CN113029163A

CN113029163A - Vehicle path matching method and device, computer equipment and storage medium

Info

Publication number: CN113029163A
Application number: CN201911360248.8A
Authority: CN
Inventors: 王帅; 张尔河; 王彦昭
Original assignee: Shenyang Mxnavi Co Ltd
Current assignee: Shenyang Mxnavi Co Ltd
Priority date: 2019-12-25
Filing date: 2019-12-25
Publication date: 2021-06-25
Anticipated expiration: 2039-12-25
Also published as: CN113029163B

Abstract

The application relates to a vehicle path matching method, a vehicle path matching device, a computer device and a storage medium. The method comprises the following steps: acquiring a square point of the position of a vehicle; obtaining shape points of a path where the vehicle is located and a continuing path of the path according to the square points to obtain a candidate path; acquiring projection points of the square points on the candidate paths; determining a first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points; and determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree. By adopting the method, the accuracy of vehicle path matching can be improved.

Description

Vehicle path matching method and device, computer equipment and storage medium

Technical Field

The present application relates to the field of car navigation technologies, and in particular, to a vehicle path matching method, apparatus, computer device, and storage medium.

Background

Along with the development of electronic technology and the large amount of applications in the technical field of automobile navigation, the vehicle navigation positioning technology brings great convenience to the life of people, and people can obtain a planned driving route and detect the driving track of a vehicle through the vehicle navigation positioning technology in the process of driving the vehicle by themselves to go out, so that the situations of walking a curve or walking by mistake and the like due to unfamiliarity with roads are avoided.

However, under the condition of simple road conditions, the current vehicle navigation positioning technology can accurately detect the actual driving track of the vehicle; under the condition of complex road conditions, the current navigation positioning technology cannot accurately detect the actual running track of the vehicle.

Disclosure of Invention

In view of the above, it is necessary to provide a vehicle path matching method, apparatus, computer device, and storage medium capable of improving accuracy of vehicle path matching in view of the above technical problems.

A vehicle path matching method, the method comprising:

acquiring a square point of the position of a vehicle;

obtaining the shape points of the path where the vehicle is located and the continuing path of the path according to the square point to obtain a candidate path;

acquiring projection points of the square points on the candidate paths;

determining a first path matching degree of the candidate path according to the distance and the angle between each azimuth point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points;

and determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree.

In one embodiment, the obtaining the projection point of the position point on the candidate path includes:

acquiring a road section corresponding to a square point of the position of the vehicle on the candidate route, and making a vertical line of the road section through the square point;

and determining the intersection point of the vertical line and the road section as a projection point.

In one embodiment, the determining the first path matching degree of the candidate path according to the distance and the angle between each positioning point, the distance between the azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points includes:

calculating a first path matching degree of the candidate path according to a first target calculation formula according to the distance and the angle between the positioning points, the distance between the azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points;

the first target calculation formula is:

Gsw＝(Gda-Rda)×Kda+(Gad-Rad)×Kad+Gdp×Kp

wherein Gsw is a first path matching degree of the candidate path, Gda is a sum of distances between the square points, Rda is a sum of distances between the candidate path shape points, Kda is a distance difference coefficient, Gad is a sum of angles between the square points, Rad is a sum of angles between the candidate path shape points, Kad is an angle difference coefficient, Gdp is a sum of distances between the square points and the corresponding projection points, and Kp is a distance coefficient.

In one embodiment, the orientation point comprises a vehicle orientation and a vehicle position; the determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree includes:

obtaining a first path matching degree with a minimum value from the first path matching degrees;

and taking the candidate path corresponding to the first path matching degree with the minimum value as a first target path where the vehicle is located.

In one embodiment, the method further comprises:

acquiring a second target path where the vehicle is located from the candidate paths through a navigation technology;

acquiring a first path matching degree corresponding to the second target path from the first path matching degree;

when the difference value between the first path matching degree of the first target path and the first path matching degree corresponding to the second target path reaches a first threshold value, the distance between the first target path and the second target path reaches a second threshold value, the angular speed of the vehicle does not exceed the angular speed threshold value, and the projection point of the square point of the position of the vehicle is on the first target path corresponding to the first path matching degree, then

And taking the first target path as a final target path of the vehicle.

In one embodiment, before determining the first path matching degree of the candidate path according to the distance and angle between each of the orientation points, the distance between the orientation point and the corresponding projection point, and the distance and angle between the candidate path shape points, the method further includes:

detecting whether the square point exceeds a bifurcation point; the bifurcation point is an intersection point of each continuous path of the paths;

and when the square points exceed the bifurcation points, executing the step of determining the first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points.

In one embodiment, the method further comprises:

acquiring a first angle change value of the vehicle in a sampling period through a sensor;

acquiring a second angle change value between the candidate path shape points;

determining a third path matching degree of the candidate path according to the first angle change value, the second angle change value and an empirical coefficient of the candidate path;

determining a third target path where the vehicle is located according to the third path matching degree from the candidate paths;

and when the first target path is consistent with the third target path, taking the first target path or the third target path as a target path where the vehicle is finally located.

In one embodiment, the determining the third path matching degree of the candidate path according to the first angle change value, the second angle change value and the empirical coefficient of the candidate path includes:

calculating a third path matching degree of the candidate path according to a second target calculation formula according to the first angle change value, the second angle change value and the empirical coefficient of the candidate path;

the second target calculation formula is:

Rsws＝Radi+(Sma1-Rma1)+(Sma2-Rma2)

wherein Rsws is a third path matching degree of the candidate path, Radi is an empirical coefficient of the candidate path, Sma1 is a maximum value of accumulated angle change corresponding to a first motion trend of the vehicle in a sampling period, Sma2 is a maximum value of accumulated angle change corresponding to a second motion trend of the vehicle in the sampling period, Rma1 is a maximum value of accumulated angle change corresponding to the first motion trend of the candidate path, and Rma2 is a maximum value of accumulated angle change corresponding to the second motion trend of the candidate path.

In one embodiment, the calculation of the empirical coefficients Radi of the path includes at least one of the following cases:

when the vehicle motion trend in the sampling period is the same as the candidate path motion trend, obtaining an empirical coefficient Radi by dividing a fixed empirical coefficient by a coefficient factor;

and when the motion trend of the vehicle in the sampling period is different from the motion trend of the candidate path, the empirical coefficient Radi is obtained by multiplying a fixed empirical coefficient by a coefficient factor.

In one embodiment, before determining a third target path where the vehicle is located according to the third path matching degree from the candidate paths, the method further includes:

calculating the overall motion trend of the vehicle in a sampling period and the motion trend of each candidate path;

and when the overall movement trend of the vehicle in the sampling period is judged to be different from the movement trend of each candidate path, executing the step of determining a third target path where the vehicle is located according to the matching degree of the third path from the candidate paths.

In one embodiment, the determining, from the candidate routes, a third target route where the vehicle is located according to the third route matching degree includes:

acquiring a third path matching degree with a minimum value from the third path matching degrees;

and taking the candidate path corresponding to the third path matching degree with the minimum value as a third target path where the vehicle is located.

