CN114056468A - Method and device for calibrating vehicle yaw angle and readable medium - Google Patents

Method and device for calibrating vehicle yaw angle and readable medium Download PDF

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Publication number
CN114056468A
CN114056468A CN202111211832.4A CN202111211832A CN114056468A CN 114056468 A CN114056468 A CN 114056468A CN 202111211832 A CN202111211832 A CN 202111211832A CN 114056468 A CN114056468 A CN 114056468A
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Prior art keywords
vehicle
yaw angle
driving state
acceleration
obtaining
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CN202111211832.4A
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Chinese (zh)
Inventor
高少雄
林丰
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Mobai Beijing Information Technology Co Ltd
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Mobai Beijing Information Technology Co Ltd
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Priority to CN202111211832.4A priority Critical patent/CN114056468A/en
Publication of CN114056468A publication Critical patent/CN114056468A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/114—Yaw movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/20—Cycle computers as cycle accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
    • B62J45/414—Acceleration sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/36—Cycles; Motorcycles; Scooters

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Navigation (AREA)

Abstract

The disclosure relates to a method, a device and a readable medium for calibrating a vehicle yaw angle, wherein the method comprises the following steps: acquiring the driving state of the vehicle; and executing the set vehicle yaw angle calibration processing when the driving state indicates that the vehicle is in a straight-line driving state.

Description

Method and device for calibrating vehicle yaw angle and readable medium
Technical Field
The embodiment of the disclosure relates to the technical field of vehicle yaw angle calibration, and more particularly, to a method and a device for calibrating a vehicle yaw angle and a readable medium.
Background
For government requirements, the vehicle needs to be placed neatly when parked, for example, the vehicle body is perpendicular to the road surface, so the vehicle needs to sense the orientation angle of the vehicle body, and the orientation angle can be known through the yaw angle of the vehicle.
However, after the vehicle is used for a long time, the accumulated error of the yaw angle of the vehicle is easily caused by static deviation, and the accuracy of the orientation angle of the vehicle body is affected.
Disclosure of Invention
It is an object of embodiments of the present disclosure to provide a new solution for calibrating the yaw angle of a vehicle.
According to a first aspect of the present disclosure, there is provided a method of calibrating a yaw angle of a vehicle, comprising: acquiring the driving state of the vehicle; and executing the set vehicle yaw angle calibration processing when the driving state indicates that the vehicle is in a straight-line driving state.
Optionally, before the obtaining the driving state of the vehicle, the method further includes: acquiring an acceleration value of an X-axis accelerometer of an inertial measurement unit of the vehicle at a set first sampling frequency; and executing the step of acquiring the driving state of the vehicle according to the obtained acceleration value.
Optionally, the acquiring the driving state of the vehicle includes: acquiring an acceleration standard deviation corresponding to a time window according to each acceleration value acquired in the time window at a set calculation frequency; determining whether at least one of the most recently obtained standard deviations of acceleration is less than or equal to a first set threshold; and obtaining a driving state for indicating that the vehicle is in a straight-driving state when at least one of the acceleration standard deviations obtained recently is less than or equal to the first set threshold.
Optionally, after the obtaining of the acceleration value of the X-axis accelerometer of the inertial measurement unit of the vehicle, the method further comprises: determining whether the most recently obtained acceleration value is less than or equal to a second set threshold; the step of obtaining a running state indicating that the vehicle is in a straight-driving state is performed in a case where the acceleration value obtained last time is less than or equal to the second set threshold value.
Optionally, before the performing the set vehicle yaw angle calibration process, the method further comprises: acquiring a GPS course angle of the vehicle at a set second sampling frequency; acquiring a yaw angle of an inertia measurement unit of the vehicle at a set third sampling frequency; obtaining a yaw angle offset according to at least one recently obtained yaw angle and at least one recently obtained GPS course angle; the executing of the set vehicle yaw angle calibration process includes: and executing the set vehicle yaw angle calibration processing according to the yaw angle offset.
Optionally, the obtaining a yaw angle offset according to at least one recently obtained yaw angle and at least one recently obtained GPS heading angle includes: obtaining a first average value, wherein the first average value is an average value of at least two recently obtained yaw angles; acquiring a second average value, wherein the second average value is an average value of at least two recently acquired GPS course angles; and obtaining the offset of the yaw angle according to the first average value, the second average value and the yaw angle obtained last time.
