CN105989707B - Method for determining relative position of GPS equipment and target position - Google Patents
Method for determining relative position of GPS equipment and target position Download PDFInfo
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- CN105989707B CN105989707B CN201510085032.0A CN201510085032A CN105989707B CN 105989707 B CN105989707 B CN 105989707B CN 201510085032 A CN201510085032 A CN 201510085032A CN 105989707 B CN105989707 B CN 105989707B
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Abstract
The invention discloses a method for determining the relative position of user equipment and a target position, which comprises the following steps: (1) determining a first direction and a first distance representing the position relation between user equipment and a target position, and a motion direction and a motion state of the user equipment; (2) determining a relative orientation of the target location to the user device based on the first direction and the direction of motion. By adopting the technical scheme of the invention, the direction of the target position relative to the passenger can be quickly judged, the target position can be intuitively provided for the passenger, and the specific direction of the target position can be obtained even if the passenger does not know the direction.
Description
Technical Field
The present invention relates generally to the field of communications, and more particularly to a method of determining the relative position of a GPS device to a target location.
Background
Most people do not know "southeast, northwest" in their movements, but almost all people know "front, back, left and right". In the prior art, three solutions for obtaining the current orientation of the device are widely used, and these solutions have some inherent disadvantages:
the first scheme is as follows: the scheme of the current orientation is obtained by a magnetometer in a mobile phone or other equipment, but the scheme has fatal errors under some common environments and conditions because: (1) the earth north and the magnetic north have certain deviation originally, and certain correction operation is required before use; (2) the requirement on equipment placement is high, and the results are influenced by lateral placement, transverse placement and oblique placement; (3) if other magnetic fields exist in the equipment environment, the judgment result is fatally influenced;
the second scheme is as follows: the navigation application can find the road section where the equipment is located back through the positioning data, and the direction of the road represents the direction of the user equipment. The scheme has the following defects: (1) a data center is needed to inquire the road where the equipment is located in real time, for example, the data center needs to be inquired before navigation, and the path planning is carried out on the reached target position; (2) it is still necessary to record the user's GPS track to determine whether the user is heading to one side of the road or the other at all.
In the third scheme: the positioning and direction data returned by the GPS device is used directly. In addition to longitude and latitude points, other important data are also provided in the positioning data returned by the GPS device: speed, direction, accuracy, etc. The value of "direction" is an angular value, range 0, 360), which is the angle from the true north direction to the current direction. The scheme has the following defects: the GPS signal is shielded by roadside buildings and forests, the signal continuity is damaged, and the detection and recovery capabilities of various receiving devices on the interfered signal are different, so that the positioning data received by an application layer is jumped within the precision range. If the vehicle is stopped and running at a low speed, the jump of the positioning data can seriously affect the correctness of the direction angle.
Accordingly, there is a need for a method and apparatus that can accurately calculate and report the relative bearing of a target location in an on-board environment.
Disclosure of Invention
In order to solve the problems, the invention determines the relative position of the user equipment and the target position by judging the running state of the vehicle.
The invention provides a method for determining the relative position of user equipment and a target position, which comprises the following steps: (1) determining a first direction and a first distance representing the position relation between user equipment and a target position, and a motion direction and a motion state of the user equipment; (2) determining a relative orientation of the target location to the user device based on the first direction and the direction of motion.
Preferably, the step of determining the first angle in step (1) further comprises: determining the first angle based on a first vector from the location of the user equipment to the target location and a reference vector, wherein the first angle is an angle of the reference vector to the first vector.
Preferably, the step of determining the moving direction in step (1) comprises: the motion state and the motion direction of the user device are determined by a plurality of location point data for the user device.
Preferably, the step of determining the moving direction in step (1) further comprises: creating a memory queue containing at least 4 positioning point data; determining a motion state and a motion direction of the user equipment based on the memory queue.
Preferably, traversing all the positioning point data in the memory queue, if the speed values in the positioning point data are all 0, determining the motion state of the user equipment as static, and determining the motion direction as unavailable state.