In one embodiment, before the matching the candidate path corresponding to the minimum third path matching degree as the third target path where the vehicle is located, the method further includes:

acquiring a corresponding driving distance of the vehicle in a sampling period and the number of corresponding candidate paths;

and when the running distance is greater than a running distance threshold value and the number of the paths is less than a path number threshold value, taking the candidate path corresponding to the third path matching degree with the minimum value as a third target path where the vehicle is located.

A vehicle path matching device, the device comprising:

the first acquisition module is used for acquiring a square point of the position of the vehicle;

the route acquisition module is used for acquiring the route of the vehicle and the shape points of the continuous route of the route according to the square points to obtain a candidate route;

the second acquisition module is used for acquiring the projection point of the azimuth point on the candidate path;

the first determining module is used for determining the first path matching degree of the candidate path according to the distance and the angle between the azimuth points, the distance between the azimuth points and the corresponding projection points, and the distance and the angle between the candidate path shape points;

and the second determining module is used for determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree.

A computer device comprising a memory and a processor, the memory storing a computer program, the processor implementing the following steps when executing the computer program:

acquiring a square point of the position of a vehicle;

acquiring projection points of the square points on the candidate paths;

A computer-readable storage medium, on which a computer program is stored which, when executed by a processor, carries out the steps of:

acquiring a square point of the position of a vehicle;

acquiring projection points of the square points on the candidate paths;

The vehicle path matching method, the vehicle path matching device, the computer equipment and the storage medium are used for obtaining the azimuth of the position of the vehicle; obtaining shape points of a path where the vehicle is located and a continuing path of the path according to the square points to obtain a candidate path; acquiring projection points of the square points on the candidate paths; determining a first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points; and determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree. The method comprises the steps of obtaining relevant data of a square point of a vehicle, relevant data of a projection point of the square point on a candidate path and relevant data of a shape point of the candidate path, determining the matching degree of the candidate path according to multiple groups of data, accurately determining a first target path of the vehicle from the obtained candidate path, and improving the accuracy of vehicle path matching.

Drawings

FIG. 1 is a diagram of an exemplary vehicle path matching method;

FIG. 2 is a schematic flow chart diagram of a vehicle path matching method in one embodiment;

FIG. 3 is a projection of a position point on a candidate path in one embodiment;

FIG. 4 is a schematic flow chart diagram of a vehicle path matching method in another embodiment;

FIG. 5 is a schematic flow chart diagram of a vehicle path matching method in another embodiment;

FIG. 6 is a schematic diagram illustrating a movement trend of a vehicle according to an embodiment;

FIG. 7 is a diagram illustrating the motion trend of candidate paths according to an embodiment;

FIG. 8 is a schematic flow chart diagram of a vehicle path matching method in another embodiment;

FIG. 9 is a diagram illustrating an exemplary manner of determining a global motion trend of a vehicle during an acquisition cycle;

FIG. 10 is a block diagram showing the construction of a vehicle path matching apparatus according to an embodiment;

fig. 11 is a block diagram showing the construction of a vehicle path matching apparatus in another embodiment;

FIG. 12 is a diagram illustrating an internal structure of a computer device according to an embodiment.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

The vehicle path matching method provided by the application can be applied to the application environment shown in fig. 1. Wherein the terminal 102 communicates with the server 104 via a network. The method comprises the steps of obtaining a square point of the position of a vehicle; obtaining shape points of a path where the vehicle is located and a continuing path of the path according to the square points to obtain a candidate path; acquiring projection points of the square points on the candidate paths; determining a first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points; and determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree. The terminal 102 may be, but not limited to, various personal computers, notebook computers, smart phones, tablet computers, and portable wearable devices, and the server 104 may be implemented by an independent server or a server cluster formed by a plurality of servers.

In one embodiment, as shown in fig. 2, a vehicle path matching method is provided, which is described by taking the method as an example applied to the terminal in fig. 1, and includes the following steps:

step 202, a position point of the position of the vehicle is obtained.

Wherein the orientation point is a coordinate point having a direction. For example, in the geocentric geodetic coordinate system, a coordinate system is established by taking the intersection point of a meridian plane and an equatorial plane as an origin, and the meridian plane is taken as an X axis, the east is positive and is called east longitude (0-180), and the west is negative and is called west longitude (0-180); the Y axis is defined as the equatorial plane, the north direction is positive and the south direction is negative and the north direction is north latitude (0-90) and the south direction is south latitude (0-90).

The position of the vehicle in the driving process is calculated by a Global Navigation Satellite System (GNSS) chip after receiving Satellite information. Wherein, the specific position corresponding to the azimuth point can be represented by the longitude and latitude of the vehicle; for example, the vehicle is obtained at the azimuth (116,39), and 116 represents the east longitude 116 degrees and the north latitude 39 degrees.

Specifically, the real-time position of the vehicle in the driving process calculated by the GNSS chip through receiving the satellite information can be stored in the queue according to the time sequence. The GNSS chip may calculate the orientation point of the vehicle according to a matching period, for example, the matching period is 1s, that is, the orientation point of the vehicle during driving is calculated every 1 s.

And 204, acquiring shape points of the path where the vehicle is located and the path continuing path according to the square points to obtain a candidate path.

Specifically, according to the position of the vehicle, determining the current path of the vehicle; and acquiring shape points of a path where the vehicle is located and a path continuous to the current path from the map data according to the position points, wherein each shape point has coordinates and a direction, and drawing the adjacent shape points in sequence to obtain the path shape of the candidate path.

In one embodiment, when it is detected through a GNSS positioning and navigation technology that at least two continuous paths exist in a path corresponding to a location point where a vehicle is currently located, a shape point of each continuous path of the continuous paths corresponding to the current path is obtained from map data, and a corresponding candidate path is obtained according to the shape point.

And step 206, acquiring projection points of the square points on the candidate paths.

The projection can adopt a parallel projection method, and the parallel projection method can comprise an orthographic projection method and an oblique projection method.

Specifically, the azimuth point of the vehicle is orthographically projected on the candidate route, and the orthographically projecting process is to vertically project the azimuth point of the vehicle on the candidate route to obtain a corresponding projection point.

And step 208, determining the first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points.

The route matching degree is a degree of conformity between the actual driving track of the vehicle and the actual road, and may be represented by a numerical value, for example, 90% represents that the driving track of the vehicle matches the actual road track, and 30% represents that the driving track of the vehicle does not match the actual road track. For example, the vehicle has more than two continuous paths on the currently running path, and when the vehicle passes through the path connecting point, which is the actual running path of the vehicle, it is necessary to determine the matching degree between each path and the vehicle running path.