Optionally, after the performing the set vehicle yaw angle calibration process, the method further comprises: receiving a returning instruction; responding to the vehicle returning instruction, and determining whether the body orientation of the vehicle meets a set vehicle returning orientation requirement according to the yaw angle of an inertia measurement unit of the vehicle; and executing the set vehicle returning processing when the vehicle body orientation of the vehicle meets the vehicle returning orientation requirement.
According to a second aspect of the present disclosure, there is also provided a device for calibrating a yaw angle of a vehicle, comprising: the acquisition module is used for acquiring the driving state of the vehicle; and the processing module is used for executing the set vehicle yaw angle calibration processing under the condition that the driving state indicates that the vehicle is in a straight-line driving state.
According to a third aspect of the present disclosure, there is also provided a device for calibrating a yaw angle of a vehicle, comprising a memory for storing a computer program and a processor; the processor is adapted to execute the computer program to implement the method according to the first aspect of the present disclosure.
According to a fourth aspect of the present disclosure, there is also provided a computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the method according to the first aspect of the present disclosure.
One beneficial effect of the disclosed embodiment is that the driving state of the vehicle is obtained; and executing the set vehicle yaw angle calibration processing when the driving state indicates that the vehicle is in a straight-line driving state. The present embodiment can achieve accurate calibration of the vehicle yaw angle by performing the vehicle yaw angle calibration process in the case where the vehicle is in the straight-driving state, thereby contributing to obtaining an accurate vehicle body orientation angle.
Other features of embodiments of the present disclosure and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which is to be read in connection with the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the disclosure and together with the description, serve to explain the principles of the embodiments of the disclosure.
FIG. 1 is a schematic diagram of an apparatus architecture capable of implementing a method for calibrating the yaw angle of a vehicle according to one embodiment;
FIG. 2 is a schematic flow diagram of a method of calibrating a yaw angle of a vehicle according to one embodiment;
FIG. 3 is a schematic illustration of an X-axis acceleration signal of a vehicle according to one embodiment;
FIG. 4 is a schematic flow chart diagram of a method of calibrating vehicle yaw angle according to another embodiment;
FIG. 5 is a block schematic diagram of a vehicle yaw angle calibration apparatus according to one embodiment;
FIG. 6 is a hardware architecture diagram of an electronic device according to one embodiment.
Detailed Description
Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise.
The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses.
Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate.
In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.
< hardware configuration >
FIG. 1 is a schematic block diagram of a vehicle 1000 that may be used to implement embodiments of the present disclosure.
The vehicle 1000 may be a bicycle shown in fig. 1, and may be various types such as a tricycle, an electric scooter, a motorcycle, and a four-wheeled passenger vehicle, and is not limited thereto.
As shown in fig. 1, the vehicle 1000 may include, but is not limited to, a processor 1100, a memory 1200, an interface device 1300, a communication device 1400, a display device 1500, an input device 1600, and the like. The processor 1100 may be a microprocessor MCU or the like. The memory 1200 includes, for example, a ROM (read only memory), a RAM (random access memory), a nonvolatile memory such as a hard disk, and the like. The interface device 1300 includes, for example, a USB interface, a serial interface, a parallel interface, and the like. The communication device 1400 is capable of wired communication using an optical fiber or a cable, or wireless communication, and specifically may include WiFi communication, bluetooth communication, 2G/3G/4G/5G communication, and the like. The display device 1500 may be, for example, a liquid crystal display, a touch panel, or the like. The input device 1600 may include, for example, a touch screen, a keyboard, etc., and may also input voice information through a microphone.
As applied to the disclosed embodiment, the memory 1200 of the vehicle 1000 is used to store a computer program for controlling the processor 1100 to operate in support of the implementation of the disclosed embodiment method. How the computer program controls the processor to operate is well known in the art and will not be described in detail here.
Although a plurality of devices of the vehicle 1000 are shown in fig. 1, the present invention may relate only to some of the devices, for example, the vehicle 1000 relates only to the processor 1100, the memory 1200, and the communication device 1400.
Various embodiments and examples according to the present invention are described below with reference to the accompanying drawings.
< method examples >
FIG. 2 is a flow diagram of a method for calibrating a yaw angle of a vehicle, according to one embodiment. The implementation subject of the present embodiment is, for example, the vehicle 1000 shown in fig. 1 or a control module in the vehicle 1000.
As shown in fig. 2, the method for calibrating the yaw angle of the vehicle according to the present embodiment may include the following steps S210 to S220:
and step S210, acquiring the driving state of the vehicle.
In detail, the vehicle in the present embodiment may be a bicycle or an electric bicycle.
