is determined whether the difference between the signal peak of the first detection signal and the signal peak of the second detection signal is within a second preset range;

[0189] In response to the difference between the peak value of the first detection signal and the peak value of the second detection signal being within a second preset range, it is determined whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and whether the difference between the first trigger time and the second trigger time is within the first preset range.

[0190] If the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time is within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering.

[0191] Since the first trigger time of the first detection signal is later than the second trigger time of the second detection signal, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0192] If the difference between the peak value of the first detection signal and the peak value of the second detection signal is not within the second preset range, the vehicle detection result is determined to be that no vehicle has been detected.

[0193] In one feasible embodiment, the processing unit 702 is further configured to:

[0194] In response to at least one signal peak of the first detection signal or at least one signal peak of the second detection signal being multiple, determine whether there is a difference between the first signal peak and the second signal peak in the at least one signal peak of the second detection signal that is within a second preset range.

[0195] In response to at least one signal peak of the first detection signal, if the difference between the first signal peak and the second signal peak of at least one signal peak of the second detection signal is within a second preset range, determine whether the first timestamp corresponding to the first signal peak is earlier than the second timestamp corresponding to the second signal peak, and whether the difference between the first timestamp and the second timestamp is within the first preset range.

[0196] In response to the fact that the first timestamp corresponding to the first signal peak is earlier than the second timestamp corresponding to the second signal peak, and the difference between the first timestamp and the second timestamp is within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering.

[0197] In response to the fact that the first timestamp corresponding to the first signal peak is later than the second timestamp corresponding to the second signal peak, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0198] If, in response to at least one signal peak of the first detection signal, the difference between the first signal peak and the second signal peak of at least one signal peak of the second detection signal is not within a second preset range, the vehicle detection result is determined to be that no vehicle has been detected entering.

[0199] In one feasible embodiment, the communication unit 701 is further configured to: receive rainfall detected by the fourth detector;

[0200] The processing unit 702 is also configured to: determine the value of the first similarity based on the amount of rainfall, wherein the greater the amount of rainfall, the lower the first similarity.

[0201] It is understood that since the method embodiments and the device embodiments are different presentations of the same technical concept, the content of the method embodiment section in this application should be adapted to the device embodiment section in a synchronous manner, and will not be repeated here.

[0202] When using integrated units, such as Figure 8 As shown, Figure 8 This is a block diagram of the functional units of another lane warning device provided in an embodiment of this application. Figure 8 In this design, the lane warning device 70 includes a processing module 812 and a communication module 811. The processing module 812 controls and manages the operation of the lane warning device 70, for example, the steps of the processing unit 702, and / or performs other processes according to the techniques described herein. The communication module 811 supports interaction between the lane warning device 70 and other devices, for example, the steps of the communication unit 701. Figure 8 As shown, the lane warning device 70 may also include a storage module 813, which is used to store the program code and data of the lane warning device 70.

[0203] The processing module 812 can be a processor or controller, such as a central processing unit (CPU), a general-purpose processor, a digital signal processor (DSP), an ASIC, an FPGA, or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor can also be a combination that implements computational functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc. The communication module 811 can be a transceiver, RF circuitry, or a communication interface, etc. The storage module 813 can be a memory.

[0204] All relevant content in each scenario involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here. The lane alarm device 70 described above can all perform the above... Figure 2 The lane alarm method shown.

[0205] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer programs are loaded or executed on a computer, all or part of the processes or functions according to the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. Computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. A computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more sets of available media. Available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media. Semiconductor media can be solid-state drives.

[0206] Figure 9 This is a structural block diagram of an electronic device provided in an embodiment of this application. Figure 9 As shown, the electronic device 900 may include one or more of the following components: processor 901, memory 902 and communication interface 903. The processor 901, memory 902 and communication interface 903 are interconnected and perform communication between them. The memory 902 may store one or more computer programs. The one or more computer programs may be configured to implement the methods described in the above embodiments when executed by one or more processors 901.

[0207] Processor 901 may include one or more processing cores. Processor 901 connects to various parts within the electronic device 900 using various interfaces and lines, and performs various functions and processes data of the electronic device 900 by running or executing instructions, programs, code sets, or instruction sets stored in memory 902, and by calling data stored in memory 902. Optionally, processor 901 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). Processor 901 may integrate one or more of a Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. It is understood that the aforementioned modem may also not be integrated into processor 901, but may be implemented separately through a communication chip.

[0208] The memory 902 may include random access memory (RAM) or read-only memory (ROM). The memory 902 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 902 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as touch functionality, sound playback functionality, image playback functionality, etc.), and instructions for implementing the various method embodiments described above. The data storage area may also store data created by the electronic device 900 during use.

[0209] It is understood that the electronic device 900 may include more or fewer structural elements than those shown in the above block diagram, such as a power module, physical buttons, WiFi (Wireless Fidelity) module, speaker, Bluetooth module, sensor, etc., without limitation.

[0210] The aforementioned electronic device 900 may be a main control microcontroller or a part of a main control microcontroller.

[0211] This application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements some or all of the steps of any of the lane alarm methods described in the above method embodiments.