Calculating the distance between two adjacent square points according to the coordinates of each square point, wherein the square of Dist1 (distance) is the square of the longitude difference of two points and the square of the latitude difference of two points; for example, the spacing between square points a (x, y) and B (a, B) is known as:

the angular offset of two adjacent azimuth points is changed as follows: tan1 (offset angle1) is two-point longitude difference/two-point latitude difference, and the angular offset change of the square point is based on the offset angle generated by the last square point; the closest distance from the azimuth point to the candidate path is between the azimuth point and the corresponding projection point, and the distance between the azimuth point and the corresponding projection point is as follows: dist2 (space) square is the square of the longitude difference between two points + the square of the latitude difference between two points; the square of the spacing between adjacent candidate path shape points is: dist3 (space) square is the square of the longitude difference between two points + the square of the latitude difference between two points; the angular offset variation of adjacent path shape points is: tan2 (offset angle2) is the two-point longitude difference/two-point latitude difference, and the change in the angular offset of a shape point is based on the offset angle generated at the last shape point.

Specifically, the terminal obtains the sum of the distances and the sum of the angular offsets between each azimuth point, the sum of the distances between the azimuth points and the corresponding projection points, and the sum of the distances and the sum of the angular offsets between the candidate path shape points in the acquisition period according to the data acquisition period, and determines the first path matching degree of the candidate path, wherein the acquisition period time may be, but is not limited to, set to 0.1 s.

And step 210, determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree.

Specifically, the path matching degree of the candidate path is calculated according to the matching period, the first path matching degree meeting the requirement is selected from the first path matching degrees according to the judgment strategy, and the first target path where the vehicle is located is determined according to the obtained first path matching degree meeting the requirement; wherein, the matching period may be but is not limited to 1 s; the judgment strategy can screen out the path matching degree with the minimum or maximum first path matching degree value, and the candidate path corresponding to the path matching degree with the minimum or maximum value is taken as the first target path where the vehicle is located.

In the vehicle path matching method, the position of the vehicle is obtained; obtaining shape points of a path where the vehicle is located and a continuing path of the path according to the square points to obtain a candidate path; acquiring projection points of the square points on the candidate paths; determining a first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points; and determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree. The method comprises the steps of obtaining relevant data of a square point of a vehicle, relevant data of a projection point of the square point on a candidate path and relevant data of a shape point of the candidate path, calculating the matching degree of the candidate path according to multiple groups of data, determining a target path where the vehicle is actually located from the obtained candidate path, and improving the accuracy of vehicle path matching.

In one embodiment, obtaining the projection point of the position point on the candidate path includes:

acquiring a road section corresponding to a square point of the position of the vehicle on the candidate path, and making a vertical line of the road section through the square point; and determining the intersection point of the vertical line and the road section as a projection point.

Specifically, a road section corresponding to a position point of the position of the vehicle on the candidate path is obtained, a vertical line of the road section is made through the position point, and an intersection point of the vertical line and the road section is determined as a projection point; according to the projection point, the closest distance from the square point to the candidate path can be obtained, and the accuracy of path matching degree calculation is improved. Fig. 3 illustrates an implementation of the projection in an embodiment, where points a and B are shape points of the candidate path of the projection, and then a rectangular coordinate system is established with line A, B as the X-axis and a as the origin of coordinates, and a projection point C is a point where the perpendicular from the azimuth point C to the X-axis intersects with the X-axis. In addition, according to the Pythagorean theorem, the longitude and latitude of the projection point C coordinate can be determined by knowing the longitude and latitude of the point A, the point B and the square point C.

In one embodiment, the orientation point includes a vehicle orientation and a vehicle position; determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree, wherein the first target path comprises the following steps:

acquiring a first path matching degree with a minimum value from the first path matching degrees; and taking the candidate path corresponding to the first path matching degree with the minimum value as a first target path where the vehicle is located.

Specifically, by comparing the matching degree values of the candidate paths, the candidate path corresponding to the first path matching degree with the minimum value is used as the first target path where the vehicle is located, and the accuracy of vehicle path matching is improved.

In an embodiment, a method for calculating a path matching degree is provided, which is described by taking the method as an example applied to the terminal in fig. 1, and includes the following steps:

calculating a first path matching degree of the candidate path according to the distance and the angle between the positioning points, the distance between the azimuth point and the corresponding projection point, the distance and the angle between the candidate path shape points and a first target calculation formula;

the first target calculation equation is:

Gsw＝(Gda-Rda)×Kda+(Gad-Rad)×Kad+Gdp×Kp

where Gsw is the first path matching degree of the candidate path, Gda is the sum of the distances between the square points, Rda is the sum of the distances between the shape points of the candidate path, Kda is the distance difference coefficient, Gad is the sum of the angular offsets between the square points, Rad is the sum of the angular offsets between the shape points of the candidate path, Kad is the angle difference coefficient, Gdp is the sum of the distances between the square points and the corresponding projection points, and Kp is the distance coefficient.

Specifically, the first path matching degree is calculated by multiplying a difference value between a sum of distances between each square point and a sum of distances between candidate path shape points in a sampling period by a distance difference coefficient, wherein the sampling period may include at least one acquisition period; adding the difference value of the sum of the angular offsets between the square points and the sum of the angular offsets between the candidate path shape points and multiplying the difference value by an angular difference coefficient; plus the sum of the spacings between the azimuth point and the corresponding projection point multiplied by a spacing coefficient.

In one embodiment, as shown in fig. 4, a vehicle path matching method is provided, which is described by taking the method as an example applied to the terminal in fig. 1, and includes the following steps:

and 402, acquiring a second target path where the vehicle is located from the candidate paths through a navigation technology.

Specifically, a navigation guide route is obtained according to an initial position of the vehicle and a target position corresponding to the vehicle, when the terminal detects that the vehicle is at a bifurcation point, a second target route where the vehicle is located is obtained from candidate routes according to the navigation guide route, and the second target route is obtained before the first target route.

And step 404, obtaining a first path matching degree corresponding to the second target path from the first path matching degree.

Specifically, when the terminal acquires a square point of the vehicle position, acquiring candidate paths corresponding to the square point, and acquiring first path matching degrees of all the candidate paths according to a first target calculation formula; the candidate path of the vehicle comprises a second target path, and when the second target path is obtained, the first path matching degree corresponding to the second target path is obtained. For example, in the candidate routes of the vehicle, the first route strength matching degree corresponding to the candidate route a is 80%, the first route strength matching degree corresponding to the candidate route B is 90%, the first route strength matching degree corresponding to the candidate route C is 85%, the second target route obtained through the navigation guidance route is the candidate route a, and the first route strength matching degree corresponding to the second target route can be obtained as 80%.

Step 406, when the difference between the first path matching degree of the first target path and the first path matching degree corresponding to the second target path reaches a first threshold, the distance between the first target path and the second target path reaches a second threshold, the angular velocity of the vehicle does not exceed the angular velocity threshold, and the projection point of the square point of the position where the vehicle is located is on the first target path corresponding to the first path matching degree, taking the first target path as the final target path where the vehicle is located.