Preferably, if the speed records of the positioning point data in the memory queue are all larger than the reliable speed threshold value, the user equipment is judged to be in a stable driving state.
Preferably, traversing the speed record in the positioning point data in the memory queue to determine whether a starting point exists; if the starting point exists, taking the instantaneous direction of the latest positioning point as the motion direction of the user equipment; wherein, in the memory queue, the speed records of the positioning point data before the start point are all smaller than the reliable speed threshold value and the speed records after the start point are all larger than the reliable speed threshold value.
Preferably, if the angle difference between the latest positioning point data in the memory queue and the angle difference between the data of other positioning points is smaller than a first angle change threshold, the ue is determined to be in a stable straight-ahead state.
Preferably, if the number of times that the difference between the angle of the latest positioning point data in the memory queue and the angle of other data is greater than the first angle change threshold exceeds a first tolerance number, the user equipment is determined to be in a turning state.
Preferably, if the difference between the angle of the latest positioning point data in the memory queue and the angle of other positioning point data is greater than a first angle change threshold, and the greater number of times is less than a first tolerance number of times, the user equipment is determined to be in the lane change state.
Preferably, in the steady driving state, each of the anchor points is configured with an increasing weight in a time series to determine the moving direction of the user equipment.
Preferably, the moving direction of the user equipment is determined by the following formula:
wherein n represents the length of the memory queue, an represents the angle of the nth positioning point data in the memory queue, and f (n) is the motion direction of the user equipment.
Preferably, traversing the speed record in the positioning point data in the memory queue, and judging whether a braking point exists; if the braking point exists, the motion direction of the user equipment is determined by the direction angle of the last positioning point which is larger than the reliable speed threshold; wherein in the memory queue, speed records before the braking point are each greater than a reliable speed threshold and speed records after the point are each less than a reliable speed threshold.
Preferably, before the braking point, if the user equipment is in a steady driving state, the moving direction of the user equipment in the steady driving state is taken as the current moving direction.
Preferably, if the memory queue comprises a first positioning point group and a second positioning point group which alternately appear, the motion state of the user equipment is determined as a stop-and-go state, and at the moment, the orientation alpha 0 of the current vehicle is the direction of the latest positioning point which is greater than or equal to the speed threshold value in the memory queue; wherein the first set of anchor points comprises at least one anchor point having a velocity greater than or equal to a reliable velocity threshold and the second set of anchor points comprises at least one succession having a velocity less than the reliable velocity threshold.
Preferably, if the speed records of the positioning point data in the memory queue are all smaller than the reliable speed threshold and larger than zero, the motion state of the user equipment is judged to be a low-speed state; and if the difference between the angle in the positioning point data in the low-speed state and the direction angle in the stable driving state is smaller than a second angle change threshold value, the movement direction of the user equipment is still determined as the movement direction in the previous stable driving state.
Preferably, if the number of times that the difference between the direction angle of the user equipment in the low-speed state and the direction angle during steady driving exceeds the second angle change threshold is less than a second tolerance number of times, the moving direction of the user equipment is determined as the moving direction in the previous steady driving state and is determined to be unreliable, and if the number of times that the difference between the direction angle of the user equipment in the low-speed state and the direction angle during steady driving exceeds the second angle change threshold is greater than or equal to the second tolerance number of times, the moving direction in the previous steady driving state is determined to be invalid, and the next steady driving is waited to determine the moving direction of the user equipment.
Preferably, the angle in the positioning point data in the walking and stopping state is compared with the direction angle in the steady driving state, and if the difference between the angle in the positioning point data in the walking and stopping state and the direction angle in the steady driving state is smaller than a second angle change threshold value, the movement direction of the user equipment is still determined as the movement direction in the previous steady driving state.
