CN116953757A - Vehicle position abnormality management method, device, system, vehicle-mounted terminal and medium - Google Patents

Vehicle position abnormality management method, device, system, vehicle-mounted terminal and medium Download PDF

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Publication number
CN116953757A
CN116953757A CN202210398318.4A CN202210398318A CN116953757A CN 116953757 A CN116953757 A CN 116953757A CN 202210398318 A CN202210398318 A CN 202210398318A CN 116953757 A CN116953757 A CN 116953757A
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China
Prior art keywords
vehicle
data
positioning
positioning correction
correction data
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CN202210398318.4A
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Chinese (zh)
Inventor
穆允林
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Pateo Connect and Technology Shanghai Corp
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Pateo Connect and Technology Shanghai Corp
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Priority to CN202210398318.4A priority Critical patent/CN116953757A/en
Publication of CN116953757A publication Critical patent/CN116953757A/en
Pending legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/42—Determining position
    • G01S19/48—Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system
    • G01S19/485—Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system whereby the further system is an optical system or imaging system
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/40—Correcting position, velocity or attitude
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/42—Determining position
    • G01S19/48—Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system
    • G01S19/49—Determining position by combining or switching between position solutions derived from the satellite radio beacon positioning system and position solutions derived from a further system whereby the further system is an inertial position system, e.g. loosely-coupled
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

The invention discloses a vehicle position abnormality management method, device, system, vehicle-mounted terminal and medium. Wherein the method comprises the following steps: acquiring GNSS data of a global navigation satellite system of a vehicle; acquiring positioning correction data of the vehicle, wherein the acquisition time corresponds to the acquisition time of the GNSS data; the positioning correction data comprise visual positioning data and/or inertial navigation positioning data of the vehicle; judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data; if not, determining that the vehicle position is abnormal. Therefore, whether the vehicle position is abnormal or not is identified by combining the GNSS data of the vehicle with the visual positioning data and/or the inertial navigation positioning data, the positioning error of the GNSS data and the occurrence probability of positioning failure can be effectively reduced, and the timeliness and the accuracy of identifying the vehicle position abnormality are improved.

Description

Vehicle position abnormality management method, device, system, vehicle-mounted terminal and medium
Technical Field
The invention relates to a vehicle position abnormality management method, device, system, vehicle-mounted terminal and medium.
Background
Currently, the determination of whether a vehicle is being towed or not is usually performed by a TBOX (Telematics BOX) based on GNSS (Global Navigation Satellite System ) data. However, when a vehicle is towed, due to limited scenes, such as in an underground garage, the TBOX positioning function is poor, the fact that the vehicle is towed cannot be timely and accurately determined, and the abnormal vehicle position cannot be timely identified.
Disclosure of Invention
The invention aims to overcome the defect that the abnormality of the vehicle position cannot be timely and accurately identified in the prior art, and provides a vehicle position abnormality management method, device, system, vehicle-mounted terminal and medium.
The invention solves the technical problems by the following technical scheme:
in a first aspect, there is provided a vehicle position abnormality management method including:
acquiring GNSS data of a global navigation satellite system of a vehicle;
acquiring positioning correction data of the vehicle, wherein the acquisition time corresponds to the acquisition time of the GNSS data; the positioning correction data comprise visual positioning data and/or inertial navigation positioning data of the vehicle;
judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data;
if not, determining that the vehicle position is abnormal.
Optionally, the GNSS data comprises a velocity;
before the step of acquiring the positioning correction data of the vehicle, the acquisition time of which corresponds to the acquisition time of the GNSS data, the method comprises the following steps:
judging whether the vehicle is in a flameout state or not;
if the vehicle is in a flameout state, judging whether the speed is greater than a speed threshold value or not;
and if the speed is greater than a speed threshold, executing the step of acquiring the positioning correction data of the vehicle, wherein the acquisition time of the positioning correction data corresponds to the acquisition time of the GNSS data.
Optionally, the GNSS data comprises a velocity;
before the step of acquiring the positioning correction data of the vehicle, the acquisition time of which corresponds to the acquisition time of the GNSS data, the method comprises the following steps:
judging whether the wheel rotation speed of the vehicle is smaller than a rotation speed threshold value or not;
if the wheel rotation speed is smaller than a rotation speed threshold value, judging whether the speed is larger than a speed threshold value or not;
and if the speed is greater than a speed threshold, executing the step of acquiring the positioning correction data of the vehicle, wherein the acquisition time of the positioning correction data corresponds to the acquisition time of the GNSS data.