The first threshold value is a preset matching degree difference value; the second threshold refers to a preset distance between paths, for example, the preset second threshold may be that the distance between the two paths is 8-10 meters (m). The distance between the first target path and the second target path can be acquired by a sensor or a GNSS and the like; the angular velocity may be, but not limited to, obtained by GNSS positioning, and the angular velocity threshold is a preset angular velocity value of the vehicle in normal running, and the angular velocity may be represented by rad/s.

Specifically, a path matching degree difference value between a first path matching degree of a first target path and a first path matching degree corresponding to a second target path is calculated; and when the path matching degree difference value reaches a first threshold value, the distance between the first target path and the second target path reaches a second threshold value, the angular speed of the vehicle does not exceed the angular speed threshold value, and the projection point of the square point of the position of the vehicle is on the first target path corresponding to the first path matching degree, taking the first target path as the final target path of the vehicle.

According to the vehicle path matching method, the terminal obtains a second target path where the vehicle is located from the candidate paths according to the navigation guide route, obtains a first path matching degree corresponding to the second target path from the first target path matching degree, and takes the first target path as a final target path where the vehicle is located when the difference between the first path matching degree of the first target path and the first path matching degree corresponding to the second target path reaches a first threshold value, the distance between the first target path and the second target path reaches a second threshold value, the angular velocity of the vehicle does not exceed the angular velocity threshold value, and the projection point of the square point of the position where the vehicle is located is on the first target path corresponding to the first path matching degree. The target path where the vehicle finally locates is confirmed by comparing the first target path with the second target path, so that the influence of factors such as speed and the like on the vehicle in the driving process is avoided, and the accuracy of target path detection is improved.

In one embodiment, a second path matching degree for the candidate path is determined based on an angular difference between the azimuth point and the corresponding candidate path shape point.

Specifically, when the vehicle approaches the bifurcation point, the square points of the vehicle in the sampling period are obtained through GNSS positioning, and the angle change between the adjacent square points in the sampling period is calculated according to the coordinates of the square points S1; acquiring shape points of corresponding candidate paths from the map data, and calculating angle changes between adjacent shape points S2; calculating the absolute value of the difference between S1 and S2 and multiplying by an angle coefficient K, wherein the angle coefficient K is a fixed empirical value; that is, the second path matching degree calculation formula of the candidate path can be expressed as: s ═ S1-S2| × K. And determining a second target path where the vehicle is located from the candidate paths according to the second path matching degree, wherein the candidate path corresponding to the path matching degree with the minimum value can be used as the second target path where the vehicle is located.

Optionally, before determining the first target path where the vehicle is located, according to an angle difference between the azimuth point and the corresponding candidate path shape point, determining a second path matching degree of the candidate path, and according to the second path matching degree, determining a second target path where the vehicle is located from the candidate paths. And when the difference value between the first path matching degree of the first target path and the first path matching degree of the second target path reaches a first threshold value, the distance between the first target path and the second target path reaches a second threshold value, the angular speed of the vehicle does not exceed the angular speed threshold value, and the projection point of the square point of the position where the vehicle is located is on the first target path corresponding to the first path matching degree, taking the first target path as the final target path where the vehicle is located.

In one embodiment, it is detected whether the square point exceeds the bifurcation point; the bifurcation point is the intersection point of each continuous path of the path; and when the square points exceed the bifurcation points, executing a step of determining the first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the shape points of the candidate path.

Specifically, by acquiring a projection point of a square point on a candidate road section, acquiring a coordinate of the projection point, acquiring a coordinate difference value between the coordinate of the projection point and a coordinate of a bifurcation point, and acquiring coordinate data of the bifurcation point from map data; and when the coordinates of the projection points are the same as those of the bifurcation points, executing a step of determining the first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points. The candidate path matching degree is calculated after the vehicle passes through the bifurcation point, so that the problem that when the vehicle passes through the bifurcation point, the candidate path is positioned inaccurately due to deceleration, and the candidate path matching degree is calculated inaccurately is avoided.

In one embodiment, when the vehicle starts from the approach bifurcation point, calculating a second path matching degree S of the bifurcation road according to the matching period, and determining a second target path where the vehicle is located from the bifurcation road according to the second path matching degree; when the vehicle drives through the bifurcation point, calculating the first path matching degree Gsw of the candidate path according to the matching period, and selecting the bifurcation road with the best matching degree (the road with the minimum first matching degree value) to compare with the second target path; and when the distance between the two roads reaches a threshold value, the path matching difference value reaches the threshold value, the current vehicle angular speed does not exceed the angular speed threshold value and the projection point of the square point is on the road with the minimum first matching value, and the road with the minimum first matching value is used as the GNSS routing result.

In another embodiment, as shown in fig. 5, a vehicle path matching method is provided, which is described by taking the method as an example applied to the terminal in fig. 1, and includes the following steps:

in step 502, a first angle change value of a vehicle in a sampling period is obtained through a sensor.

The sampling period is a fixed sampling period preset in the sensor, and may be set to 1s, for example. The sensor is a positioning and control system based on free space movements and gestures, e.g. a gyro sensor. The first angle change value is an angle change of the vehicle from a position point during traveling. The acquired first angle change value may include a positive number and a negative number, wherein positive and negative signs are used to indicate the direction of the angle change, e.g., count left positive and right negative, -2 represents a change of 2 degrees to the right of the current angle of vehicle travel relative to the last angle of travel; or the right is counted as positive, and the left is counted as negative, and the change direction of the vehicle angle value is not limited.

Specifically, the terminal collects the driving angle of the vehicle at intervals in a sampling period, calculates the angle change value of adjacent collection, and stores the collected first angle change value in the sensor angle change sequence.

Step 504, obtaining a second angle change value between each candidate path shape point.

Wherein the second angle change value is the angle change of the adjacent shape point on the candidate path; the candidate path shape point data is obtained from the map data, and the updating frequency of the map data can be set in a self-defined mode, for example, the updating frequency can be set to be 500ms, namely, the map data is updated once in 500 ms; the obtained second angle change value may include a positive number and a negative number, where positive and negative signs are used to indicate the direction of the angle change, for example, counting left as positive and right as negative, and 3 represents that the angle of the current shape point of the candidate path changes 3 degrees to the left relative to the last shape point; or count right as positive, left as negative, and there is no limitation on the candidate path motion change direction.

Specifically, a position point of the vehicle is located and acquired through a GNSS or Global Positioning System (GPS), and a shape point of a path where the vehicle is located and a path following the path are acquired according to the position point to obtain a candidate path; and calculating a second angle change value of the adjacent shape points, and storing the second angle change value in the divergent road angle change sequence. A second angle change value corresponding to the first angle change value of the vehicle in the sampling period is acquired.

Step 506, determining a third path matching degree of the candidate path according to the first angle change value, the second angle change value and the empirical coefficient of the candidate path.