Preferably, if the number of times that the difference between the direction angle of the user equipment in the walking and stopping state and the direction angle in the steady driving exceeds the second angle change threshold is less than a second tolerance number of times, determining the movement direction of the user equipment as the movement direction in the previous steady driving state and determining the movement direction as unreliable; and if the number of times that the difference between the direction angle of the user equipment in the walking and stopping state and the direction angle of the user equipment in the stable running state exceeds the second angle change threshold value is greater than or equal to the second tolerance number, judging the moving direction in the previous stable running state as failure waiting, and waiting for the next stable running to determine the moving direction of the user equipment.
Preferably, step (2) further comprises: setting a plurality of different threshold ranges to represent relative orientations, and determining the threshold range corresponding to the position relation between the user equipment and the target position.
By adopting the technical scheme of the invention, the direction of the target position relative to the GPS device can be quickly judged, the target position can be intuitively provided for the passenger, and the specific direction of the target position can be obtained even if the passenger does not know the direction.
Drawings
The present invention will be better understood and other objects, details, features and advantages thereof will become more apparent from the following description of specific embodiments of the invention given with reference to the accompanying drawings. In the drawings:
FIG. 1 is a flow chart of determining a relative position of a user equipment and a target location according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of user equipment and target location coordinates;
FIG. 3 is a flow chart of determining a vehicle travel direction and state according to an embodiment of the present invention.
Detailed Description
Preferred embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While the preferred embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
To determine the direction of the target position relative to the user equipment, the latitude and longitude information of the equipment and the latitude and longitude information of the target position need to be known, the latitude and longitude information of the equipment can be acquired through the positioning function of the GPS equipment, and the latitude and longitude of the target position can be acquired only through one-time query or issuing operation of a server. The difficulty is how accurately the device determines the current orientation of the user equipment.
First two basic concepts need to be defined:
(1) relative direction: refers to direction information related to the orientation of the user equipment itself, such as: front-back, left-right, left-front, right-front, 6 o' clock, etc.;
(2) relative orientation: description information such as relative direction plus distance is referred to, such as: 200 meters ahead, one kilometer in the direction of 6 o' clock;
fig. 1 is a flowchart of determining a relative position between a user equipment and a target location according to an embodiment of the present invention, and fig. 2 is a schematic diagram of coordinates of the user equipment and the target location.
Step S11: determining an angle of arrival between a direction vector V of a user equipment to a target location and a reference vector
The present embodiment employs the north vector as a reference vector. Thus, in this step, the user device will first be calculated to the target location using the positioning point data obtained by the GPS deviceThe orientation vector V is set, and then the angle gamma from the reference vector to the vector V is determined by combining the reference vector0。
For example, knowing the latitude and longitude coordinates LatLng1(m, n) of the target position, the current latitude and longitude coordinates LatLng2(p, q) of the user device are obtained through the GPS device. The direction vector V can thus be obtained:
V＝(m-p，n-q)
since the reference vector is due north, it can be used as vector VnorthThe arrival angle γ of the vector V of the GPS device and the target position and the due north vector Vnorth can be expressed as (0, 1):
if (m-p) < 0, then VnorthAngle of arrival gamma to V0Can be expressed as: gamma ray0360 ° - γ or γ0＝γ。
Step S12: determining a current direction of travel of a GPS device carrier
In this step, the motion state and the motion direction α of the user equipment will be determined by a plurality of GPS positioning point data0。
Step S13: determining the angle beta of the direction of travel relative to the vector V0
In this step, based on γ determined in step S110And a direction of travel alpha0Determining the angle beta between the two0. Determining the direction, i.e. beta, of the user equipment relative to the target position starting from the orientation of the user equipment0Indicating the angle turned clockwise parallel to the ground starting from the orientation of the user equipment until the user equipment is oriented towards the alignment target position.
Step S14: based on beta0Determining the direction of a target position relative to the direction of travel of a user device
In this step, β may be converted to0And comparing with a plurality of predefined angle ranges to obtain the accurate direction of the target position relative to the user equipment.
How to determine the running direction of the current GPS device carrier is described in detail below.