Optionally, the first vehicle pose is characterized by at least one parameter of position, speed, acceleration, azimuth, altitude; the second vehicle pose is characterized by at least one parameter of position, speed, acceleration, azimuth and altitude;
judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data or not comprises the following steps:
and judging whether the deviation between each parameter representing the first vehicle pose and the parameter value representing the corresponding parameter of the second vehicle pose is smaller than a deviation threshold value.
Optionally, the positioning correction data is from an in-vehicle infotainment system or an advanced driving assistance system of the vehicle.
Optionally, the method further comprises:
and sending the abnormal vehicle position prompt to the target object.
In a second aspect, there is provided a vehicle position abnormality management device including:
the system comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring GNSS data of a global navigation satellite system of a vehicle;
the second acquisition module is used for acquiring the positioning correction data of the vehicle, wherein the acquisition time of the positioning correction data corresponds to the acquisition time of the GNSS data; the positioning correction data comprise visual positioning data and/or inertial navigation positioning data of the vehicle;
the judging module is used for judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data;
and the determining module is used for determining that the vehicle position is abnormal when the judging result of the judging module is negative.
In a third aspect, there is provided a vehicle position abnormality management system including: the system comprises a remote information processor and a positioning correction system, wherein the remote information processor is in communication connection with the positioning correction system; the positioning correction device comprises a vehicle-mounted information entertainment system and/or an advanced driving assistance system;
the remote information processor is used for acquiring GNSS data;
the positioning correction system is used for acquiring positioning correction data of the vehicle, the acquisition time of which corresponds to the acquisition time of the GNSS data, and sending the positioning correction data to the remote information processor; the positioning correction data comprise visual positioning data and/or inertial navigation positioning data of the vehicle;
the remote information processor is further used for judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data; if not, determining that the vehicle position is abnormal.
In a fourth aspect, there is provided a vehicle-mounted terminal including a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor implementing any one of the above-described vehicle position abnormality management methods when executing the computer program.
In a fifth aspect, there is provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the vehicle position abnormality management method of any one of the above.
The invention has the positive progress effects that: in the embodiment of the invention, whether the vehicle position is abnormal or not is identified by combining the GNSS data of the vehicle with the visual positioning data and/or the inertial navigation positioning data, so that the positioning error of the GNSS data and the occurrence probability of positioning failure can be effectively reduced, and the timeliness and the accuracy of identifying the vehicle position abnormality are improved.
Drawings
FIG. 1 is a flow chart of a method for managing anomalies in vehicle locations, according to an exemplary embodiment of the present invention;
FIG. 2 is a flowchart of another vehicle location anomaly management method according to an exemplary embodiment of the present invention;
FIG. 3 is a flowchart of another vehicle location anomaly management method according to an exemplary embodiment of the present invention;
fig. 4 is a schematic block diagram of a vehicle position abnormality management device according to an exemplary embodiment of the invention;
fig. 5 is a schematic structural diagram of a vehicle position abnormality management system according to an exemplary embodiment of the present invention;
fig. 6 is a schematic structural diagram of a vehicle-mounted terminal according to an exemplary embodiment of the present invention.
Detailed Description
The invention is further illustrated by means of the following examples, which are not intended to limit the scope of the invention.
Fig. 1 is a flowchart of a vehicle position abnormality management method according to an exemplary embodiment of the present invention, the vehicle position abnormality management method including the steps of:
step 101, acquiring GNSS data of a global navigation satellite system of a vehicle.
Because the telematics unit TBOX (Telematics BOX) can be battery powered, the vehicle position can be recorded for a long period of time even when the vehicle is in a flameout condition, the global navigation satellite system GNSS (Global Navigation Satellite System) data is acquired via TBOX in one embodiment. The GNSS data includes at least one of the following parameters: position, velocity, acceleration, azimuth, altitude, etc.
And 102, acquiring positioning correction data of the vehicle, wherein the acquisition time of the positioning correction data corresponds to the acquisition time of the GNSS data.