Specifically, a first angle change value is obtained in a positive sequence from a stored sensor angle change sequence, and a vehicle motion trend and a corresponding maximum value of accumulated angle change are obtained according to the accumulated summation of the first angle change value; acquiring a second angle change value from the angle change sequence of the bifurcation road in a positive sequence, and acquiring a candidate path shape trend and a corresponding maximum value of the accumulated angle change by accumulating and summing the second angle change value; and when the maximum value of the accumulated angle change corresponding to the vehicle motion trend reaches a threshold value and the maximum value of the accumulated angle change corresponding to the candidate path shape trend reaches a threshold value, determining the third path matching degree of the candidate path according to the maximum value of the accumulated angle change corresponding to the vehicle motion trend, the maximum value of the accumulated angle change corresponding to the candidate path shape trend and the empirical coefficient of the candidate path.

The moving trend of the vehicle can comprise a left condition and a right condition, and the vehicle can comprise a straight moving trend, a left or right trend, a left-to-right trend or a right-to-left and left-to-left trend in the driving process. The motion trend of the candidate path may include both left and right cases.

And step 508, determining a third target path where the vehicle is located according to the matching degree of the third path from the candidate paths.

Specifically, a third target path where the vehicle is located is determined according to the matching degree of the third path from the candidate paths by comparing the numerical value of the matching degree of the third path; the candidate path corresponding to the maximum or minimum value of the matching degree of the third path is determined as the third target path where the vehicle is located.

And step 510, when the first target path is consistent with the third target path, taking the first target path or the third target path as a target path where the vehicle is finally located.

In the vehicle path matching method, a terminal acquires a first angle change value of a vehicle in a sampling period through a sensor; acquiring a second angle change value between each candidate path shape point; determining a third path matching degree of the candidate path according to the first angle change value, the second angle change value and the empirical coefficient of the candidate path; determining a third target path where the vehicle is located according to the matching degree of the third path from the candidate paths; when the first target path is consistent with the third target path, taking the first target path or the third target path as a target path where the vehicle is finally located; determining a first target path of the candidate path through GNSS positioning data, calculating a third path matching degree of the candidate path according to the sensor data and the candidate path shape point, and determining a third target path according to the third path matching degree; and determining the final target path of the vehicle by comparing the first target path with the third target path, so that the accuracy of vehicle path matching is improved.

In one embodiment, determining the third path matching degree of the candidate path according to the first angle change value, the second angle change value and the empirical coefficient of the candidate path comprises:

the second target calculation equation is:

Rsws＝Radi+(Sma1-Rma1)+(Sma2-Rma2)

The maximum value of the accumulated angle change corresponding to the first movement trend and the maximum value of the accumulated angle change corresponding to the second movement trend of the vehicle in the sampling period can be realized in the following modes:

the sensor obtains that the current angle of the vehicle is 0 degree in a sampling period, the current angle is changed into 2 degrees after a few seconds, the left is counted as positive, the right is counted as negative, the accumulated angle change value is 2 degrees, then the angle change value is 1 degree, the accumulated angle change value is 3, if the next angle change value is 3 degrees, the maximum accumulated angle change value is 6 degrees, if the other angle change value is-2, the accumulated angle change value is 4, and if the next angle change value is 4, the maximum accumulated angle change value is 8. When the maximum value of the accumulated angle change reaches a threshold (for example +7 degrees or-7 degrees) and the accumulated angle change times to the left or the right reaches a time threshold (for example, the time threshold is 5, the accumulated angle change times to the left is changed 3 times, the accumulated angle change times to the right is changed 1 time, and the accumulated angle change times to the left is changed 3-1+3 to 5), the left movement trend is determined when the time threshold is reached, and the same can be used for determining the right movement trend.

If the accumulated angle change maximum value does not reach the threshold value (+7 degrees) for the left or the accumulated change times for the left does not reach the threshold value (for example, the time threshold value is 5), and the accumulated angle change maximum value does not reach the threshold value for the right (for example, the threshold value is-7 degrees) or the accumulated change times for the right does not reach the threshold value (for example, the time threshold value is 5), the vehicle running track is judged to be a straight-going trend, the change trend before calculation is defined as unidentified, the movement trend (unidentified, straight-going, leftward movement and rightward movement) is stored as the first movement trend Ste1 or the second movement trend Ste2 of the vehicle, and the current first movement trend Ste1 accumulated angle change maximum value Sma1 or the second movement trend Ste2 accumulated angle change maximum value Sma2 is stored. Continuously calculating the angle change, and if the current accumulated angle change maximum value reaches the threshold value and then continuously accumulates to be larger, continuously updating and calculating the accumulated angle change maximum value Sma1 or Sma 2; if the current maximum value of the accumulated angle change reaches the threshold value, the reset accumulated angle is shown in fig. 6 when the current maximum value of the accumulated angle change is reduced, and the running track diagram is that the first movement trend Ste1 is towards the right, the second movement trend Ste2 is towards the left, the accumulated angle change maximum value Sma1 corresponding to the movement towards the right and the accumulated angle change maximum value Sma2 corresponding to the movement towards the left.

The maximum value of the accumulated angle change corresponding to the first motion trend of the candidate path and the maximum value of the accumulated angle change corresponding to the second motion trend of the candidate path can be realized by the following modes:

at the start of the sampling period, the starting shape spotting angle in the candidate path is 0 degrees, e.g., a fixed distance from the bifurcation point, such as 10m, when approaching the bifurcation point) the starting angle of the path at that point is 0 degrees; the second shape point becomes 2 degrees, the left is positive, the right is negative, the maximum value of the accumulated angle change is 2 degrees, if the next angle change value is 3 degrees, the maximum value of the accumulated angle change is 5 degrees, if the other angle change value is-2, the accumulated angle change value is 3, if the next angle change value is 4, the maximum value of the accumulated angle change is 7; when the maximum value of the cumulative angle change reaches a threshold (for example +7 degrees or-7 degrees) and the cumulative number of angle changes to the left or right reaches a number threshold (for example, if the number threshold is 5, if the cumulative number of angle changes to the left is 3 times, the cumulative number of angle changes to the right is 1 time, and the cumulative number of angle changes to the left is 3-1+3 to 5, the cumulative number of angle changes to the left reaches the number threshold), the left movement trend is determined, and the right movement trend is determined in the same manner.

If the maximum value of the accumulated angle change does not reach a threshold value to the left (for example, +7 degrees) or the accumulated number of times of left change does not reach a threshold value (for example, the number threshold value is 5), and the maximum value of the accumulated angle change does not reach a threshold value to the right (for example, -7 degrees) or the accumulated number of times of right change does not reach a threshold value (for example, the number threshold value is 5), the motion trend of the candidate path is judged to be a straight line, the change trend before calculation is defined as unidentified, the motion trend (unidentified, straight line, left motion, right motion) is stored as a first motion trend Rte1 of the candidate path or a second motion trend Rte2 of the candidate path, and the maximum value of the current accumulated angle change is stored as a maximum value Rma1 corresponding to the first motion trend 1 or a maximum value Rma. Continuously calculating the angle change, and continuously updating and calculating the maximum value of the accumulated angle change if the current maximum value of the accumulated angle change reaches the threshold value and then continuously accumulating to be larger; and resetting the accumulated angle when the accumulated angle is reduced if the maximum value of the change of the current accumulated angle reaches the threshold value. As shown in fig. 7, the first motion trend Rte1 is rightward, the second motion trend Rte2 is leftward, and the candidate path motion trend graph has a cumulative maximum angle change value Rma1 corresponding to rightward motion and a cumulative maximum angle change value Rma2 corresponding to leftward motion.