The positioning data recalled by the GPS device contains real-time direction angle data, which can be regarded as accurate and reliable in most cases, and is sufficient for representing the current moving direction of the user equipment, but in some cases, the direction angle data also has errors. Therefore, it is necessary to filter the erroneous data and ensure the accuracy and real-time performance of the obtained direction angle.
In the running process of the vehicle, the moving distance of the vehicle is large enough, and the data is corrected to a certain extent in the GPS system under the reliable reference of the historical speed and the historical direction, so that the deviation caused by the GPS positioning jump is small, the influence is small, and the latest readjusted direction angle in the running state is stable and reliable. It is considered that the direction of the speed of the vehicle is accurate and reliable in a stable running state.
In the stopped state, the positioning point jumps back and forth with a certain probability, which causes sudden change of the GPS positioning and direction. When the vehicle is in a static state, due to the urban canyon effect, the GPS signal is shielded, and thus the GPS positioning of the vehicle has a large-scale jump, for example, the driving direction is from north to south (the direction angle is about 200 °), but due to the jump, the direction angle becomes abnormal values such as 302 ° and 359 °. To address this problem, GPS positioning data needs to be processed to filter out the situation where the direction angle is significantly biased.
In order to avoid the positioning result error caused by an error point, the invention provides a mode of monitoring the vehicle motion track by taking a group of GPS positioning points as a unit, filtering out the interference points with deviation, judging the current driving state of the vehicle such as stop, turning, lane change, turning around and the like according to the characteristics of the analyzed positioning data such as speed, direction and the like, and obtaining the direction faced by the vehicle head. Preferably, the set of anchor points comprises at least 4 anchor points, such as 5, 15, etc.
FIG. 3 is a flow chart of determining a vehicle travel direction and state according to an embodiment of the present invention.
Step S21: setting GPS positioning callback frequency f
The height of the callback frequency corresponds to the number of the vehicle GPS positioning points acquired in unit time, and the higher the callback frequency is, the higher the accuracy and the real-time performance of acquiring the current direction are. The frequency of the call-back in this embodiment is 1Hz, i.e. call-back is performed 1 time per second.
Step S22: creating a length-N memory queue
As described above, N is 4 or more. And for each GPS positioning callback, stuffing the latest positioning data into the tail of the queue, and removing the positioning data at the head of the queue on the basis of a first-in first-out principle if the length of the positioning data exceeds the length of the positioning data.
The memory queue may be used to indicate a moving state of the vehicle within a range time period t (t ═ N/f) of N positioning times after the positioning system is started, that is, a rule of data change in the memory queue is in correspondence with a current moving state.
Step S23: determining an operating state of a vehicle based on a memory queue
The determination of 6 vehicle running states is explained below.
The first method comprises the following steps: determination of stationary state of vehicle
And traversing all positioning point data in the memory queue, if the speed values in all the data in the queue are 0, judging that the current state is static, and determining that the direction angle determined based on the vehicle is an unavailable state.
And the second method comprises the following steps: vehicle start state determination
And traversing the speed records in all the data in the queue, namely comparing the speed records with the reliable speed threshold T0, and if a starting point exists in the queue, the speed records before the starting point are all smaller than the reliable speed threshold T0, and the speed records after the starting point are all larger than the reliable speed threshold T0, judging that the current vehicle is in a starting state. The instantaneous direction of the latest positioning is taken as the direction of the vehicle at the moment, and the direction at the moment is marked as an unreliable state because the vehicle is started and is different from the normal driving direction. It will be appreciated that the speed threshold T0 may be defined as desired.
And the third is that: steady state of travel
Similarly, all data in the memory queue are compared with a reliable speed threshold T0, and if the speed records in all positioning data in the queue are greater than the reliable speed threshold T0, the current motion state of the vehicle is determined as a smooth driving state.