Wherein the positioning correction data comprises visual positioning data and/or inertial navigation positioning data of the vehicle, including at least one of the following parameters: position, velocity, acceleration, azimuth, altitude, etc. The visual positioning data comprise image data of the periphery of the vehicle, which are collected by the camera. Inertial navigation positioning data includes measurement data of gyroscopes and accelerometers on the vehicle. The location may be characterized, but is not limited to, by latitude and longitude.
In one embodiment, the positioning correction data is from an In-vehicle infotainment system IVI (In-Vehicle Infotainment) of the vehicle. If the IVI has the function of acquiring the visual positioning data, acquiring the visual positioning data from the IVI; if the IVI has the function of acquiring inertial navigation positioning data, acquiring the inertial navigation positioning data from the IVI; if the IVI has the function of acquiring inertial navigation positioning data and visual positioning data, acquiring the inertial navigation positioning data and the visual positioning data from the IVI.
In one embodiment, the positioning correction data is from an advanced driving assistance system ADAS (Advanced Driver Assistance System) of the vehicle. If the ADAS has the function of acquiring visual positioning data, acquiring the visual positioning data from the ADAS; if the ADAS has the function of acquiring inertial navigation positioning data, acquiring the inertial navigation positioning data from the ADAS; if the ADAS has the function of acquiring inertial navigation positioning data and visual positioning data, acquiring the inertial navigation positioning data and the visual positioning data from the ADAS.
In one embodiment, the positioning correction data is derived in part from IVI and in part from ADAS. If the IVI has the function of acquiring visual positioning data, the ADAS has the function of acquiring inertial navigation positioning data, the visual positioning data are acquired from the IVI, and the positioning data are acquired from the ADAS; if the ADAS has the function of acquiring visual positioning data and the IVI has the function of acquiring inertial navigation positioning data, the visual positioning data is acquired from the ADAS and the positioning data is acquired from the IVI.
It should be noted that ADAS/IVI is not typically equipped with battery power, so ADAS and IVI are not activated until vehicle activation. Thus, if the vehicle is in a starting state, the ADAS and the IVI work normally, positioning correction data are obtained from the ADAS and/or the IVI; if the vehicle is in a flameout state, positioning correction data can be obtained in other modes, for example, image data of the periphery of the vehicle, which is collected by a camera, is directly obtained as a data base of visual positioning data, and measurement data of a gyroscope and an accelerometer are obtained as a data base of inertial navigation positioning data.
The positioning correction data and the GNSS data are acquired by different devices, the acquisition time and the acquisition time interval are not necessarily identical, and in order to eliminate the time error interference of the vehicle pose matching judgment, in step 102, the positioning correction data of the vehicle whose acquisition time is closest to the acquisition time of the GNSS data is acquired as the positioning correction data of the vehicle corresponding to the acquisition time of the GNSS data. For example, assume that GNSS data is acquired every 3min, the first acquisition time is 10:00, and the second acquisition time is 10:03; the third collection time is 10:06, and the fourth collection time is 10:09; positioning correction data are acquired once every 4min, wherein the first acquisition time is 10:00, and the second acquisition time is 10:04; the third collection time is 10:08. The positioning correction data with the acquisition time of 10:00 is closest to the GNSS data with the acquisition time of 10:00, and the positioning correction data with the acquisition time of 10:00 is obtained as the positioning correction data corresponding to the GNSS data with the acquisition time of 10:00; the positioning correction data with the acquisition time of 10:04 is closest to the GNSS data with the acquisition time of 10:03, and the positioning correction data with the acquisition time of 10:04 is obtained as the positioning correction data corresponding to the GNSS data with the acquisition time of 10:03; the positioning correction data with the acquisition time of 10:04 or 10:08 is closest to the GNSS data with the acquisition time of 10:06, and the positioning correction data with the acquisition time of 10:04 or 10:08 is obtained as the positioning correction data corresponding to the GNSS data with the acquisition time of 10:06; the positioning correction data with the acquisition time of 10:08 is closest to the GNSS data with the acquisition time of 10:09, and the positioning correction data with the acquisition time of 10:08 is acquired as the positioning correction data corresponding to the GNSS data with the acquisition time of 10:09.
The above-mentioned acquisition time intervals of the positioning correction data and the GNSS data are merely illustrative, and in practical application, the acquisition time intervals of the positioning correction data and the GNSS data may be set according to practical requirements, and may be acquired at equal intervals or may be acquired randomly, which is not particularly limited in the embodiment of the present invention.