In detail, when a user rides a vehicle, the vehicle is not always kept in straight running, for example, the vehicle may continuously run in straight running, snaking, turning and the like, so that the included angle between the orientation of the vehicle and the running direction of the vehicle at different moments is not fixed, and therefore, the selection of the timing for calibrating the yaw angle usually directly affects the actual deviation of the yaw angle of the vehicle.
In this embodiment, when the vehicle yaw angle is calibrated in a non-linear driving state, the yaw angle is not well calibrated, so that it is not beneficial to obtain an accurate vehicle body orientation according to the yaw angle, and therefore the vehicle yaw angle can be calibrated in a linear driving state.
In detail, the vehicle is in a straight driving state, which is generally understood as that the current driving route of the vehicle is substantially straight, i.e. the bending degree of the current driving route of the vehicle is within an allowable error range compared with the straight line.
Based on this, in this step, the driving state of the vehicle is acquired first, so that the set vehicle yaw angle calibration process can be executed subsequently in the case where the vehicle is in the straight-line driving state.
In detail, an Inertial Measurement Unit (IMU) is provided in the vehicle, and a three-axis attitude angle and an acceleration of the vehicle can be measured based on the IMU. In detail, the IMU comprises three single-axis accelerometers and three single-axis gyroscopes, the accelerometers detecting acceleration signals of the vehicle in the independent three axes of the carrier coordinate system, and the gyroscopes detecting angular velocity signals of the vehicle with respect to the navigation coordinate system. Based on the angular velocity and acceleration of the vehicle in three-dimensional space, the attitude of the vehicle can be solved.
In detail, the acceleration signals collected by the three single-axis accelerometers are signals corresponding to the X-axis, the Y-axis and the Z-axis, respectively, and the angular velocity signals collected by the three single-axis gyroscopes are signals corresponding to the Yaw angle (i.e., the Yaw angle), the Roll angle (i.e., the Roll angle) and the Pitch angle (i.e., the Pitch angle), respectively.
In general, the Y-axis is oriented to coincide with the vehicle orientation, and the X-axis is oriented perpendicular to the vehicle body, i.e., in the left-right direction of the vehicle. When the vehicle is going straight, snakes or turns, the acceleration of the X axis shows a certain rule. In one embodiment of the present disclosure, by sampling the X-axis acceleration values of the IMU during vehicle riding, the X-axis acceleration change law as shown in fig. 3 may be obtained.
Referring to fig. 3, since the change law of the acceleration of the X axis in the case of the vehicle moving straight is significantly different from the change law of the acceleration of the X axis in the case of the vehicle moving non-straight, it can be determined whether the driving state of the vehicle is the straight driving state or the non-straight driving state based on the acceleration of the X axis.
In the linear driving state, the difference in the value of the X-axis acceleration is small, and in the non-linear driving state, the difference in the value of the X-axis acceleration is large.
Based on this, in an embodiment of the present disclosure, before the step S210, acquiring the driving state of the vehicle, the method may further include the following steps a1 to a 2:
step A1, acquiring acceleration value of an X-axis accelerometer of an inertial measurement unit of the vehicle at a set first sampling frequency.
In detail, the X-axis acceleration may be acquired periodically at a set sampling frequency. Such as an X-axis acceleration sampling frequency of 10Hz, with 10X-axis accelerations being collected per second.
Based on the respective X-axis accelerations acquired in sequence, a diagram of the change in the X-axis acceleration as shown in fig. 3 can be obtained.
And A2, executing the step of acquiring the driving state of the vehicle according to the obtained acceleration value.
Referring to fig. 3, from the obtained respective X-axis accelerations, the current running state of the vehicle can be obtained.
The embodiment obtains the driving state of the vehicle based on the acceleration of the X axis, so that the judgment of whether the vehicle is in a straight driving state or not can be accurately realized, namely, the accurate judgment of whether the direction of the vehicle body is consistent with the driving direction or not can be realized, and the accuracy of the yaw angle calibration can be improved when the yaw angle of the vehicle is calibrated under the condition that the direction of the vehicle body is consistent with the driving direction.
In detail, the vehicle running state may be determined based on the X-axis acceleration over a period of time. Based on this, in an embodiment of the present disclosure, the step S210 of acquiring the driving state of the vehicle may include the following steps S2101 to S2103:
step S2101, with a set calculation frequency, acquiring an acceleration standard deviation corresponding to a time window according to each acceleration value acquired in the time window.
In detail, the above calculation frequency may be set as needed, for example, once every 1s, that is, the time window sliding granularity is 1 second. Referring to fig. 3, when the first sampling frequency is 10Hz, the acceleration standard deviation can be calculated every time 10X-axis accelerations are sampled.