Based on the characteristics of vehicle travel in daily life, the present embodiment further divides the steady travel state into a straight travel state, a turning state, and a lane change state. It is understood that other states may be included, not to be enumerated here.
(1) Determination of straight-ahead state
And traversing the data of all the positioning points in the memory queue, comparing the angle of each datum with the angle of the latest datum, and if the angle difference is smaller than the angle change threshold lambda 0, judging the current vehicle state to be a stable straight-going state.
(2) Determination of turning state
Traversing all the data in the memory queue, comparing the angle of each data with the angle of the latest data, and if an anchor point with the angle difference larger than the angle change threshold lambda 0 exists and the number of times of the angle difference larger than the lane change tolerance number Count0, judging the current state of the vehicle as the turning state. The tolerance time should be less than or equal to half of the data number in the memory queue, for example, 2 in this embodiment, λ 0 can be defined as required, for example, 10 degrees, 15 degrees, etc.
(3) Determination of lane change status
The determination of the lane change state of the vehicle is described with reference to table 1, where the memory queue includes 5 data, the angles of all the positioning data in the memory queue are compared with the angle of the latest data acquired by the GPS device, and if the angle differences are greater than the angle change threshold λ 0 and the number of times greater than the threshold is less than the lane change tolerance number Count0, the current state of the vehicle is determined as the lane change state. For convenience of description, N is 4, Count0 is 2, and λ 0 is 10 ° as examples.
TABLE 1 vehicle driving direction table
| Time of day | t1 | t2 | t3 | t4 | t5 |
| Angle of direction | 0° | 0° | 0° | 20° | 7° |
Here, t1 to t5 are the old to new times in order. At time t4, although the point is generated by lane change, the point is initially determined to be a turn and marked as unreliable. The steering angle at time T5 is 7 degrees, and the number of times that it differs from the other setpoint angles by more than 10 degrees by the angle change threshold is less than the lane change tolerance number 2, so for time T5, the vehicle is determined to be in a lane change state, at which time the steering angle data can be considered reliable.
The direction angle is stable again with the completion of the lane change, for example, the direction angle at time t6 may become 7 ° again, and the direction angle data after the lane change is determined to be reliable again.
In a stationary driving state, the direction is alpha0The direction of travel of the vehicle can be determined by the following equation.
Here, the instantaneous direction of the queue, i.e. the vehicle heading α, is memorized0＝f(n)。
Where n denotes the length of the memory queue, anRepresenting the angle of the nth anchor point in the memory queue. From this equation, it can be seen that for α0The weight of the nth element in the memory queue is the largest, and each positioning point is gradually increased in time sequence to calculate alpha0The weight in the process, therefore, even if the data of individual elements are inaccurate due to equipment reasons or other factors, the positioning result can not be greatly deviated, and the positioning result can quickly tend to be normal.
As can be seen from the above, the algorithm can combine the historical track directions, and assign a larger weight to the newer data, so as to obtain a stable and accurate relative angle to represent the orientation of the vehicle. It will be appreciated that the value of the weight may be adjusted according to the actual application.
And fourthly: braking to a stopped state
There are two sub-cases that can be divided:
sub-case 1: vehicle braking immediately after starting
And if the current vehicle is in a steady running state, selecting the direction calculated by the direction angle weighting algorithm in the steady state as the direction alpha of the current vehicle0And marked as a reliable state.
In particular, if a braking situation occurs after a start, the direction angle at which the last threshold is greater than T0 is taken as the current direction, and it is clear that the direction determined here is unreliable.
And a fifth mode: intermittent driving state
All data in the queue will still be remembered andand comparing the speed threshold T0, and if the speed of one part of the positioning points in the queue is greater than or equal to the speed threshold T0, the speed of the other part of the positioning points in the queue is less than the speed threshold T0, and the two types of the positioning points alternately appear, determining the current state of the vehicle as the stop-and-go state. At this time, the corresponding direction of the latest anchor point equal to or greater than the speed threshold T0 is selected as the heading α of the current vehicle0And because the data points which are larger than the speed threshold are isolated, the front data and the rear data have no reference significance, and the direction corresponding to the positioning point is marked as an unreliable state.