[0212] This application also provides a computer program product, including a computer program that, when executed by a processor, implements some or all of the steps of any of the lane warning methods described in the above method embodiments. This computer program product can be a software installation package.

[0213] It should be noted that, for the sake of simplicity, each of the aforementioned lane warning method embodiments is described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to this application.

[0214] Although this application has been described herein in conjunction with various embodiments, those skilled in the art, by reviewing the accompanying drawings, disclosure, and appended claims, will understand and implement other variations of the disclosed embodiments in carrying out the claimed application. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "an" does not exclude multiple instances. While different dependent claims may recite certain measures, this does not mean that these measures cannot be combined to produce a good effect.

[0215] Those skilled in the art will understand that all or part of the steps in the various method embodiments of any of the above lane alarm methods can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage device, which may include: a flash drive, a read-only memory (ROM), a random access memory (RAM), a disk, or an optical disk, etc.

[0216] The embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of a lane alarm method, device, electronic device, and storage medium of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and its core ideas of this application. At the same time, for those skilled in the art, based on the ideas of a lane alarm method, device, electronic device, and storage medium of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

[0217] This application is described with reference to flowchart illustrations and / or block diagrams of methods, hardware products, and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0218] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0219] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0220] It is understood that any product that is controlled or configured to perform the processing method described in the flowchart of the method embodiment of the lane alarm method of this application, such as the terminal and computer program product of the above flowchart, falls within the scope of the related products described in this application.

[0221] Obviously, those skilled in the art can make various modifications and variations to the lane alarm method, device, electronic device, and storage medium provided in this application without departing from the spirit and scope of this application. Therefore, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application also intends to include these modifications and variations.

Claims

1. A lane warning method, characterized in that, The method is applied to the main control microcontroller of a lane alarm system. The lane alarm system further includes a first detector and a second detector. The first detector is used to detect infrared signals in a first area and a second area at the lane entrance, and the second detector is used to detect infrared signals in a second area and a third area within the lane. The method includes: Receive a first detection signal from the first detector and a second detection signal from the second detector; The vehicle detection result is determined based on the trigger time and signal strength of the first detection signal and the second detection signal, and the vehicle detection result includes whether a vehicle was detected entering or not. An alarm will be triggered based on the vehicle detection results. Wherein, when the width of the lane is less than a preset distance, determining the vehicle detection result based on the trigger time and signal strength of the first detection signal from the first detector and the second detection signal from the second detector includes: Determine whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than the first similarity; If the similarity between the signal strength of the first detection signal and the signal strength of the second detection signal is less than the first similarity, the vehicle detection result is determined to be no vehicle detected entering; In response to the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal being greater than or equal to a first similarity, it is determined whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and whether the difference between the first trigger time and the second trigger time is within a first preset range; If the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time is within a first preset range, then the vehicle detection result is determined to be that a vehicle has been detected entering. Before determining whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than a first similarity, the method further includes: The signal intensity variation patterns of the first and second detection signals are analyzed to determine the number of fluctuation bands in the signal intensity variation patterns of the first and second detection signals. In response to the fact that the number of fluctuation bands of the first detection signal is different from the number of fluctuation bands of the second detection signal, the first detection signal and the second detection signal are compared, and a first number of first bands are identified from the third detection signal. There are no bands in the fourth detection signal whose similarity to the first band is greater than the second similarity. The third detection signal is the detection signal with a larger number of fluctuation bands among the first detection signal and the second detection signal. The fourth detection signal is the detection signal that is different from the third detection signal among the first detection signal and the second detection signal. The first number is the absolute value of the difference between the number of fluctuation bands of the first detection signal and the second detection signal. The first band in the signal intensity variation pattern of the third detection signal is removed, and the signal intensity variation pattern after removal is fitted to obtain a new signal intensity variation pattern of the third detection signal.

2. The method according to claim 1, characterized in that, The method further includes: In response to the first trigger time of the first detection signal being earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time not being within a first preset range, the third detector is controlled to detect the lane, the third detector being used to detect the lane via microwave radar; Receive the fifth detection signal from the third detector, and determine whether a vehicle exists based on the fifth detection signal; In response to determining the presence of a vehicle based on the fifth detection signal, the vehicle detection result is determined to be that a vehicle has been detected entering; In response to determining that no vehicle exists based on the fifth detection signal, the vehicle detection result is determined to be no vehicle detected entering; In response to the first trigger time of the first detection signal being later than the second trigger time of the second detection signal, the vehicle detection result is determined to be that no vehicle has been detected entering.

3. The method according to claim 2, characterized in that, The step of determining whether a vehicle exists based on the fifth detection signal includes: Whether an object has been detected is determined based on the fifth detection signal; In response to determining that an object has been detected, it is determined whether the position of the object is located in a fourth region, the fourth region including a third region and a fifth region, the fifth region being the region after the vehicle enters the lane and passes through the third region; In response to the object being located in the fourth region, the vehicle detection result is determined to be a vehicle detected entering. In response to the fact that the object's position is not located in the fourth region, the vehicle detection result is determined to be that no vehicle has been detected entering. In response to determining that no object was detected, the vehicle detection result is determined to be that no vehicle was detected entering.