Specifically, based on the sensor data and the map data, the difference value between the maximum value corresponding to the first motion trend of the vehicle and the maximum value corresponding to the first motion trend of the candidate path is calculated, the difference value between the maximum value corresponding to the second motion trend of the vehicle and the maximum value corresponding to the second motion trend of the candidate path is calculated, and the empirical coefficient of the candidate path is calculated, so that the path matching degree of the candidate path is calculated, the sensor data acquisition frequency is high, the anti-interference performance is high, the accuracy of the path matching degree is improved, and the actual driving track of the vehicle can be accurately judged.

In one embodiment, the azimuth of the position of the vehicle is obtained through GNSS data; obtaining shape points of a path where the vehicle is located and a continuing path of the path according to the square points to obtain a candidate path; acquiring projection points of the square points on the candidate paths; determining a first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points; determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree; acquiring a first angle change value of the vehicle in a sampling period through a sensor; acquiring a second angle change value between each candidate path shape point; determining a third path matching degree of the candidate path according to the first angle change value, the second angle change value and the empirical coefficient of the candidate path; determining a third target path where the vehicle is located according to the matching degree of the third path from the candidate paths; and when the first target path is consistent with the third target path, taking the first target path or the third target path as the final target path where the vehicle is located, and when the first target path is inconsistent with the third target path, the vehicle path matching is invalid. The path matching degrees of the candidate paths are respectively calculated through GNSS data and sensor data, the candidate path with the best path matching degree is selected from the candidate paths, whether the two vehicle path matching paths are the same or not is compared, the final target path where the vehicle is located is confirmed, and the accuracy of vehicle path selection is improved.

In one embodiment, as shown in fig. 8, a method for matching a vehicle path based on sensor data is provided, which is described by taking the method as an example applied to the terminal in fig. 1, and includes the following steps:

in step 802, a first angle change value of a vehicle in a sampling period is obtained through a sensor.

And step 804, acquiring a second angle change value between each candidate path shape point.

Step 806, determining a third path matching degree of the candidate path according to the first angle change value, the second angle change value and the empirical coefficient of the candidate path.

And 808, determining a third target path where the vehicle is located according to the matching degree of the third path from the candidate paths.

In the vehicle path matching method, a first angle change value of a vehicle in a sampling period is obtained through a sensor; acquiring a second angle change value between each candidate path shape point; determining a third path matching degree of the candidate path according to the first angle change value, the second angle change value and the empirical coefficient of the candidate path; and determining a third target path where the vehicle is located according to the matching degree of the third path from the candidate paths. The method comprises the steps of obtaining a first angle change value of a vehicle according to a sensor, obtaining a second angle change value of a candidate path according to map data and accurately calculating a third path matching degree of the candidate path according to experience coefficients of the candidate path, determining a third target path where the vehicle is located according to the third path matching degree, and improving the matching accuracy of the vehicle path.

In one embodiment, the empirical coefficients Radi of the path are calculated in at least one of the following ways:

when the vehicle motion trend in the sampling period is the same as the candidate path motion trend, the empirical coefficient Radi is obtained by dividing the fixed empirical coefficient by the coefficient factor;

when the motion trend of the vehicle in the sampling period is different from the motion trend of the candidate path, the empirical coefficient Radi is obtained by multiplying a fixed empirical coefficient by a coefficient factor.

Specifically, when the vehicle has the same motion trend as the candidate path motion trend in the sampling period, it may be that the vehicle has one motion trend (to the left or to the right), and the motion trend is the same as the candidate path motion trend; or the candidate road and the vehicle can be matched when two moving trends (first left and then right or first right and then left) exist in the vehicleThe radial motion trends are the same, and the empirical coefficients Radi₀Dividing the fixed empirical coefficient by a coefficient factor; can be expressed as: radi ═ Radi₀Tim (time-down).

When the motion trend of the vehicle in the sampling period is different from the motion trend of the candidate path, and when the vehicle has one motion trend (for example, leftward motion or rightward motion), the motion trend is different from the motion trend of the candidate path, or when the vehicle has two motion trends (for example, the vehicle moves leftward and then rightward or moves rightward and then leftward), the motion trend is the same as the motion trend of the candidate path, and the empirical coefficient Radi is a fixed empirical coefficient multiplied by a coefficient factor; can be expressed as: radi ═ Radi₀Xtim (expanded tim).

The method and the device ensure the accuracy of the path matching degree of the candidate path by accurately judging whether the motion trend of the vehicle is completely the same as the motion trend of the candidate path to determine the empirical coefficient of the candidate path, thereby improving the accuracy of the vehicle path matching.

In one embodiment, if there is no variation trend between the vehicle motion trend and the candidate path motion trend in the sampling period, the empirical coefficient Radi is a fixed empirical coefficient. For example, if the vehicle motion trend and the candidate path motion trend are both straight and the turn basis coefficients are the same, and the fixed empirical coefficient is 100, the value of Radi remains 100.

In one embodiment, determining a third target path where the vehicle is located according to the third path matching degree from the candidate paths includes:

acquiring a third path matching degree with the minimum value from the third path matching degrees;

In one embodiment, before the candidate route corresponding to the third route matching degree with the smallest value is taken as the third target route where the vehicle is located, the method further includes:

acquiring a corresponding driving distance of a vehicle in a sampling period and the number of corresponding candidate paths;

and when the driving distance is greater than the driving distance threshold value and the number of the paths is less than the number of the paths threshold value, taking the candidate path corresponding to the third path matching degree with the minimum value as a third target path where the vehicle is located.

The running distance of the vehicle is obtained by acquiring the product of the running speed of the vehicle and the sampling period by the sensor. The number of candidate routes is obtained from the map data.

Specifically, when the vehicle is judged to be in the sampling period, the driving distance is larger than the driving distance threshold value and the number of paths is smaller than the number of paths threshold value, the candidate path corresponding to the third path matching degree with the minimum value is used as the third target path where the vehicle is located, and the accuracy of vehicle path matching is further improved.

In one embodiment, before determining the third target path where the vehicle is located according to the third path matching degree from the candidate paths, the method further includes:

calculating the overall motion trend of the vehicle in the sampling period and the motion trend of each candidate path;

and when the overall motion trend of the vehicle in the sampling period is judged to be the same as the motion trend of each candidate path, executing a step of determining a third target path where the vehicle is located according to the matching degree of the third path in the slave candidate paths.