That is, if the memory queue includes a first anchor point group and a second anchor point group which alternately appear, the motion state of the user equipment is determined as a stop-and-go state. The speed of the positioning points in the first positioning point group is greater than or equal to the reliable speed threshold, and the speed of the positioning points in the second positioning point group is less than the reliable speed threshold.
And a sixth mode: smooth driving to low speed driving state
The low-speed running state here refers to a case where the speed of the vehicle is less than the speed threshold T0 but greater than 0.
TABLE 2 vehicle Driving Direction, speedometer-Low speed
| Time of day | t1 | t2 | t3 | t4 | t5 |
| Angle of direction | 0° | 20° | 0° | 0° | 0° |
| Speed of rotation | ＞T0 | ＜T0 | ＜T0 | ＜T0 | ＜T0 |
Unlike the case where the vehicle is stationary, the GPS device still acquires the angle of the vehicle when the vehicle is traveling at a low speed. At this time, the angle is compared with the direction angle obtained at the time of the stationary state, and if the difference is smaller than the angle threshold λ 1, the vehicle is still oriented at α at this time0And the orientation at that time is reliable; if the difference between the two is greater than the angle threshold lambda 1, wherein if the times greater than lambda 1 are less than the tolerance times Count1, the orientation alpha of the vehicle confirmed in the steady driving state is still adopted0But marked as unreliable; if the times of the difference between the two is larger than the lambda 1 are larger than or equal to the tolerance times Count1, then the judgment of alpha is made0Failure, the next smooth ride needs to be awaited to determine the vehicle's orientation.
When at time T2, the angle of orientation at this point is considered unreliable since the speed at that time changes from greater than T0 to less than T0.
Seventh, the method comprises: steady running to intermittent running state
Similar to a steady-state to low-speed driving state, when the vehicle is in intermittent driving, the GPS device still acquires the angle of the vehicle. In this case, the angle is compared with the direction angle obtained at the time of the stationary state if the difference between the two is smallAt the angle threshold λ 1, the vehicle is still oriented at the same time as α0And is considered reliable; if the difference between the two is greater than the angle threshold lambda 1, wherein if the times greater than lambda 1 are less than the tolerance times Count1, the orientation of the vehicle at the time is considered to be alpha0However, the determination is unreliable, and if the number of times of being greater than λ 1 is greater than the tolerance number Count1, the determination is made as α0And when the vehicle is dead, waiting for the next smooth driving to determine the orientation of the vehicle.
TABLE 3 vehicle Driving Direction, speedometer-stop and go
| Time of day | t1 | t2 | t3 | t4 | t5 |
| Angle of direction | 0° | 20° | 0° | 0° | 0° |
| Speed of rotation | ＞T0 | ＜T0 | ＞T0 | ＜T0 | ＜T0 |
Likewise, the corresponding direction of the latest setpoint equal to or greater than the speed threshold T0 may be selected as the heading α of the current vehicle0Since the data points (such as time t1 and time t 3) larger than the speed threshold are relatively isolated, the preceding data and the following data have no reference meaning, and the corresponding direction of the positioning point is marked as an unreliable state.
Finally, the current vehicle state and the most likely orientation α of the vehicle in that state can be determined by the above method0And reliability of the orientation, wherein0∈[0，360°)。
In order to determine the relative orientation between the vehicle direction of travel and the target position, γ should also be calculated0Towards the vehicle0Angle β therebetween, wherein β ═ γ0-α0。
If beta < 0, then angle beta is reached0β +360 °, otherwise β0＝β。
Thus, β0Indicating the angle through which the vehicle turns clockwise parallel to the ground, starting from the orientation of the vehicle, until the vehicle is oriented towards the alignment destination.
