CN117128927A - Method and device for determining parking floor and storage medium - Google Patents

Method and device for determining parking floor and storage medium Download PDF

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Publication number
CN117128927A
CN117128927A CN202311399367.0A CN202311399367A CN117128927A CN 117128927 A CN117128927 A CN 117128927A CN 202311399367 A CN202311399367 A CN 202311399367A CN 117128927 A CN117128927 A CN 117128927A
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China
Prior art keywords
pitch angle
pitch
ith
determining
estimated
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CN202311399367.0A
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Chinese (zh)
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孙中阳
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Tencent Technology Shenzhen Co Ltd
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Tencent Technology Shenzhen Co Ltd
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Priority to CN202311399367.0A priority Critical patent/CN117128927A/en
Publication of CN117128927A publication Critical patent/CN117128927A/en
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C5/00—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D21/00—Measuring or testing not otherwise provided for
    • G01D21/02—Measuring two or more variables by means not covered by a single other subclass

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Traffic Control Systems (AREA)

Abstract

The application discloses a method and a device for determining a parking floor and a storage medium. Wherein the method comprises the following steps: acquiring N groups of state parameters of a target vehicle; according to the N groups of state parameters, N estimated pitch angles are determined; determining the variation of the height of the target vehicle according to the N estimated pitch angles and the N wheel speeds; and determining the target floor where the target vehicle stops in the target building according to the change amount of the height. The application solves the technical problem of lower determination efficiency of the parking floor.

Description

Method and device for determining parking floor and storage medium
Technical Field
The application relates to the field of vehicles, in particular to a method and a device for determining a parking floor and a storage medium.
Background
Due to factors such as floor area, storage conditions and the like, closed parking lots are widely used in cities at present to solve the problem of vehicle parking. However, closed parking lots often have complex internal environments, limited fields of view, and no accurate positioning signals, which makes it difficult for a user to find a parking position of a vehicle after parking.
In the related art, a user can be helped to find the position where a vehicle is parked through a parking lot vehicle searching system, for example, some large parking lots can be provided with an intelligent vehicle searching system, the intelligent vehicle searching system can display the position where the vehicle is parked and the optimal route through inputting license plate numbers or other identification information to help find the floor where the vehicle is located, or a map software can be combined with navigation information and a manual recording mode, prompt information can be popped up after the end point of the map software is the navigation of the parking lot, and the user is prompted to manually record the number of the parking space and the floor where the vehicle is located.
It can be understood that the former needs to draw a complete map of the parking lot, record and set specific numbers of parking spaces which can be shot by each camera, and the time cost and the economic cost are high; the latter may have a prompt that cannot be successfully triggered and requires the user to manually record the relevant information, as it is understood that the determination of the parking floor in the related art is inefficient.
Aiming at the problem that the determination efficiency of the parking floor is low, no effective solution is proposed at present.
Disclosure of Invention
The embodiment of the application provides a method and a device for determining a parking floor and a storage medium, which are used for at least solving the technical problem of low determination efficiency of the parking floor.
According to an aspect of the embodiment of the present application, there is provided a method for determining a parking floor, including: acquiring N groups of state parameters of a target vehicle, wherein the N groups of state parameters are a group of state parameters of the target vehicle at each of N moments in the process of entering a target building to the target vehicle stopping at a parking space in the target building, and N is a positive integer greater than or equal to 2; determining N estimated pitch angles according to the N sets of state parameters, wherein the N estimated pitch angles include estimated pitch angles of the target vehicle at each of the N times, the N sets of state parameters include N measured pitch angles of the target vehicle, N pitch angle variation amounts including measured pitch angles of the target vehicle at each of the N times, N wheel speeds including a set of accelerations of the target vehicle at each of the N times, and N sets of accelerations including a pitch angle variation amount of the target vehicle at each of the N times; determining the variation of the height of the target vehicle according to the N estimated pitch angles and the N wheel speeds; and determining a target floor where the target vehicle stops in the target building according to the change amount of the height.