Step 103, judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data.
In one embodiment, the first vehicle pose is characterized by at least one parameter of position, speed, acceleration, azimuth, altitude; correspondingly, the second vehicle pose is characterized by at least one parameter of position, speed, acceleration, azimuth, altitude.
Judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data or not, comprising: and judging whether the deviation of each parameter representing the pose of the first vehicle and the parameter value of the corresponding parameter representing the pose of the second vehicle is smaller than a deviation threshold value.
For example, assuming that a first vehicle pose is characterized by a first position and a first velocity, a second vehicle pose is characterized by a second position and a second velocity, if a difference between a parameter value of the first position and a parameter value of the second position is less than a position deviation threshold and a deviation of the first velocity from the second velocity is less than a velocity deviation threshold, determining that the first vehicle pose matches the second vehicle pose; otherwise, determining that the first vehicle pose does not match the second vehicle pose.
If the result of the determination in step 103 is no, it is indicated that the pose of the first vehicle is not matched with the pose of the second vehicle, that is, the positioning results of the vehicles in different manners are inconsistent, and step 104 is executed.
If the determination result in step 103 is yes, it is indicated that the first vehicle pose and the second vehicle pose are matched, that is, the positioning results of positioning the vehicles in different manners are the same, and step 105 is executed.
Step 104, determining that the vehicle is abnormal in position.
Step 105, determining that the vehicle position is normal.
In the embodiment of the invention, whether the vehicle position is abnormal or not is identified by combining the GNSS data of the vehicle with the visual positioning data and/or the inertial navigation positioning data, so that the positioning error of the GNSS data and the occurrence probability of positioning failure can be effectively reduced, and the timeliness and the accuracy of identifying the vehicle position abnormality are improved.
In one embodiment, the vehicle position abnormality management method further includes: and sending the abnormal vehicle position prompt to the target object. The target object can include, but is not limited to, a mobile phone, a mailbox and the like of the vehicle owner, and timely reminds the vehicle owner of abnormal vehicle position and makes countermeasures as soon as possible.
Fig. 2 is a flowchart of another vehicle position abnormality management method according to an exemplary embodiment of the present invention, the vehicle position abnormality management method including the steps of:
step 201, acquiring GNSS data of a vehicle.
Because the telematics unit TBOX (Telematics BOX) can be battery powered, the vehicle position can be recorded for a long period of time even when the vehicle is in a flameout condition, the global navigation satellite system GNSS (Global Navigation Satellite System) data is acquired via TBOX in one embodiment. The GNSS data includes at least one of the following parameters: position, velocity, acceleration, azimuth, altitude, etc.
Step 202, judging whether the vehicle is in a flameout state.
If the vehicle is in a flameout state, step 203 is performed.
If the vehicle is in a start/travel state, step 204 is performed.
It should be noted that, the steps 201 and 202 are not limited to the sequential execution shown in the drawings, and the steps 201 and 202 may be executed in parallel, or the steps 202 may be executed first and then the steps 201 may be executed, which is not particularly limited in the embodiment of the present invention.
Step 203, determining whether the speed contained in the GNSS data is greater than a speed threshold.
If the vehicle is in a flameout state, but the GNSS data includes a relatively high speed, i.e., a speed greater than the speed threshold, it is primarily determined that the vehicle is likely to be towed, and it is further determined whether the position of the vehicle is abnormal, step 204 is performed.
If the vehicle is in a flameout state and the speed contained in the GNSS data is smaller, namely the speed is smaller than or equal to a speed threshold, the vehicle can be determined to be in a parking state, and the vehicle is positioned based on the GNSS data; and if the GNSS data cannot be acquired due to the fact that the vehicle is currently in a scene with signal shielding such as a tunnel, an underground parking room, a boulevard and the like, positioning the vehicle by adopting positioning correction data. In one implementation, an image of the surroundings of the vehicle may be collected, the image may be identified, and whether the vehicle is currently in a scene with signal occlusion, such as a tunnel, an underground parking room, a boulevard, etc., may be determined based on the image identification result.
The speed threshold can be set according to actual conditions, and the speed which can represent that the vehicle is in a running state is generally adopted as the speed threshold.