When beta is0Once determined, the direction of the target location relative to the direction of travel of the user device may be determined, and therefore, β may be determined0And comparing with a plurality of predefined angle ranges to obtain an accurate target position relative to the direction of the ue, as shown in table 4.
TABLE 4 Azimuth mapping Table
| Front side | 0 to 20 DEG | Right front side | 20-70 degree | Right side | 70 to 110 degrees |
| Rear right | 110 to 160 degrees | Rear part | 160 to 200 degrees | Left rear side | 200 to 250 degrees |
| Left | 250 to 290 DEG | Front left | 290 to 340 degrees | Front side | 340 to 360 degrees |
For example, if beta0If the angle is 91 degrees, the corresponding report direction is the right direction; if beta is0At 48 degrees, then pairThe direction to be reported is the right front.
In addition, the distance between the vehicle and the target position can also be obtained based on the vector V, and therefore, the direction and distance of the target position relative to the vehicle traveling direction can be determined by the above method, for example, a result like "100 meters directly behind" can be obtained.
If the directional angle is in an unavailable state, the user equipment is not provided with an indication that the target location is front, back, left or right relative to the user equipment, but is provided with data provided by a GPS, such as an indication that the target location is 100 meters northeast. If the direction angle is in an unreliable state, when the user equipment is prompted, the user equipment is informed that the data at the moment is unreliable, or the user equipment is not provided with prompts that the target position is front, back, left and right relative to the user equipment.
In addition, when the invention is used in the driver end of taxi taking software, when the driver receives a passenger order, the position of the passenger relative to the driver is calculated and reported in real time, and the decision cost of the driver on whether to take the order or not is greatly reduced.
Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
Claims (16)
1. A method for determining a relative position of a user device to a target location, comprising:
(1) determining a first direction and a first distance representing the position relation between user equipment and a target position and a motion state of the user equipment, and determining the motion direction according to the motion state;
(2) determining a relative orientation of the target location to the user device based on the first direction and the direction of motion,
wherein determining the direction of motion in step (1) further comprises: creating a memory queue containing at least 4 anchor point data of the user equipment and determining the motion state and the motion direction of the user equipment based on the memory queue, an
If the speed records of the positioning point data in the memory queue are all larger than a reliable speed threshold value, the user equipment is judged to be in a stable driving state; and if the difference between the direction angle of the latest positioning point data in the memory queue and the direction angle of other positioning point data is smaller than a first angle change threshold value, the user equipment is judged to be in a stable straight-going state.
2. The method of claim 1, wherein the step of determining the first direction in step (1) further comprises:
determining a first angle characterizing the first direction based on a first vector from the location of the user equipment to the target location and a reference vector, wherein the first angle is an angle of the reference vector to the first vector.
3. The method of claim 1, wherein,
and if the speed values in the positioning point data are all 0, judging the motion state of the user equipment as static, and judging the motion direction as unavailable state.
4. The method of claim 1, wherein,
determining whether a start point exists based on a speed record in the positioning point data in the memory queue;
if the starting point exists, taking the instantaneous direction of the latest positioning point as the motion direction of the user equipment;
wherein, in the memory queue, the speed records of the positioning point data before the start point are all smaller than the reliable speed threshold value and the speed records after the start point are all larger than the reliable speed threshold value.
5. The method of claim 1, wherein,
and if the number of times that the difference between the direction angle of the latest positioning point data in the memory queue and the direction angle of other data is greater than a first angle change threshold value exceeds a first tolerance number of times, the user equipment is judged to be in a turning state.
6. The method of claim 1, wherein,
and if the difference between the direction angle of the latest positioning point data in the memory queue and the direction angle of other positioning point data is larger than a first angle change threshold value, and the times of the difference is smaller than a first tolerance time, the user equipment is judged to be in the lane change state.
7. The method of claim 1, wherein,
in the stationary driving state, each anchor point is configured with an increasing weight in time order to determine a moving direction of the user equipment.