According to another aspect of the embodiment of the present application, there is also provided a device for determining a parking floor, including: an acquisition unit configured to acquire N sets of state parameters of a target vehicle, where N is a positive integer greater than or equal to 2, at each of N times in a process from when the target vehicle enters a target building to when the target vehicle is stopped at a parking space in the target building; a first determining unit configured to determine N estimated pitch angles according to the N sets of state parameters, where the N estimated pitch angles include estimated pitch angles of the target vehicle at each of the N times, the N sets of state parameters include N measured pitch angles of the target vehicle, N pitch angle variation amounts including measured pitch angles of the target vehicle at each of the N times, N wheel speeds including a set of accelerations of the target vehicle at each of the N times, and N set of accelerations including a pitch angle variation amount of the target vehicle at each of the N times; a second determining unit configured to determine a variation of a height of the target vehicle according to the N estimated pitch angles and the N wheel speeds; and a third determining unit configured to determine a target floor at which the target vehicle is stopped in the target building, according to the amount of change in the height.
In one exemplary embodiment, the first determining unit includes: a first determining module, configured to determine an i-th estimated pitch angle of the N estimated pitch angles, where i is a positive integer greater than or equal to 1 and less than or equal to N: determining an ith gain coefficient according to an ith wheel speed, an ith group acceleration and an ith operation coefficient, wherein when i is larger than 1, the ith operation coefficient is a coefficient obtained by determining according to the ith-1 operation coefficient and the ith-1 gain coefficient, and when i is equal to 1, the ith operation coefficient is a first preset value; the second determining module is configured to determine an i-th estimated pitch angle according to the i-th preliminary estimated pitch angle, the i-th pitch angle variation, the i-th gain coefficient, and the i-th measured pitch angle, where when i is greater than 1, the i-th preliminary estimated pitch angle is a pitch angle determined according to the i-1-th estimated pitch angle and the i-th estimated coefficient, the i-th estimated coefficient is a coefficient determined according to the i-1-th estimated coefficient, the i-1-th gain coefficient, the i-1-th estimated pitch angle, the i-1-th preliminary estimated pitch angle, and the i-1-th pitch angle variation, and when i is equal to 1, the i-th preliminary estimated pitch angle is a second preset value.
In an exemplary embodiment, the first determining module is configured to: determining an ith intermediate coefficient according to the ith wheel speed, the ith-1 th wheel speed and the ith group acceleration; and determining the ith gain coefficient according to the ith intermediate coefficient and the ith operation coefficient.
In an exemplary embodiment, the first determining module is configured to: determining a target index value based on the acceleration in the three directions and a difference obtained by subtracting the i-1 th wheel speed from the i-th wheel speed, in the case where the i-th group acceleration includes acceleration in the three directions; the ith intermediate coefficient is determined to be equal to the natural base e to the power of the target index value.
In an exemplary embodiment, the first determining module is configured to: and determining the ith gain coefficient to be equal to a value obtained by dividing the ith intermediate coefficient by a target sum value, wherein the target sum value is equal to the sum of the ith intermediate coefficient and the ith operation coefficient.
In an exemplary embodiment, the second determining module is configured to: summing the i-th preliminary estimated pitch angle and the i-th pitch angle variation to obtain a first sum; subtracting the ith measured pitch angle from the first sum to obtain a first difference; performing product operation on the ith gain coefficient and the first difference value to obtain a first product value; the i-th estimated pitch angle is determined to be equal to the sum of the first sum value and the first product value.
In one exemplary embodiment, the apparatus further comprises: a fourth determining unit configured to determine an i+1th estimation coefficient according to the i-th estimation coefficient, the i-th gain coefficient, the i-th estimated pitch angle, the i-th preliminary estimated pitch angle, and the i-th pitch angle variation; a fifth determining unit, configured to determine an i+1th preliminary estimated pitch angle according to the i-th estimated pitch angle and the i+1th estimated coefficient; a sixth determining unit, configured to determine an i+1th operation coefficient according to the i-th operation coefficient and the i-th gain coefficient.
In one exemplary embodiment, the fourth determining unit includes: a first subtracting module, configured to subtract the i-th preliminary estimated pitch angle and the i-th pitch angle variation from the i-th estimated pitch angle to obtain a second difference; the first product operation module is used for performing product operation on a preset first coefficient, the ith gain coefficient and the second difference value to obtain a second product value; and a third determining module, configured to determine the (i+1) th estimation coefficient to be equal to a sum of the (i) th estimation coefficient and the second product value.