Wherein, the vehicle is in the position point calculation judgement that the whole motion trend corresponds according to the first angle change value in the sensor angle change sequence in the sampling period, and the realization mode can be: the method comprises the steps of taking a square point corresponding to a first angle change value in a sensor angle change sequence as a reference point (base), judging and selecting a first starting point (stand) point of a point with a steering trend (for example, a point with the first angle change value of a vehicle being larger than a threshold value (such as 3 degrees)) in a positive sequence, taking the last data in the sensor angle change sequence, namely the square point of the position of the current vehicle as a target point (target), making an x-axis vertical line through the target point, calculating the vertical distance between the target point and an x axis, and determining the actual offset distance of the vehicle. Establishing a rectangular coordinate system by taking a connecting line of a base point and a stand point as an x axis and taking the base point as an origin, and calculating the slope of the connecting line of the base point and the target point, wherein a positive value is that the whole moves leftwards, and a negative value is that the whole moves rightwards; as shown in fig. 9, the overall movement trend of the vehicle in the sampling period is judged according to the slope.

Wherein, the overall motion trend of the candidate path in the sampling period is calculated and judged according to the shape point corresponding to the second angle change value in the bifurcation road angle change sequence, and the implementation mode can be as follows: taking the first data (shape point data when approaching to a bifurcation point) in the bifurcation road angle change sequence as a reference base point, judging and selecting the first starting point stand point of a steering trend (a point with the steering trend, namely a point with the second angle change value of the shape point being greater than a threshold value (such as 4 degrees)) in the positive sequence, and taking the last data (the shape point at the tail end of a candidate path) in the bifurcation road angle change sequence as a target point. And establishing a rectangular coordinate system by taking a connecting line of the base point and the stand point as an x axis and the base point as an origin, and calculating the slope of the connecting line of the base point and the target point, wherein a positive value is that the whole moves leftwards, and a negative value is that the whole moves rightwards. The principle of judging the overall motion trend of the candidate path in the sampling period according to the slope is similar to that shown in fig. 9.

And when the overall motion trend of the vehicle in the sampling period is the same as the motion trend of each candidate path, namely the slopes corresponding to the overall motion trend of the vehicle in the sampling period and the overall motion trend of the selected path in the sampling period are both positive values or negative values at the same time, determining a third target path where the vehicle is located according to the matching degree of the third path from the candidate paths. And if the overall motion trend of the vehicle in the sampling period is different from the motion trend of each candidate path, determining a third target path where the vehicle is located according to the matching degree of the third path from the candidate paths.

In one embodiment, the third path matching degree with the minimum value is obtained from the third path matching degrees, and the candidate path corresponding to the third path matching degree with the minimum value is used as the target path where the vehicle is located. Optionally, when a difference between the minimum third path matching degree and the third path matching degree of the second target path reaches a threshold, a product of a distance between the candidate path corresponding to the minimum third path matching degree and the second target path and a fixed empirical coefficient is smaller than an actual vehicle offset distance, and a projection point of the azimuth point of the vehicle is on the third target path, taking the candidate path corresponding to the minimum third path matching degree as a third target path where the vehicle is located, and taking the third target path as the target path where the vehicle is located. The product of the distance between the candidate path corresponding to the third path matching degree with the minimum value and the second target path and the fixed empirical coefficient is smaller than the actual vehicle offset distance relational expression, and the relational expression can be Rsd multiplied by Ksd < Sma; rsd is the distance between two paths, Sma is the actual vehicle offset distance, Ksd is a fixed empirical value, and the larger the distance is, the larger the angle change peak value is needed; for example, Ksd is 1.5, Rsd is 10 meters, the peak angle change needs to be greater than 7 degrees; when Rsd is 20 meters, the peak angle change needs to be greater than 11 degrees.

It should be understood that although the various steps in the flow charts of fig. 2-6 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in fig. 2-6 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, and the order of performance of the sub-steps or stages is not necessarily sequential, but may be performed in turn or alternating with other steps or at least some of the sub-steps or stages of other steps.

In one embodiment, as shown in fig. 10, there is provided a vehicle path matching device 1000 including: a first obtaining module 1002, a path obtaining module 1004, a second obtaining module 1006, a first determining module 1008, and a second determining module 1010, wherein:

the first obtaining module 1002 is configured to obtain a position point of a position of a vehicle.

In one implementation, the first obtaining module 1002 is further configured to obtain a road segment corresponding to a position point of a vehicle on the candidate route, and make a vertical line of the road segment through the position point; and determining the intersection point of the vertical line and the road section as a projection point.

The route obtaining module 1004 is configured to obtain shape points of a route where the vehicle is located and a route following the route according to the position point, so as to obtain a candidate route.

A second obtaining module 1006, configured to obtain a projection point of the position point on the candidate path.

In one embodiment, the second obtaining module 1006 is further configured to obtain a second target route where the vehicle is located from the candidate routes through a navigation technique; and acquiring the first path matching degree corresponding to the second target path from the first path matching degree.

The first determining module 1008 is configured to determine a first path matching degree of the candidate path according to a distance and an angle between each azimuth point, a distance between each azimuth point and the corresponding projection point, and a distance and an angle between the candidate path shape points.

In one embodiment, the first determination module 1008 is further configured to determine a second path matching degree of the candidate path according to an angle difference between the azimuth point and the corresponding candidate path shape point.

In one embodiment, the first determining module 1008 is further configured to determine a third path matching degree for the candidate path according to the first and second angle change values and empirical coefficients of the candidate path.

The second determining module 1010 is configured to determine a first target path where the vehicle is located from the candidate paths according to the first path matching degree.

In one embodiment, the second determining module 1010 is further configured to determine a second target path where the vehicle is located from the candidate paths according to the second path matching degree; and when the difference value between the first path matching degree of the first target path and the first path matching degree corresponding to the second target path reaches a first threshold value, the distance between the first target path and the second target path reaches a second threshold value, the angular speed of the vehicle does not exceed the angular speed threshold value, and the projection point of the square point of the position where the vehicle is located is on the first target path corresponding to the first path matching degree, taking the first target path as the final target path where the vehicle is located.

In one embodiment, the second determining module 1010 is further configured to determine a third target path where the vehicle is located according to the third path matching degree from the candidate paths.

The vehicle path matching device acquires the position of the vehicle; obtaining shape points of a path where the vehicle is located and a continuing path of the path according to the square points to obtain a candidate path; acquiring projection points of the square points on the candidate paths; determining a first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points; and determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree. The method comprises the steps of obtaining relevant data of a square point of a vehicle, relevant data of a projection point of the square point on a candidate path and relevant data of a shape point of the candidate path, determining the matching degree of the candidate path according to multiple groups of data, accurately determining a first target path of the vehicle from the obtained candidate path, and improving the accuracy of vehicle path matching.