In detail, the duration of the time window may be set as desired, for example, may be an integer multiple of the inverse of the calculation frequency, for example, 3 times. In this way, each time the calculation is performed, the current standard deviation of the acceleration can be calculated by taking the X-axis acceleration obtained within 3s before the current time, which is the past time window.
Referring to FIG. 3, the acceleration standard deviation corresponding to the time window T1 can be calculated first, and then the acceleration standard deviation corresponding to the time window T2 can be calculated.
In detail, assuming that n acceleration values are collected within a single time window, the acceleration standard deviation for one time window can be calculated by the following formula:
Figure BDA0003309155350000071
wherein, astdIs the standard deviation of acceleration, aiFor the ith acceleration value obtained under a time window,
Figure BDA0003309155350000072
is the average of n acceleration values obtained over a time window.
In step S2102, it is determined whether at least one of the acceleration standard deviations obtained most recently is each less than or equal to a first set threshold.
In detail, when the standard deviation of the acceleration in one or more consecutive time windows is lower than the corresponding threshold, the riding track of the vehicle in the time period corresponding to the time windows can be considered to be relatively "straight", that is, the vehicle is in a straight-driving state.
Thus, the comparison of the most recently obtained at least one standard deviation of the acceleration with the respective threshold value is determined in this step, in order to determine therefrom whether the vehicle is moving straight.
Step S2103, in a case where at least one of the acceleration standard deviations obtained most recently is smaller than or equal to the first set threshold, obtaining a driving state indicating that the vehicle is in a straight-driving state.
In this embodiment, when at least one of the latest obtained standard deviations of the acceleration is small, it can be considered that the vehicle is running straight, and thus a corresponding running state can be obtained.
According to the embodiment, the driving state of the vehicle can be accurately judged according to the acceleration standard deviation calculated periodically, so that the calibration accuracy is improved.
The above embodiment may determine the vehicle driving state by the acceleration standard deviation under at least one time window obtained before the current time. The standard deviation of the acceleration is considered, although a plurality of acceleration values under a time window are integrated, the size of a single acceleration value is not considered. This is because the acceleration standard deviation of the plurality of acceleration values is small, and the current acceleration value that is not representative of the plurality of acceleration values is also small.
In order to avoid the influence on the calibration effect caused by the fact that the vehicle yaw angle calibration operation is executed at the moment when the X-axis acceleration is large, the vehicle driving state can be determined by combining the current X-axis acceleration in order to further improve the accurate judgment of the vehicle driving state.
Based on this, in an embodiment of the present disclosure, after the acquiring the acceleration value of the X-axis accelerometer of the inertial measurement unit of the vehicle, the method may further include the following steps B1 to B2:
step B1, it is determined whether the most recently obtained acceleration value is less than or equal to a second set threshold value.
In detail, the most recently obtained acceleration value is the current X-axis acceleration. If the vehicle is in a straight-line driving state, the current X-axis acceleration of the vehicle should be smaller.
Step B2, executing the step of obtaining a running state indicating that the vehicle is in a straight running state in a case where the acceleration value obtained last time is less than or equal to the second set threshold value.
If the current X-axis acceleration of the vehicle is small, the driving state that the vehicle is in a straight line driving state can be obtained.
The embodiment comprehensively considers the current X-axis acceleration and at least one acceleration standard deviation recently obtained at the current moment to judge the driving state of the vehicle, so that the accurate judgment of the driving state of the vehicle can be improved, the influence on the calibration effect caused by the execution of the vehicle yaw angle calibration operation at the moment with the larger X-axis acceleration is avoided, and the calibration accuracy is improved.
And step S220, executing the set vehicle yaw angle calibration processing under the condition that the driving state indicates that the vehicle is in a straight-line driving state.
In detail, for the calibration of the yaw angle, the heading angle of the vehicle running can be acquired through the vehicle GPS, and the yaw angle is calibrated based on the acquired heading angle, so that the vehicle orientation can be accurately perceived in real time based on the calibrated yaw angle, and support is provided for the regular parking of the vehicle.
Based on this, in an embodiment of the present disclosure, before the performing the set vehicle yaw angle calibration process, the method may further include the following steps C1 to C3:
and step C1, acquiring the GPS heading angle of the vehicle at the set second sampling frequency.
In detail, the GPS course angle of the vehicle can be collected in real time, so that when the yaw angle of the vehicle needs to be calibrated, the yaw angle of the vehicle can be calibrated according to the GPS course angle in the vehicle straight-ahead time period.
And step C2, acquiring the yaw angle of the inertia measurement unit of the vehicle at the set third sampling frequency.