In one exemplary embodiment, the fifth determining unit includes: and a fourth determining module for determining the i+1th preliminary estimated pitch angle to be equal to the sum of the i-th estimated pitch angle and the i+1th estimated coefficient.
In one exemplary embodiment, the sixth determining unit includes: the second product operation module is used for performing product operation on the ith gain coefficient and the ith operation coefficient to obtain a third product value; the second subtracting module is used for subtracting the third multiplication product value from the ith operation coefficient to obtain a third difference value; and a fifth determining module, configured to determine the (i+1) th operational coefficient to be equal to a sum of the third difference and a preset second coefficient.
In one exemplary embodiment, the second determining unit includes: the dividing module is used for dividing the N estimated pitch angles into M pitch angle groups, wherein each pitch angle group in the M pitch angle groups comprises estimated pitch angles of the target vehicle at a plurality of continuous moments in the N moments, and M is a positive integer greater than or equal to 2; a sixth determining module, configured to determine, according to the M pitch angle packets and the N wheel speeds, a variation of a height of the target vehicle corresponding to each pitch angle packet in the M pitch angle packets, to obtain M variation; a seventh determining module, configured to determine R pitch sequences in the M pitch groups according to the M variation amounts, where R is a positive integer greater than or equal to 2 and less than M, and each pitch sequence in the R pitch sequences includes one or more adjacent pitch groups in the M pitch groups; and an eighth determining module, configured to determine, according to R group variation amounts corresponding to the R pitch angle sequences, a variation amount of a height where the target vehicle is located, where a kth group variation amount in the R group variation amounts includes a variation amount corresponding to each pitch angle group included in the kth pitch angle sequence in the M variation amounts, and k is a positive integer greater than or equal to 1 and less than or equal to R.
In an exemplary embodiment, the dividing module is configured to: determining a p-th pitch angle group of the M pitch angle groups, wherein p is a positive integer greater than or equal to 1 and less than or equal to M, by: searching for a p-th time from a 1 st time after a p-1 st time in the N times, wherein the times in the p-th time are continuous times, the first preset condition is that a moving distance of the target vehicle is greater than or equal to a preset distance threshold value after passing through the p-th time, and the moving distance of the target vehicle is less than the preset distance threshold value after passing through the times except the last time in the p-th time, and when p is equal to 1, the 1 st time after the p-1 st time is the 1 st time in the N times; and determining the estimated pitch angle of the target vehicle at the p-th group of time in the N estimated pitch angles as the p-th pitch angle group.
In an exemplary embodiment, the sixth determining module is configured to: determining a j-th variable amount of the M variable amounts, wherein the j-th variable amount is a variable amount of a height of the target vehicle corresponding to a j-th pitch angle group of the M pitch angle groups, and j is a positive integer greater than or equal to 1 and less than or equal to M: at the jth pitch angle group includes Q j Each estimated pitch angle, and the Q j The estimated pitch angle comprises successive Q of the N moments j In the case of the estimated pitch angle of the target vehicle at each moment, according to the Q j Estimated pitch and Q j Determining a j-th variation, wherein Q j Is a positive integer greater than or equal to 2 and less than N, said Q j The wheel speeds include the successive Q of the N moments j Wheel speed of the target vehicle at each moment.
In an exemplary embodiment, the sixth determining module is configured to: respectively to the Q j The sine function value is calculated by each estimated pitch angle to obtain Q j A plurality of sine function values; the Q is set to j The sine function values are respectively connected with the Q j The corresponding product operation is carried out on the wheel speeds to obtain Q j The product value; determining the j-th variation to be equal to the Q j And the sum of the product values.
In an exemplary embodiment, the seventh determining module is configured to: the k pitch angle sequence in the R pitch angle sequences is determined through the following steps, wherein the M pitch angle groups are arranged in the order from small to large at the N moments: searching a kth pitch sequence meeting a second preset condition from a 1 st pitch group after a kth-1 st pitch sequence in the M pitch groups, wherein the pitch groups in the kth pitch sequence are continuous pitch groups, the second preset condition means that each pitch group in the kth pitch sequence meets a third preset condition, and in the case that no pitch group exists before the kth pitch sequence and a pitch group exists after the kth pitch sequence, one pitch group after the kth pitch sequence does not meet the third preset condition, in the case that a pitch group exists before the kth pitch sequence and a pitch group exists after the kth pitch sequence, one pitch group before the kth pitch sequence and one pitch group after the kth pitch sequence do not meet the third preset condition, in the case that a pitch group exists before the kth pitch sequence and a pitch group does not exist after the kth pitch sequence, the first preset condition is not met; the third preset condition is that the variation corresponding to the pitch angle group is greater than or equal to a preset variation threshold, and when k is equal to 1, the 1 st pitch angle group after the k-1 st pitch angle sequence is the 1 st pitch angle group in the M pitch angle groups.