And 204, acquiring positioning correction data of the vehicle, wherein the acquisition time corresponds to the acquisition time of the GNSS data.
Step 205, determining whether the first vehicle pose represented by the GNSS data matches the second vehicle pose represented by the positioning correction data.
If the determination result in step 205 is no, that is, the first vehicle pose does not match the second vehicle pose, step 206 is performed.
If the determination result in step 205 is yes, it is determined that the first vehicle pose matches the second vehicle pose, and step 207 is performed.
Step 206, determining the vehicle position abnormality.
Step 207, determining that the vehicle position is normal.
The specific implementation of steps 204 to 207 is similar to the specific implementation of steps 102 to 105, and will not be repeated here.
In the embodiment of the invention, whether the position of the vehicle is abnormal is primarily judged based on the speed contained in the GNSS data and the state of the vehicle, and when the primary judgment is determined, whether the position of the vehicle is abnormal is identified by combining the GNSS data of the vehicle with the visual positioning data and/or the inertial navigation positioning data, namely whether the position of the vehicle is abnormal is accurately identified based on more dimensional and more sufficient positioning data, and whether the position of the vehicle is abnormal can be accurately identified in most scenes; otherwise, whether the vehicle position is abnormal or not is not recognized by combining the GNSS data and the visual positioning data and/or the inertial navigation positioning data of the vehicle, so that the calculation amount is small, and the power consumption is reduced.
In one embodiment, the vehicle position abnormality management method further includes: and sending the abnormal vehicle position prompt to the target object. The target object can include, but is not limited to, a mobile phone of a vehicle owner, a mailbox and the like, and timely reminds the vehicle owner of abnormal vehicle positions.
In one embodiment, if the vehicle is currently in a scene with signal occlusion such as a tunnel, underground parking room, boulevard, etc., such that GNSS data cannot be acquired, positioning correction data is used to position the vehicle. The vehicle position abnormality reminding can be sent to the target object and can carry positioning correction data, so that a vehicle owner can position the vehicle as soon as possible according to the positioning correction data.
Fig. 3 is a flowchart of another vehicle position abnormality management method according to an exemplary embodiment of the present invention, the vehicle position abnormality management method including the steps of:
step 301, acquiring GNSS data of a global navigation satellite system of a vehicle.
Because the telematics unit TBOX (Telematics BOX) can be battery powered, the vehicle position can be recorded for a long period of time even when the vehicle is in a flameout condition, the global navigation satellite system GNSS (Global Navigation Satellite System) data is acquired via TBOX in one embodiment. The GNSS data includes at least one of the following parameters: position, velocity, acceleration, azimuth, altitude, etc.
Step 302, determining whether the wheel rotation speed of the vehicle is less than a rotation speed threshold.
If the wheel speed is less than the speed threshold, step 303 is performed. The rotation speed threshold is set according to actual conditions, and the rotation speed of the wheels which can represent that the vehicle is in a stop state is generally adopted as the rotation speed threshold.
If the wheel speed is greater than or equal to the speed threshold, step 304 is performed.
It should be noted that, step 301 and step 302 are not limited to the sequential execution shown in the figures, and step 301 and step 302 may be executed in parallel, or step 302 may be executed first and then step 301 may be executed, which is not particularly limited in the embodiment of the present invention.
Step 303, judging whether the speed contained in the GNSS data is greater than a speed threshold;
if the rotational speed of the vehicle is less than the rotational speed threshold, but the GNSS data includes a greater speed, i.e., a speed greater than the speed threshold, indicating that the vehicle may be towed, it is necessary to further determine whether the position of the vehicle is abnormal, step 304 is performed.
If the rotation speed of the vehicle is smaller than the rotation speed threshold value and the speed contained in the GNSS data is smaller, namely the speed is smaller than or equal to the speed threshold value, the vehicle can be determined to be in a parking state, and the vehicle is positioned based on the GNSS data; and if the GNSS data cannot be acquired due to the fact that the vehicle is currently in a scene with signal shielding such as a tunnel, an underground parking room, a boulevard and the like, positioning the vehicle by adopting positioning correction data. In one implementation, an image of the surroundings of the vehicle may be collected, the image may be identified, and whether the vehicle is currently in a scene with signal occlusion, such as a tunnel, an underground parking room, a boulevard, etc., may be determined based on the image identification result.