In detail, the IMU yaw angle of the vehicle can be collected in real time, so that when the vehicle yaw angle is required to be calibrated, the vehicle yaw angle can be calibrated according to the IMU yaw angle in the vehicle straight-ahead time period.
And step C3, obtaining a yaw angle offset according to at least one recently obtained yaw angle and at least one recently obtained GPS heading angle.
In the step, the yaw angle offset is calculated according to the GPS course angle and the IMU yaw angle in the vehicle straight-ahead time period, and then the vehicle yaw angle calibration can be realized according to the yaw angle offset.
Based on this, the executing the set vehicle yaw angle calibration process includes: and executing the set vehicle yaw angle calibration processing according to the yaw angle offset.
According to the embodiment, the yaw angle offset is calculated according to the GPS course angle and the yaw angle of the IMU, and the vehicle yaw angle is calibrated according to the calculated yaw angle offset, so that the vehicle yaw angle can be accurately calibrated. When the gyroscope is calibrated by adopting the GPS course angle, the reliability of the course angle given by the GPS is ensured, and the consistency of the vehicle body direction and the driving direction is also ensured.
It can be seen that this embodiment judges whether the straight line degree of riding satisfies the requirement of calibration based on the dispersion of the X axle acceleration of vehicle IMU, calibrates IMU angular deviation based on vehicle GPS under the condition that satisfies the calibration requirement, can reach the more accurate effect of vehicle orientation angle calibration.
In an embodiment of the present disclosure, the step C3, obtaining the yaw angle offset according to the at least one recently obtained yaw angle and the at least one recently obtained GPS heading angle, may include the following steps C31 to C33:
and step C31, acquiring a first average value, wherein the first average value is the average value of at least two recently acquired yaw angles.
In this step, for the period of time that the vehicle is going straight, the vehicle IMU may measure the yaw angles during the period of time, and then take the average value of these yaw angles, and calibrate the yaw angle of the IMU using the average value of the yaw angles, which may improve the calibration accuracy.
Referring to fig. 3, when the calculation frequency in step S2101 is calculated every 1S, and m (m ≧ 2) acceleration standard deviations obtained most recently are compared with the first set threshold in step S2102, each yaw angle obtained m seconds before the current time may be taken to calculate the first average value. Wherein the vehicle is kept moving straight m seconds before the current time.
And step C32, acquiring a second average value, wherein the second average value is the average value of at least two recently acquired GPS course angles.
In the step, for the period of time that the vehicle travels straight, the course angles in the period of time can be measured through the vehicle GPS, then the average value of the course angles is taken, and the average value of the course angles is used for calibrating the yaw angle of the IMU, so that the calibration accuracy can be improved.
As above, each course angle obtained m seconds before the current time may be taken to calculate the second average value.
In detail, these GPS heading angles used in the yaw angle calibration have by default met the calibration conditions.
And step C33, obtaining a yaw angle offset according to the first average value, the second average value and the yaw angle obtained last time.
According to the embodiment, the yaw angle offset is obtained according to the average value of the latest GPS course angle, the average value of the yaw angle and the current yaw angle.
In a possible implementation, the mean value of the IMU yaw angles acquired in the past m seconds may be taken as the IMU reference angle (a)ref) And taking the average value of the GPS course angles acquired in the past m seconds as the actual course angle (A) of the riding track in the past m secondsgps) And taking the yaw angle of the current IMU as AcurThen, the deviation angle for calibrating the IMU at the current time is:
Aoffset＝Agps-(Acur-Aref)
wherein A isoffsetIs the yaw angle offset.
In detail, AoffsetAfter the yaw angle offset of the IMU is set, the six-axis angle is converted into a true north coordinate system, so that a subsequent more real-time accurate angle can be obtained through the IMU.
From the above, the present embodiment provides a method for calibrating a yaw angle of a vehicle, which obtains a driving state of the vehicle; and executing the set vehicle yaw angle calibration processing when the driving state indicates that the vehicle is in a straight-line driving state. The present embodiment can achieve accurate calibration of the vehicle yaw angle by performing the vehicle yaw angle calibration process in the case where the vehicle is in the straight-driving state, thereby contributing to obtaining an accurate vehicle body orientation angle.
In detail, since the yaw angle of the vehicle is accurately checked in the process of riding the vehicle by the user, the user can accurately detect whether the orientation of the vehicle body meets the requirements or not according to the yaw angle at the moment when the user returns the vehicle, and if the orientation meets the requirements, the user can return the vehicle.
Based on this, in an embodiment of the present disclosure, after the performing of the set vehicle yaw angle calibration process, the method further includes the following steps D1 to D3:
and D1, receiving a returning instruction.