In an exemplary embodiment, the eighth determining module is configured to: and determining the variation of the height of the target vehicle to be equal to the sum of the R groups of variation.
In one exemplary embodiment, the third determining unit includes: the acquisition module is used for acquiring the variation of the height and the floor with the corresponding relation corresponding to the target building; and a ninth determining module, configured to determine, from the change amount of the height and the floor having the correspondence, the target floor corresponding to the change amount of the height where the target vehicle is located.
According to a further aspect of embodiments of the present application, there is also provided a computer readable storage medium having a computer program stored therein, wherein the computer program is arranged to perform the above-described method of determining a parking floor when run.
According to yet another aspect of embodiments of the present application, there is provided a computer program product or computer program comprising computer instructions stored in a computer readable storage medium. The processor of the computer device reads the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device performs the method of determining a parking floor as above.
In the embodiment of the application, in the process of entering a building to a parking space where a vehicle is parked in the building, a plurality of estimated pitch angles of the vehicle are determined according to a plurality of acquired state parameters of the vehicle, the variation of the height where the vehicle is positioned is automatically determined according to the plurality of estimated pitch angles of the vehicle and a plurality of wheel speeds of the vehicle, and the target floor where the vehicle is parked in the building is automatically determined according to the variation of the height where the vehicle is positioned.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
fig. 1 is a schematic view of an application scenario 1 of an alternative method for determining a parking floor according to an embodiment of the present application;
Fig. 2 is a second application scenario diagram of an alternative method for determining a parking floor according to an embodiment of the present application;
fig. 3 is a third application scenario diagram of an alternative method for determining a parking floor according to an embodiment of the present application;
FIG. 4 is a flow chart of an alternative method of determining a parking floor according to an embodiment of the application;
FIG. 5 is a schematic view of the pitch angle of an alternative vehicle according to an embodiment of the application;
FIG. 6 is a schematic illustration of an alternative determination of an estimated pitch angle in accordance with an embodiment of the application;
FIG. 7 is a schematic diagram of an alternative determining gain factor in accordance with an embodiment of the application;
FIG. 8 is a schematic diagram of an alternative determination of intermediate coefficients according to an embodiment of the application;
FIG. 9 is a second schematic diagram of an alternative determined gain factor according to an embodiment of the present application;
FIG. 10 is a schematic diagram II of an alternative determination of an estimated pitch angle in accordance with an embodiment of the application;
FIG. 11 is a schematic diagram of an alternative update of estimated coefficients, preliminary estimated pitch angle, and operational coefficients according to an embodiment of the present application;
FIG. 12 is a schematic illustration of determining an i+1th estimation coefficient according to an embodiment of the present application;
FIG. 13 is a schematic illustration of an alternative determination of the i+1th preliminary estimated pitch angle in accordance with an embodiment of the present application;
FIG. 14 is a schematic diagram of an alternative determination of the (i+1) th operational coefficient according to an embodiment of the present application;
FIG. 15 is a flowchart of an alternative determination of an estimated pitch angle of a vehicle according to an embodiment of the application;
FIG. 16 is a schematic illustration of an alternative determination of the amount of change in the altitude of a target vehicle in accordance with an embodiment of the present application;
FIG. 17 is a schematic illustration of an alternative determined pitch angle grouping in accordance with an embodiment of the application;
FIG. 18 is a schematic illustration of an alternative determination of a jth amount of change in accordance with an embodiment of the present application;
FIG. 19 is a second schematic illustration of an alternative determination of the amount of change in the altitude of a target vehicle in accordance with an embodiment of the application;
FIG. 20 is a flow chart of an alternative determination of the amount of change in height of a vehicle in accordance with an embodiment of the present application;
FIG. 21 is a schematic diagram showing a floor where a vehicle is parked, according to an embodiment of the application;
fig. 22 is a schematic diagram of a correspondence between corrected height differences and the number of layers according to an embodiment of the present application;
FIG. 23 is a schematic illustration of an alternative modified vehicle stopping floor according to an embodiment of the application;
Fig. 24 is a schematic structural view of an alternative parking floor determination device according to an embodiment of the present application;
FIG. 25 is a schematic diagram of an alternative electronic device in accordance with an embodiment of the application;
FIG. 26 is a block diagram of a computer system of an alternative electronic device in accordance with an embodiment of the present application.