The speed threshold can be set according to actual conditions, and the speed which can represent that the vehicle is in a running state is generally adopted as the speed threshold.
Step 304, acquiring positioning correction data of the vehicle, wherein the acquisition time corresponds to the acquisition time of the GNSS data.
Step 305, determining whether the first vehicle pose represented by the GNSS data matches the second vehicle pose represented by the positioning correction data.
If the determination result in step 305 is no, that is, the first vehicle pose does not match the second vehicle pose, step 306 is performed.
If the determination result in step 305 is yes, it is indicated that the first vehicle pose matches the second vehicle pose, and step 307 is performed.
Step 306, determining that the vehicle is abnormal in position.
Step 307, determining that the vehicle position is normal.
The specific implementation of steps 304 to 307 is similar to the specific implementation of steps 102 to 105, and will not be repeated here.
In the embodiment of the invention, whether the position of the vehicle is abnormal is primarily judged based on the speed contained in the GNSS data and the vehicle rotating speed of the vehicle, and when the primary judgment is determined to be abnormal, whether the position of the vehicle is abnormal is identified by combining the GNSS data of the vehicle with the visual positioning data and/or the inertial navigation positioning data, namely whether the position of the vehicle is abnormal is accurately identified based on more dimensional and more sufficient positioning data, and whether the position of the vehicle is abnormal can be accurately identified in most scenes; otherwise, whether the vehicle position is abnormal or not is not recognized by combining the GNSS data and the visual positioning data and/or the inertial navigation positioning data of the vehicle, so that the calculation amount is small, and the power consumption is reduced.
In one embodiment, the vehicle position abnormality management method further includes: and sending the abnormal vehicle position prompt to the target object. The target object can include, but is not limited to, a mobile phone, a mailbox and the like of the vehicle owner, so that the vehicle owner is timely reminded of abnormal vehicle position, and a countermeasure is made early.
In one embodiment, if the vehicle is currently in a scene with signal occlusion such as a tunnel, underground parking room, boulevard, etc., such that GNSS data cannot be acquired, positioning correction data is used to position the vehicle. And sending the vehicle position abnormality prompt to the target object and carrying positioning correction data at the same time, so that a vehicle owner can position the vehicle as soon as possible.
The invention also provides an embodiment of the vehicle position abnormality management device corresponding to the embodiment of the vehicle position abnormality management method.
Fig. 4 is a schematic block diagram of a vehicle position abnormality management device according to an exemplary embodiment of the invention, the vehicle position abnormality management device including:
a first acquisition module 41 for acquiring GNSS data of a global navigation satellite system of a vehicle;
a second obtaining module 42, configured to obtain positioning correction data of the vehicle, where the collecting time corresponds to the collecting time of the GNSS data; the positioning correction data comprise visual positioning data and/or inertial navigation positioning data of the vehicle;
a determining module 43, configured to determine whether the first vehicle pose represented by the GNSS data matches the second vehicle pose represented by the positioning correction data;
and a determining module 44, configured to determine that the vehicle position is abnormal when the determination result of the determining module is negative.
Optionally, the GNSS data comprises a velocity; further comprises:
the first judging module is used for judging whether the vehicle is in a flameout state or not; if the vehicle is in a flameout state, further judging whether the speed is greater than a speed threshold;
and if the speed is greater than the speed threshold, calling a second acquisition module.
Optionally, the GNSS data comprises a velocity; further comprises:
the second judging module is used for judging whether the wheel rotating speed of the vehicle is smaller than a rotating speed threshold value or not; if the wheel rotation speed is smaller than a rotation speed threshold value, further judging whether the speed is larger than a speed threshold value or not;
and if the speed is greater than the speed threshold, calling a second acquisition module.
Optionally, the first vehicle pose is characterized by at least one parameter of position, speed, acceleration, azimuth, altitude; the second vehicle pose is characterized by at least one parameter of position, speed, acceleration, azimuth and altitude;
the determining module 43 is specifically configured to determine whether a deviation between each parameter representing the first vehicle pose and a parameter value representing a corresponding parameter of the second vehicle pose is less than a deviation threshold.
Optionally, the positioning correction data is from an in-vehicle infotainment system or an advanced driving assistance system of the vehicle.