4. The method according to claim 1, characterized in that, When the width of the lane is greater than a preset distance, determining the vehicle detection result based on the trigger time and signal strength of the first detection signal from the first detector and the second detection signal from the second detector includes: Determine the signal peak value of at least one band in the signal intensity variation pattern of the first and second detection signals; In response to the fact that at least one signal peak of the first detection signal and at least one signal peak of the second detection signal are single, it is determined whether the difference between the signal peak of the first detection signal and the signal peak of the second detection signal is within a second preset range; In response to the difference between the peak value of the first detection signal and the peak value of the second detection signal being within a second preset range, it is determined whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and whether the difference between the first trigger time and the second trigger time is within a first preset range; In response to the fact that the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time is within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering; In response to the fact that the first trigger time of the first detection signal is later than the second trigger time of the second detection signal, the vehicle detection result is determined to be that no vehicle has been detected entering; If the difference between the peak value of the first detection signal and the peak value of the second detection signal is not within a second preset range, the vehicle detection result is determined to be that no vehicle has been detected.

5. The method according to claim 4, characterized in that, The method further includes: In response to the presence of at least one signal peak of the first detection signal or multiple signal peaks of the second detection signal, determine whether there exists a first signal peak among the at least one signal peak of the first detection signal and a second signal peak among the at least one signal peak of the second detection signal that is within the second preset range; In response to at least one signal peak of the first detection signal, if the difference between the first signal peak and the second signal peak of at least one signal peak of the second detection signal is within the second preset range, determine whether the first timestamp corresponding to the first signal peak is earlier than the second timestamp corresponding to the second signal peak, and whether the difference between the first timestamp and the second timestamp is within the first preset range; In response to the fact that the first timestamp corresponding to the first signal peak is earlier than the second timestamp corresponding to the second signal peak, and the difference between the first timestamp and the second timestamp is within a first preset range, the vehicle detection result is determined to be that a vehicle has been detected entering. In response to the fact that the first timestamp corresponding to the first signal peak is later than the second timestamp corresponding to the second signal peak, the vehicle detection result is determined to be that no vehicle has been detected entering. If, in response to at least one signal peak of the first detection signal, there is no difference between the first signal peak and the second signal peak of at least one signal peak of the second detection signal that falls within the second preset range, the vehicle detection result is determined to be that no vehicle has been detected entering.

6. A lane warning device, characterized in that, The device is applied to the main control microcontroller of the lane alarm system. The lane alarm system also includes a first detector and a second detector. The first detector is used to detect infrared signals in a first area and a second area at the lane entrance, and the second detector is used to detect infrared signals in a second area and a third area within the lane. The device includes: The communication unit is used to receive a first detection signal from the first detector and a second detection signal from the second detector; The processing unit is configured to determine a vehicle detection result based on the trigger time and signal strength of the first detection signal and the second detection signal, wherein the vehicle detection result includes whether a vehicle was detected entering or not. The processing unit is also used to issue an alarm based on the vehicle detection results; Wherein, when the width of the lane is less than a preset distance, in determining the vehicle detection result based on the trigger time and signal strength of the first detection signal from the first detector and the second detection signal from the second detector, the processing unit is specifically used for: Determine whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than the first similarity; If the similarity between the signal strength of the first detection signal and the signal strength of the second detection signal is less than the first similarity, the vehicle detection result is determined to be no vehicle detected entering; In response to the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal being greater than or equal to a first similarity, it is determined whether the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and whether the difference between the first trigger time and the second trigger time is within a first preset range; If the first trigger time of the first detection signal is earlier than the second trigger time of the second detection signal, and the difference between the first trigger time and the second trigger time is within a first preset range, then the vehicle detection result is determined to be that a vehicle has been detected entering. Before determining whether the similarity between the signal intensity change pattern of the first detection signal and the signal intensity change pattern of the second detection signal is greater than a first similarity, the processing unit is further configured to: The signal intensity variation patterns of the first and second detection signals are analyzed to determine the number of fluctuation bands in the signal intensity variation patterns of the first and second detection signals. In response to the fact that the number of fluctuation bands of the first detection signal is different from the number of fluctuation bands of the second detection signal, the first detection signal and the second detection signal are compared, and a first number of first bands are identified from the third detection signal. There are no bands in the fourth detection signal whose similarity to the first band is greater than the second similarity. The third detection signal is the detection signal with a larger number of fluctuation bands among the first detection signal and the second detection signal. The fourth detection signal is the detection signal that is different from the third detection signal among the first detection signal and the second detection signal. The first number is the absolute value of the difference between the number of fluctuation bands of the first detection signal and the second detection signal. The first band in the signal intensity variation pattern of the third detection signal is removed, and the signal intensity variation pattern after removal is fitted to obtain a new signal intensity variation pattern of the third detection signal.

7. An electronic device, the device comprising a processor, a memory, and executable program code stored in the memory, characterized in that, The processor is configured to retrieve the executable program code stored in the memory to perform the method as described in any one of claims 1-5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1-5.

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