Detailed Description
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
First, the proper nouns mainly involved in the embodiment of the present application are explained as follows:
an IMU (Inertial Measurement Unit ) is a device for measuring acceleration and angular velocity of an object. IMUs typically include three accelerometers and three gyroscopes for measuring acceleration and angular velocity of an object in three axes. Accelerometers are used to measure acceleration of an object in three axes and can be used to calculate the speed and displacement of the object. Gyroscopes are used to measure the angular velocity of an object in three axes and can be used to calculate the angle and angular displacement of the object. The IMU may also estimate the pose and motion state of an object by calculating the acceleration and angular velocity of the object.
Wheel speed meter: a wheel speed meter of a vehicle is a device for measuring the rotational speed of a tire of the vehicle. It typically includes one or more sensors mounted at locations on the tires or near the wheels of the vehicle. When the vehicle is traveling, the wheel speed meter measures the rotational speed of the wheel and transmits the data to the control system of the vehicle.
According to an aspect of the embodiment of the present application, there is provided a method for determining a parking floor, optionally, as an optional implementation manner, the method for determining a parking floor may be applied, but is not limited to, in an environment as shown in fig. 1.
As shown in fig. 1, target vehicle 102 may, but is not limited to, enter target building 104, where target building 104 includes a plurality of parking spaces, e.g., parking space a, parking space b, parking space c, parking space d, and parking space e, etc., which may be disposed on different floors, e.g., parking space a and parking space d, and parking space e disposed on floor 2, and parking space b and parking space c disposed on floor 2. Alternatively, it may be illustrated and described that the target vehicle 102 is parked on parking space a in the target building 104, but is not limited thereto.
As shown in fig. 2, the target vehicle 102 may be, but is not limited to being, provided with a terminal device 202, the terminal device 202 may be, but is not limited to being, provided with a display 208, a processor 206 and a memory 204, a server 210 provided with a database 212, and communication between the terminal device 202 and the server 210 may be via a network. During entry of the target vehicle 102 into the target building 104 to the parking space a where the target vehicle 102 is parked in the target building 104, the plurality of sets of acquired state parameters of the target vehicle 102 may be, but are not limited to, transmitted by the terminal device 202 to the server 210, the plurality of sets of state parameters of the target vehicle 102 received by the server 210 are stored in the database 212, and the processing engine 214 in the server 210 acquires the plurality of sets of state parameters of the target vehicle 102 from the database 212 and processes the plurality of sets of state parameters of the target vehicle 102 to determine the floor where the target vehicle 102 is parked in the target building 104. For example, the floor on which parking space a is located may be determined, but is not limited to, by:
Step S102, acquiring N sets of state parameters of the target vehicle 102, where the N sets of state parameters are a set of state parameters of the target vehicle 102 at each of N times in a process from when the target vehicle 102 enters the target building 104 to when the target vehicle 102 is stopped at the parking space a in the target building 104, and N is a positive integer greater than or equal to 2.
Step S104, determining N estimated pitch angles according to N groups of state parameters, wherein the N estimated pitch angles comprise estimated pitch angles of the target vehicle 102 at each of N moments, the N groups of state parameters comprise N measured pitch angles of the target vehicle 102, N pitch angle variation amounts, N wheel speeds and N groups of accelerations, the N measured pitch angles comprise measured pitch angles of the target vehicle 102 at each of N moments, the N pitch angle variation amounts comprise pitch angle variation amounts of the target vehicle 102 at each of N moments, the N wheel speeds comprise wheel speeds of the target vehicle 102 at each of N moments, and the N groups of accelerations comprise a group of accelerations of the target vehicle 102 at each of N moments.
Step S106, determining the variation of the height of the target vehicle 102 according to the N estimated pitch angles and the N wheel speeds.