Optionally, the method further comprises:
and the sending module is used for sending the vehicle position abnormality prompt to the target object.
For the device embodiments, reference is made to the description of the method embodiments for the relevant points, since they essentially correspond to the method embodiments. The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purposes of the present invention. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
Fig. 5 is a schematic structural diagram of a vehicle position abnormality management system according to an exemplary embodiment of the present invention, the vehicle position abnormality management system including: a telematics device TBOX51 and a positioning correction system 52, said telematics device TBOX51 being communicatively coupled to said positioning correction system 52; the positioning correction equipment comprises a vehicle-mounted infotainment system IVI and/or an advanced driving assistance system ADAS;
the remote information processor is used for acquiring GNSS data;
the positioning correction system is used for acquiring positioning correction data of the vehicle, the acquisition time of which corresponds to the acquisition time of the GNSS data, and sending the positioning correction data to the remote information processor; the positioning correction data comprise visual positioning data and/or inertial navigation positioning data of the vehicle;
the remote information processor is further used for judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data; if not, determining that the vehicle position is abnormal.
The specific implementation of the telematics processor and the positioning correction system is referred to any of the above embodiments, and will not be described herein.
The positioning accuracy of IVI or ADAS is higher than that of TBOX depending on GNSS positioning, but TBOX has the advantages of long electrified period, and the combination of the two can give consideration to the positioning period and the accuracy without setting other positioning equipment, so that the overall cost is not increased.
Fig. 6 is a schematic structural diagram of an in-vehicle terminal according to an exemplary embodiment of the present invention, which shows a block diagram of an exemplary in-vehicle terminal 60 suitable for implementing an embodiment of the present invention. The in-vehicle terminal 60 shown in fig. 6 is merely an example, and should not impose any limitation on the functions and the scope of use of the embodiment of the present invention.
As shown in fig. 6, the in-vehicle terminal 60 may be in the form of a general purpose computing device, which may be a server device, for example. The components of the in-vehicle terminal 60 may include, but are not limited to: the at least one processor 61, the at least one memory 62, a bus 63 connecting the different system components, including the memory 62 and the processor 61.
The bus 63 includes a data bus, an address bus, and a control bus.
Memory 62 may include volatile memory such as Random Access Memory (RAM) 621 and/or cache memory 622, and may further include Read Only Memory (ROM) 623.
Memory 62 may also include a program tool 625 (or utility) having a set (at least one) of program modules 624, such program modules 624 including, but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment.
The processor 61 executes various functional applications and data processing, such as the methods provided in any of the embodiments described above, by running a computer program stored in the memory 62.
The in-vehicle terminal 60 may also be in communication with one or more external devices 64 (e.g., keyboard, pointing device, etc.). Such communication may occur through an input/output (I/O) interface 65. Also, the model-generated in-vehicle terminal 60 may also communicate with one or more networks, such as a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network, such as the internet, via the network adapter 66. As shown, the network adapter 66 communicates with other modules of the model-generated in-vehicle terminal 60 via the bus 63. It should be appreciated that although not shown, other hardware and/or software modules may be used in connection with the model-generated in-vehicle terminal 60, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID (disk array) systems, tape drives, data backup storage systems, and the like.
It should be noted that although several units/modules or sub-units/modules of the in-vehicle terminal are mentioned in the above detailed description, such a division is merely exemplary and not mandatory. Indeed, the features and functionality of two or more units/modules described above may be embodied in one unit/module in accordance with embodiments of the present invention. Conversely, the features and functions of one unit/module described above may be further divided into ones that are embodied by a plurality of units/modules.
The embodiment of the present invention also provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the method provided by any of the above embodiments.
More specifically, among others, readable storage media may be employed including, but not limited to: portable disk, hard disk, random access memory, read only memory, erasable programmable read only memory, optical storage device, magnetic storage device, or any suitable combination of the foregoing.
In a possible implementation manner, the embodiment of the invention may also be implemented in the form of a program product, which comprises a program code for causing a terminal device to carry out the method of implementing any of the embodiments described above, when the program product is run on the terminal device.
Wherein the program code for carrying out the invention may be written in any combination of one or more programming languages, which program code may execute entirely on the user device, partly on the user device, as a stand-alone software package, partly on the user device and partly on the remote device or entirely on the remote device.