8. The method of claim 7, wherein,
the direction of motion of the user equipment is determined by the following formula:
where n denotes the length of the memory queue, anRepresenting the direction angle of the nth positioning point data in the memory queue, and f (n) is the moving direction of the user equipment.
9. The method of claim 1, wherein,
traversing speed records in the positioning point data in the memory queue, and judging whether a braking point exists or not;
if the braking point exists, the motion direction of the user equipment is determined by the direction angle of the last positioning point which is larger than the reliable speed threshold;
wherein in the memory queue, speed records before the braking point are each greater than a reliable speed threshold and speed records after the point are each less than a reliable speed threshold.
10. The method of claim 9, wherein,
and before the braking point, if the user equipment is in a stable driving state, taking the motion direction of the user equipment in the stable driving state as the current motion direction.
11. The method of claim 1, wherein,
if the memory queue comprises a first positioning point group and a second positioning point group which alternately appear, the motion state of the user equipment is judged to be a walking-stopping state, and at the moment, the orientation alpha of the current vehicle0The direction of the latest positioning point which is greater than or equal to the speed threshold value in the memory queue is recorded;
wherein the first set of anchor points comprises at least one anchor point having a velocity greater than or equal to a reliable velocity threshold and the second set of anchor points comprises at least one succession having a velocity less than the reliable velocity threshold.
12. The method of claim 1, wherein,
if the speed records of the positioning point data in the memory queue are all smaller than the reliable speed threshold and larger than zero, the motion state of the user equipment is judged to be a low-speed state;
and if the difference between the direction angle in the positioning point data in the low-speed state and the direction angle in the steady driving state is smaller than a second angle change threshold value, the motion direction of the user equipment is still determined as the motion direction in the previous steady driving state.
13. The method of claim 12, wherein,
if the number of times that the difference between the direction angle of the user equipment in the low-speed state and the direction angle during the steady running exceeds a second angle change threshold is less than a second tolerance number of times, determining the moving direction of the user equipment as the moving direction in the previous steady running state and judging the moving direction as unreliable,
and if the number of times that the difference between the direction angle of the user equipment in the low-speed state and the direction angle of the user equipment in the stable running exceeds a second angle change threshold value is greater than or equal to a second tolerance number, judging the moving direction in the previous stable running state as invalid, and waiting for the next stable running to determine the moving direction of the user equipment.
14. The method of claim 11, wherein,
and comparing the direction angle in the positioning point data in the walking and stopping state with the direction angle in the steady driving state, and if the difference between the direction angle in the positioning point data in the walking and stopping state and the direction angle in the steady driving state is smaller than a second angle change threshold value, determining the motion direction of the user equipment as the motion direction in the previous steady driving state.
15. The method of claim 14, wherein,
if the number of times that the difference between the direction angle of the user equipment in the walking and stopping state and the direction angle in the steady running state exceeds a second angle change threshold value is less than a second tolerance number of times, determining the motion direction of the user equipment as the motion direction in the previous steady running state and judging the motion direction as unreliable;
and if the number of times that the difference between the direction angle of the user equipment in the walking and stopping state and the direction angle of the user equipment in the stable running state exceeds the second angle change threshold value is greater than or equal to the second tolerance number, judging the moving direction in the previous stable running state as failure waiting, and waiting for the next stable running to determine the moving direction of the user equipment.
16. The method as claimed in claim 1, wherein the step (2) further comprises:
setting a plurality of different threshold ranges to represent relative orientations, and determining the threshold range corresponding to the position relation between the user equipment and the target position.
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| CN107180460A (en) * | 2017-04-01 | 2017-09-19 | 深圳市元征科技股份有限公司 | Vehicle lane change recognition methods and system |
| CN108597508B (en) * | 2018-03-28 | 2021-01-22 | 京东方科技集团股份有限公司 | User identification method, user identification device and electronic equipment |
| CN116331302A (en) * | 2023-05-30 | 2023-06-27 | 北京全路通信信号研究设计院集团有限公司 | Train running direction determining method, device, equipment and storage medium |
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