Step S108, a target floor where the target vehicle 102 stops in the target building 104 is determined according to the amount of change in the height.
S110, a destination floor at which the destination vehicle 102 stops in the destination building 104 is transmitted.
As shown in fig. 3, which may be illustrated by way of example but not limitation with n=10, it will be appreciated that 10 sets of state parameters of the target vehicle 102 are obtained in the above step 102, the 10 sets of state parameters being 10 times (e.g., time T 1 To T 10 ) A set of state parameters of the target vehicle 102 at each moment in time.
The 10 sets of state parameters include 10 measured pitch angles P of the target vehicle 102 a 10 pitch angle variation ΔP, 10 wheel speeds S and 10 group accelerations a,10 measured pitch angles P a The measured pitch angle of the target vehicle 102 at each of 10 times is included, the 10 pitch angle variation Δp includes the pitch angle variation of the target vehicle 102 at each of N times, the 10 wheel speeds S include the wheel speed of the target vehicle 102 at each of N times, and the 10 sets of accelerations a include a set of accelerations of the target vehicle 102 at each of 10 times.
For example, time T 1 The set of state parameters of the upper target vehicle 102 includes a time T 1 Measuring pitch angle P of upper target vehicle 102 a1 Time T 1 Pitch angle variation Δp of upper target vehicle 102 1 Time T 1 Wheel speed S of upper target vehicle 102 1 Time T 1 Set of accelerations a of upper target vehicle 102 x1 、a y1 And a z1 . Time T 2 The set of state parameters of the upper target vehicle 102 includes a time T 2 Measuring pitch angle P of upper target vehicle 102 a2 Time T 2 Pitch angle variation Δp of upper target vehicle 102 2 Time T 2 Wheel speed S of upper target vehicle 102 2 Time T 2 Set of accelerations a of upper target vehicle 102 x2 、a y2 And a z2 . A set of state parameters of the target vehicle 102 at the rest of the 10 moments and moment T 1 A set of state parameters of the upper target vehicle 102 and time T 2 The set of state parameters of the upper target vehicle 102 are similar and will not be described in detail herein.
In such a wayIn this case, 10 estimated pitch angles, e.g. P, may be determined from, but not limited to, 10 sets of state parameters 1,1 、P 2,2 、P 3,3 、P 4,4 、P 5,5 、P 6,6 、P 7,7 、P 8,8 、P 9,9 、P 10,10 . May be, but is not limited to, estimating pitch angle from 10 (e.g., P 1,1 、P 2,2 、P 3,3 、P 4,4 、P 5,5 、P 6,6 、P 7,7 、P 8,8 、P 9,9 、P 10,10 ) And 10 wheel speeds (e.g. wheel speed S 1 To S 10 ) The amount of change in the height at which the target vehicle 102 is located is determined, for example, the amount of change in the height at which the target vehicle 102 is located is 6m. The target floor at which the target vehicle 102 is stopped in the target building 104 is determined based on the amount of change in the height at which the target vehicle 102 is located, for example, the target floor at which the target vehicle 102 is stopped in the target building 104 is 2 floors.
Alternatively, in the present embodiment, the above-mentioned terminal device may be a terminal device configured with a target client, and may include, but is not limited to, at least one of the following: a mobile phone (e.g., an Android mobile phone, iOS mobile phone, etc.), a notebook computer, a tablet computer, a palm computer, a MID (Mobile Internet Devices, mobile internet device), a PAD, a desktop computer, a smart television, etc. The target client may be a video client, an instant messaging client, a browser client, an educational client, and the like. The network may include, but is not limited to: a wired network, a wireless network, wherein the wired network comprises: local area networks, metropolitan area networks, and wide area networks, the wireless network comprising: bluetooth, WIFI, and other networks that enable wireless communications. The server may be a single server, a server cluster composed of a plurality of servers, or a cloud server. The above is merely an example, and is not limited in any way in the present embodiment.
As shown in fig. 4, the flow of the method for determining the parking floor may include, but is not limited to, the following steps:
in step S402, the target building may include, but is not limited to, a building for parking including a mall, office building, residential district, or the like, for example, a ground parking lot, or an underground parking lot, or the like, and may include, but is not limited to, a plurality of floors allowing parking of vehicles, and may be disposed with one or more parking spaces in each floor.