While specific embodiments of the invention have been described above, it will be appreciated by those skilled in the art that this is by way of example only, and the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the principles and spirit of the invention, but such changes and modifications fall within the scope of the invention.

Claims (10)

1. A vehicle position abnormality management method, characterized by comprising:
acquiring GNSS data of a global navigation satellite system of a vehicle;
acquiring positioning correction data of the vehicle, wherein the acquisition time corresponds to the acquisition time of the GNSS data; the positioning correction data comprise visual positioning data and/or inertial navigation positioning data of the vehicle;
judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data;
if not, determining that the vehicle position is abnormal.
2. The vehicle position anomaly management method of claim 1, the GNSS data comprising speed;
before the step of acquiring the positioning correction data of the vehicle, the acquisition time of which corresponds to the acquisition time of the GNSS data, the method comprises the following steps:
judging whether the vehicle is in a flameout state or not;
if the vehicle is in a flameout state, judging whether the speed is greater than a speed threshold value or not;
and if the speed is greater than a speed threshold, executing the step of acquiring the positioning correction data of the vehicle, wherein the acquisition time of the positioning correction data corresponds to the acquisition time of the GNSS data.
3. The vehicle position anomaly management method of claim 1, the GNSS data comprising speed;
before the step of acquiring the positioning correction data of the vehicle, the acquisition time of which corresponds to the acquisition time of the GNSS data, the method comprises the following steps:
judging whether the wheel rotation speed of the vehicle is smaller than a rotation speed threshold value or not;
if the wheel rotation speed is smaller than a rotation speed threshold value, judging whether the speed is larger than a speed threshold value or not;
and if the speed is greater than a speed threshold, executing the step of acquiring the positioning correction data of the vehicle, wherein the acquisition time of the positioning correction data corresponds to the acquisition time of the GNSS data.
4. The vehicle position abnormality management method according to claim 1, the first vehicle pose being characterized by at least one parameter of position, speed, acceleration, azimuth, altitude; the second vehicle pose is characterized by at least one parameter of position, speed, acceleration, azimuth and altitude;
judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data or not comprises the following steps:
and judging whether the deviation between each parameter representing the first vehicle pose and the parameter value representing the corresponding parameter of the second vehicle pose is smaller than a deviation threshold value.
5. The vehicle position abnormality management method according to claim 1, the positioning correction data being from an in-vehicle infotainment system or an advanced driving assistance system of the vehicle.
6. The vehicle position abnormality management method according to any one of claims 1 to 5, further comprising:
and sending the abnormal vehicle position prompt to the target object.
7. A vehicle position abnormality management device characterized by comprising:
the system comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring GNSS data of a global navigation satellite system of a vehicle;
the second acquisition module is used for acquiring the positioning correction data of the vehicle, wherein the acquisition time of the positioning correction data corresponds to the acquisition time of the GNSS data; the positioning correction data comprise visual positioning data and/or inertial navigation positioning data of the vehicle;
the judging module is used for judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data;
and the determining module is used for determining that the vehicle position is abnormal when the judging result of the judging module is negative.
8. A vehicle position abnormality management system, characterized by comprising: the system comprises a remote information processor and a positioning correction system, wherein the remote information processor is in communication connection with the positioning correction system; the positioning correction device comprises a vehicle-mounted information entertainment system and/or an advanced driving assistance system;
the remote information processor is used for acquiring GNSS data;
the positioning correction system is used for acquiring positioning correction data of the vehicle, the acquisition time of which corresponds to the acquisition time of the GNSS data, and sending the positioning correction data to the remote information processor; the positioning correction data comprise visual positioning data and/or inertial navigation positioning data of the vehicle;
the remote information processor is further used for judging whether the first vehicle pose represented by the GNSS data is matched with the second vehicle pose represented by the positioning correction data; if not, determining that the vehicle position is abnormal.
9. A vehicle-mounted terminal comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the vehicle position abnormality management method according to any one of claims 1 to 6 when executing the computer program.
10. A computer-readable storage medium having stored thereon a computer program, characterized in that the computer program, when executed by a processor, implements the vehicle position abnormality management method according to any one of claims 1 to 6.
CN202210398318.4A 2022-04-15 2022-04-15 Vehicle position abnormality management method, device, system, vehicle-mounted terminal and medium Pending CN116953757A (en)

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