In another embodiment, as shown in fig. 11, there is provided a vehicle path matching apparatus 1000 including, in addition to the first acquiring module 1002, the path acquiring module 1004, the second acquiring module 1006, the first determining module 1008, and the second determining module 1010: a first calculation module 1012 and a detection module 1014, wherein:

a first calculating module 1012, configured to calculate a first path matching degree of the candidate path according to the first target calculation formula, based on the distance and angle between each positioning point, the distance between each azimuth point and the corresponding projection point, and the distance and angle between the candidate path shape points;

the first target calculation equation is:

Gsw＝(Gda-Rda)×Kda+(Gad-Rad)×Kad+Gdp×Kp

where Gsw is the first path matching degree of the candidate path, Gda is the sum of the distances between the square points, Rda is the sum of the distances between the shape points of the candidate path, Kda is a distance difference coefficient, Gad is the sum of the angles between the square points, Rad is the sum of the angles between the shape points of the candidate path, Kad is an angle difference coefficient, Gdp is the sum of the distances between the orientation points and the corresponding projection points, and Kp is a distance coefficient.

A detection module 1014 for detecting whether the square point exceeds the bifurcation point; the bifurcation point is the intersection point of each continuous path of the path;

and when the square points exceed the bifurcation points, executing a step of determining the first path matching degree of the candidate path according to the distance and the angle between each square point, the distance between each azimuth point and the corresponding projection point, and the distance and the angle between the shape points of the candidate path.

In one embodiment, the vehicle detection device further comprises a second calculation module, wherein the second calculation module is used for calculating a third path matching degree of the candidate path according to a second target calculation formula according to the first angle change value, the second angle change value and the empirical coefficient of the candidate path;

the second target calculation equation is:

Rsws＝Radi+(Sma1-Rma1)+(Sma2-Rma2)

In one embodiment, the vehicle detection device further comprises a third calculation module, wherein the third calculation module is used for obtaining the empirical coefficient Radi by dividing the fixed empirical coefficient by the coefficient factor when the vehicle has a motion trend in the sampling period and keeps unchanged; when the vehicle has two moving trends in the sampling period and keeps unchanged, the empirical coefficient Radi is obtained by multiplying the fixed empirical coefficient by the coefficient factor.

In one embodiment, the third calculation module is further used for calculating the overall motion trend of the vehicle in the sampling period and the motion trend of each candidate path; and when the overall motion trend of the vehicle in the sampling period is judged to be the same as the motion trend of each candidate path, executing a step of determining a third target path where the vehicle is located according to the matching degree of the third path in the slave candidate paths.

In one embodiment, the vehicle detection apparatus further comprises an obtaining module and a judging module, wherein:

the acquisition module is used for acquiring the corresponding driving distance of the vehicle in the sampling period and the number of the corresponding candidate paths.

The judging module is used for taking the candidate path corresponding to the third path matching degree with the minimum value as a third target path where the vehicle is located when the driving distance is equal to the driving distance threshold value and the number of paths is less than the number of paths threshold value;

the judgment module is further used for taking the candidate path corresponding to the third path matching degree with the minimum value as the third target path where the vehicle is located when the difference value between the third path matching degree with the minimum value and the second path matching degree of the path where the vehicle is currently located reaches the threshold value, the product of the distance between the candidate path corresponding to the third path matching degree with the minimum value and the second target path and the fixed empirical coefficient is smaller than the actual vehicle offset distance, and the projection point of the square point of the vehicle is on the third target path.

For specific definition of the vehicle path matching device, reference may be made to the above definition of the vehicle path matching method, which is not described herein again. The respective modules in the vehicle path matching apparatus described above may be implemented in whole or in part by software, hardware, and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.

In one embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as shown in fig. 12. The computer device includes a processor, a memory, a network interface, a display screen, and an input device connected by a system bus. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The network interface of the computer device is used for communicating with an external terminal through a network connection. The computer program is executed by a processor to implement a vehicle path matching method. The display screen of the computer equipment can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer equipment can be a touch layer covered on the display screen, a key, a track ball or a touch pad arranged on the shell of the computer equipment, an external keyboard, a touch pad or a mouse and the like.

Those skilled in the art will appreciate that the architecture shown in fig. 12 is merely a block diagram of some of the structures associated with the disclosed aspects and is not intended to limit the computing devices to which the disclosed aspects apply, as particular computing devices may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.

In one embodiment, a computer storage medium is provided, on which a computer program is stored which, when being executed by a processor, carries out the steps of the vehicle path matching method described above.

In one embodiment, a computer device is provided, comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the vehicle path matching method described above when executing the computer program.

It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware related to instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above examples only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. A vehicle path matching method, characterized in that the method comprises:

acquiring a square point of the position of a vehicle;

acquiring projection points of the square points on the candidate paths;

2. The method of claim 1, wherein the obtaining the projected point of the position point on the candidate path comprises:

3. The method of claim 1, wherein determining the first path matching degree of the candidate path according to the distance and angle between each of the positioning points, the distance between the orientation point and the corresponding projection point, and the distance and angle between the candidate path shape points comprises:

calculating a first path matching degree of the candidate path according to a first target calculation formula according to the distance and the angle between the positioning points, the distance between the azimuth point and the corresponding projection point, and the distance and the angle between the candidate path shape points; the first target calculation formula is:

Gsw＝(Gda-Rda)×Kda+(Gad-Rad)×Kad+Gdp×Kp

4. The method of claim 1, wherein the orientation point comprises a vehicle direction and a vehicle position; the determining a first target path where the vehicle is located from the candidate paths according to the first path matching degree includes:

5. The method of claim 1, further comprising:

acquiring a second target path of the vehicle from the candidate paths through a navigation technology;

and when the difference value between the first path matching degree of the first target path and the first path matching degree corresponding to the second target path reaches a first threshold value, the distance between the first target path and the second target path reaches a second threshold value, the angular speed of the vehicle does not exceed the angular speed threshold value, and the projection point of the square point of the position where the vehicle is located is on the first target path corresponding to the first path matching degree, taking the first target path as the final target path where the vehicle is located.

6. The method of claim 5, further comprising:

7. The method of claim 1, further comprising:

acquiring a second angle change value between the candidate path shape points;

8. The method of claim 7, wherein determining the third path matching degree for the candidate path according to the first angle change value, the second angle change value, and empirical coefficients for the candidate path comprises:

the second target calculation formula is:

Rsws＝Radi+(Sma1-Rma1)+(Sma2-Rma2)

9. The method of claim 8, wherein the empirical coefficients of the path, Radi, are calculated in at least one of the following ways:

10. The method of claim 7, wherein before determining a third target path for the vehicle from the candidate paths according to the third path matching degree, the method further comprises:

and when the overall motion trend of the vehicle in the sampling period is judged to be the same as the motion trend of each candidate path, executing the step of determining a third target path where the vehicle is located according to the matching degree of the third path from the candidate paths.

11. The method of claim 7, wherein determining a third target path from the candidate paths according to the third path matching degree comprises:

12. The method according to claim 11, wherein before the step of matching the candidate path corresponding to the minimum value of the third path with the third target path as the third target path where the vehicle is located, the method further comprises:

13. A vehicle path matching apparatus, characterized in that the apparatus comprises:

14. A computer device comprising a memory and a processor, the memory storing a computer program, characterized in that the processor, when executing the computer program, implements the steps of the method according to any of claims 1 to 12.

15. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the method of any one of claims 1 to 12.