In detail, the user can send a vehicle returning request when returning the vehicle, and the vehicle can receive a vehicle changing instruction correspondingly.
And D2, responding to the vehicle returning instruction, and determining whether the orientation of the vehicle body of the vehicle meets the set vehicle returning orientation requirement according to the yaw angle of the inertia measurement unit of the vehicle.
When the user returns the vehicle, the vehicle determines whether the orientation of the vehicle body meets the vehicle returning orientation requirement according to the yaw angle, such as whether the orientation of the vehicle body is perpendicular to the road. Because the vehicle yaw angle is accurately checked, whether the orientation of the vehicle body meets the requirement can be accurately judged.
And a step D3 of executing the set vehicle returning process when the vehicle body orientation of the vehicle satisfies the vehicle returning orientation requirement. Such as closing the lock, triggering the server to perform a billing operation, etc.
Therefore, the present embodiment can meet the government requirements for orderly parking of the vehicle and support the directional parking of the vehicle.
FIG. 4 is a flow chart illustrating a method for calibrating a yaw angle of a vehicle according to an embodiment. As shown in fig. 4, the calibration method of the vehicle yaw angle of the embodiment may include the following steps S301 to S312:
step S301, acquiring an acceleration value of an X-axis accelerometer of an inertial measurement unit of the vehicle at a set first sampling frequency; acquiring a GPS course angle of the vehicle at a set second sampling frequency; and acquiring the yaw angle of the inertial measurement unit of the vehicle at a set third sampling frequency.
Step S302, acquiring an acceleration standard deviation corresponding to a time window according to each acceleration value obtained in the time window at a set calculation frequency.
Step S303, determining whether at least one of the acceleration standard deviations obtained most recently is less than or equal to a first set threshold.
Step S304, under the condition that at least one acceleration standard deviation obtained recently is smaller than or equal to the first set threshold, determining whether the acceleration value obtained recently is smaller than or equal to a second set threshold.
Step S305, obtaining a driving state for indicating that the vehicle is in a straight-driving state in the case that the acceleration value obtained last time is less than or equal to the second set threshold value.
Step S306, when the driving state indicates that the vehicle is in a straight-driving state, obtaining a first average value, where the first average value is an average value of at least two recently obtained yaw angles.
Step S307, a second average value is obtained, and the second average value is an average value of at least two recently obtained GPS course angles.
And S308, acquiring a yaw angle offset according to the first average value, the second average value and the yaw angle acquired last time.
Step S309, according to the yaw angle offset, executing the set vehicle yaw angle calibration processing.
And step S310, receiving a returning instruction.
And step S311, responding to the vehicle returning instruction, and determining whether the vehicle body orientation of the vehicle meets the set vehicle returning orientation requirement according to the yaw angle of the inertia measurement unit of the vehicle.
And step S312, executing the set vehicle returning processing when the vehicle body orientation of the vehicle meets the vehicle returning orientation requirement.
In detail, during the period that the user rides the vehicle, step S303 may be periodically executed to realize the continuous calibration of the yaw angle during the use of the vehicle, so that the yaw angle acquired when the user returns to the vehicle may accurately reflect the orientation of the vehicle body.
As can be seen, the present embodiment can achieve accurate calibration of the vehicle yaw angle by performing the vehicle yaw angle calibration process in the case where the vehicle is in the straight-driving state, thereby contributing to obtaining an accurate vehicle body orientation angle.
< apparatus embodiment >
FIG. 5 is a functional block diagram of a device 400 for calibrating a yaw angle of a vehicle, according to one embodiment. As shown in fig. 5, the device 400 for calibrating the yaw angle of a vehicle may include an obtaining module 410 and a processing module 420.
The obtaining module 410 is configured to obtain a driving state of the vehicle. The processing module 420 is configured to execute a set vehicle yaw angle calibration process when the driving state indicates that the vehicle is in a straight-driving state.
The calibration device 400 for the vehicle yaw angle is, for example, the vehicle 1000 shown in fig. 1 or a control module in the vehicle 1000.
In the embodiment, the driving state of the vehicle is acquired; and executing the set vehicle yaw angle calibration processing when the driving state indicates that the vehicle is in a straight-line driving state. The present embodiment can achieve accurate calibration of the vehicle yaw angle by performing the vehicle yaw angle calibration process in the case where the vehicle is in the straight-driving state, thereby contributing to obtaining an accurate vehicle body orientation angle.
In an embodiment of the present disclosure, the obtaining module 410 is configured to obtain an acceleration value of an X-axis accelerometer of an inertial measurement unit of the vehicle at a set first sampling frequency before the obtaining of the driving state of the vehicle; and executing the step of acquiring the driving state of the vehicle according to the obtained acceleration value.
In an embodiment of the present disclosure, the obtaining module 410 is configured to obtain, at a set calculation frequency, an acceleration standard deviation corresponding to a time window according to each of the acceleration values obtained within the time window; determining whether at least one of the most recently obtained standard deviations of acceleration is less than or equal to a first set threshold; and obtaining a driving state for indicating that the vehicle is in a straight-driving state when at least one of the acceleration standard deviations obtained recently is less than or equal to the first set threshold.
In one embodiment of the present disclosure, the obtaining module 410 is configured to determine whether the most recently obtained acceleration value is less than or equal to a second set threshold value after the obtaining of the acceleration value of an X-axis accelerometer of an inertial measurement unit of the vehicle; the step of obtaining a running state indicating that the vehicle is in a straight-driving state is performed in a case where the acceleration value obtained last time is less than or equal to the second set threshold value.
In an embodiment of the present disclosure, the processing module 420 is configured to obtain a GPS heading angle of the vehicle at a set second sampling frequency before the performing of the set vehicle yaw angle calibration process; acquiring a yaw angle of an inertia measurement unit of the vehicle at a set third sampling frequency; obtaining a yaw angle offset according to at least one recently obtained yaw angle and at least one recently obtained GPS course angle; and executing the set vehicle yaw angle calibration processing according to the yaw angle offset.
In an embodiment of the present disclosure, the processing module 420 is configured to obtain a first average value, where the first average value is an average value of at least two recently obtained yaw angles; acquiring a second average value, wherein the second average value is an average value of at least two recently acquired GPS course angles; and obtaining the offset of the yaw angle according to the first average value, the second average value and the yaw angle obtained last time.
In one embodiment of the present disclosure, the device 400 for calibrating a yaw angle of a vehicle further comprises a first module. The first module is used for receiving a returning instruction after the processing module 420 executes the set vehicle yaw angle calibration processing; responding to the vehicle returning instruction, and determining whether the body orientation of the vehicle meets a set vehicle returning orientation requirement according to the yaw angle of an inertia measurement unit of the vehicle; and executing the set vehicle returning processing when the vehicle body orientation of the vehicle meets the vehicle returning orientation requirement.
Fig. 6 is a hardware configuration diagram of a device 500 for calibrating a yaw angle of a vehicle according to another embodiment.
As shown in fig. 6, the device 500 for calibrating a yaw angle of a vehicle comprises a processor 510 and a memory 520, the memory 520 being configured to store an executable computer program, the processor 510 being configured to perform a method according to any of the above method embodiments according to the control of the computer program.
The calibration device 500 for the vehicle yaw angle is, for example, the vehicle 1000 shown in fig. 1 or a control module in the vehicle 1000.
The modules of the device 500 for calibrating the yaw angle of the vehicle may be implemented by the processor 510 executing a computer program stored in the memory 520 in the present embodiment, or may be implemented by other circuit structures, which is not limited herein.
The present invention may be a system, method and/or computer program product. The computer program product may include a computer-readable storage medium having computer-readable program instructions embodied therewith for causing a processor to implement various aspects of the present invention.
The computer readable storage medium may be a tangible device that can hold and store the instructions for use by the instruction execution device. The computer readable storage medium may be, for example, but not limited to, an electronic memory device, a magnetic memory device, an optical memory device, an electromagnetic memory device, a semiconductor memory device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a Static Random Access Memory (SRAM), a portable compact disc read-only memory (CD-ROM), a Digital Versatile Disc (DVD), a memory stick, a floppy disk, a mechanical coding device, such as punch cards or in-groove projection structures having instructions stored thereon, and any suitable combination of the foregoing. Computer-readable storage media as used herein is not to be construed as transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission medium (e.g., optical pulses through a fiber optic cable), or electrical signals transmitted through electrical wires.
The computer-readable program instructions described herein may be downloaded from a computer-readable storage medium to a respective computing/processing device, or to an external computer or external storage device via a network, such as the internet, a local area network, a wide area network, and/or a wireless network. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers and/or edge servers. The network adapter card or network interface in each computing/processing device receives computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in a computer-readable storage medium in the respective computing/processing device.
The computer program instructions for carrying out operations of the present invention may be assembler instructions, Instruction Set Architecture (ISA) instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source or object code written in any combination of one or more programming languages, including an object oriented programming language such as Smalltalk, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer-readable program instructions may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider). In some embodiments, aspects of the present invention are implemented by personalizing an electronic circuit, such as a programmable logic circuit, a Field Programmable Gate Array (FPGA), or a Programmable Logic Array (PLA), with state information of computer-readable program instructions, which can execute the computer-readable program instructions.
Aspects of the present invention are described herein with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer-readable program instructions.
These computer-readable program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks. These computer-readable program instructions may also be stored in a computer-readable storage medium that can direct a computer, programmable data processing apparatus, and/or other devices to function in a particular manner, such that the computer-readable medium storing the instructions comprises an article of manufacture including instructions which implement the function/act specified in the flowchart and/or block diagram block or blocks.
The computer readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the instructions which execute on the computer, other programmable apparatus or other devices implement the functions/acts specified in the flowchart and/or block diagram block or blocks.
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of instructions, which comprises one or more executable instructions for implementing the specified logical function(s). In some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions. It is well known to those skilled in the art that implementation by hardware, by software, and by a combination of software and hardware are equivalent.
Having described embodiments of the present invention, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein. The scope of the invention is defined by the appended claims.

Claims (10)

1. A method of calibrating a yaw angle of a vehicle, comprising:
acquiring the driving state of the vehicle;
and executing the set vehicle yaw angle calibration processing when the driving state indicates that the vehicle is in a straight-line driving state.
2. The method of claim 1, wherein prior to said obtaining a driving state of the vehicle, the method further comprises:
acquiring an acceleration value of an X-axis accelerometer of an inertial measurement unit of the vehicle at a set first sampling frequency;
and executing the step of acquiring the driving state of the vehicle according to the obtained acceleration value.
3. The method of claim 2, wherein the obtaining the driving state of the vehicle comprises:
acquiring an acceleration standard deviation corresponding to a time window according to each acceleration value acquired in the time window at a set calculation frequency;
determining whether at least one of the most recently obtained standard deviations of acceleration is less than or equal to a first set threshold;
and obtaining a driving state for indicating that the vehicle is in a straight-driving state when at least one of the acceleration standard deviations obtained recently is less than or equal to the first set threshold.
4. The method of claim 3, wherein after the obtaining acceleration values of an X-axis accelerometer of an inertial measurement unit of the vehicle, the method further comprises:
determining whether the most recently obtained acceleration value is less than or equal to a second set threshold;
the step of obtaining a running state indicating that the vehicle is in a straight-driving state is performed in a case where the acceleration value obtained last time is less than or equal to the second set threshold value.
5. The method of claim 2, wherein prior to said performing the set vehicle yaw angle calibration process, the method further comprises:
acquiring a GPS course angle of the vehicle at a set second sampling frequency;
acquiring a yaw angle of an inertia measurement unit of the vehicle at a set third sampling frequency;
obtaining a yaw angle offset according to at least one recently obtained yaw angle and at least one recently obtained GPS course angle;
the executing of the set vehicle yaw angle calibration process includes:
and executing the set vehicle yaw angle calibration processing according to the yaw angle offset.
6. The method of claim 5, wherein obtaining a yaw angle offset based on the at least one recently obtained yaw angle and the at least one recently obtained GPS heading angle comprises:
obtaining a first average value, wherein the first average value is an average value of at least two recently obtained yaw angles;
acquiring a second average value, wherein the second average value is an average value of at least two recently acquired GPS course angles;
and obtaining the offset of the yaw angle according to the first average value, the second average value and the yaw angle obtained last time.
7. The method of claim 1, wherein after said performing the set vehicle yaw angle calibration process, the method further comprises:
receiving a returning instruction;
responding to the vehicle returning instruction, and determining whether the body orientation of the vehicle meets a set vehicle returning orientation requirement according to the yaw angle of an inertia measurement unit of the vehicle;
and executing the set vehicle returning processing when the vehicle body orientation of the vehicle meets the vehicle returning orientation requirement.
8. A device for calibrating a yaw angle of a vehicle, comprising:
the acquisition module is used for acquiring the driving state of the vehicle; and the number of the first and second groups,
and the processing module is used for executing the set vehicle yaw angle calibration processing under the condition that the driving state indicates that the vehicle is in a straight driving state.
9. A device for calibrating the yaw angle of a vehicle, comprising a memory for storing a computer program and a processor; the processor is adapted to execute the computer program to implement the method according to any of claims 1-7.
10. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method according to any one of claims 1-7.
CN202111211832.4A 2021-10-18 2021-10-18 Method and device for calibrating vehicle yaw angle and readable medium Pending CN114056468A (en)

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