Taking an underground parking lot as an example, there may be a plurality of floors allowing vehicles to be parked in the underground parking lot, for example, from minus first floor to minus 3 floors, and it is difficult for a user to find a parking position of the vehicles after parking due to the complicated internal environment of the underground parking lot, limited field of view, no positioning signal such as GPS (Global Positioning System ), etc., especially when the number of parking floors in the underground parking lot is large and the user forgets the floor where the vehicles are parked, in which case, for example, the vehicles may be parked in the minus first floor of the underground parking lot or in the minus second floor of the underground parking lot.
In such a case, in order to enable the user to quickly determine the floor where the vehicle is parked, to improve the efficiency of the user in finding the parked vehicle, the state parameters of the target vehicle may be, but are not limited to, acquired through a gyroscope and an accelerometer in the IMU in the case where the target vehicle enters the target building, until the target vehicle is parked on a parking space in the target building, and the acquisition of the state parameters of the target vehicle is stopped, so as to obtain a plurality of groups of state parameters of the target vehicle at a plurality of moments.
For example, after the target vehicle enters the underground parking garage, the acquisition of the state parameters of the target vehicle is started until the user hangs up P-gear, turns off, locks the vehicle (it is understood that the target vehicle is parked on a parking space of the underground parking garage), or the vehicle exits the parking garage (calculation is ended directly if the vehicle directly leaves the underground parking garage).
Optionally, in an embodiment, after the vehicle enters the parking lot, the motion parameters of the vehicle may be recorded according to the mileage of the vehicle, but not limited to.
In step S404, the pitch angle of the vehicle may be, but is not limited to, a pitch angle of the vehicle, which refers to an angle between the front-rear direction of the vehicle and the ground plane, for representing the motion state of the vehicle. Normally, the pitch angle of the vehicle should be 0 degrees, i.e., the vehicle smoothly runs on a plane, and when the vehicle leans forward, the pitch angle is positive, and when the vehicle leans backward, the pitch angle is negative. For example, a person sitting on the vehicle may determine that the vehicle is traveling upward, forward or downward based on the pitch of the vehicle, and when the vehicle switches from traveling forward to traveling downward and then to traveling forward, the vehicle may travel downward one floor.
As shown in fig. 5, assuming that the IMU of the vehicle has been calibrated, that is, the X-axis, Y-axis, and Z-axis of the IMU are identical to those of fig. 5, the X-axis of the gyroscope corresponds to the Pitch angle (Pitch) of the vehicle, the Y-axis corresponds to roll (roll angle), the Z-axis corresponds to yaw (yaw angle), and additionally the acceleration Y-axis corresponds to the direction of vehicle advance and the Z-axis corresponds to the direction of gravity when the vehicle is parked on flat ground. There are many IMU calibration methods, which are not described in detail herein.
Kalman filtering is a state estimation algorithm, which is a mathematical tool that can perform unbiased estimation of the system state (e.g., pitch angle in the present embodiment) based on the uncertainty of the sensor. The measured pitch angle of the vehicle is obtained through IMU data in real time, one mode in the related art is obtained by integrating readings of an X axis of a gyroscope within a certain time (the gyroscope is generally updated for more than 50 times per second, and the value updated each time is within 0.02s, so that integration is required), and the mode has the defects that random errors and system errors are generated when the gyroscope is measured each time, the random errors refer to random variables (noise) with different measured values and actual values, the system errors refer to random variables (zero offset) with different relatively stable values from the actual values each time, the two errors are accumulated with time in the integration process, and the calculated measured pitch angle errors are larger and cannot automatically converge.
In another related art, the manner of calculating the measured pitch angle of the vehicle from IMU data is from an accelerometer, and it is apparent that if the vehicle has a certain pitch angle, the direction of gravity is not vertically downward for the vehicle, and therefore there is one component in the Z axis and another component in the Y axis. If the vehicle is stationary or in uniform linear motion for this time, the measured pitch angle of the target vehicle at the w-th of the N times can be determined, but is not limited to, by the following equation (1):
（1）
Wherein,for the measured pitch angle of the target vehicle at time w,/->For acceleration of the target vehicle on the Y-axis at time w, i.e. +.>Is the component of the accelerometer on the Y-axis, < >>For acceleration of the target vehicle in the Z-axis at time w, i.e. +.>Is the component of the accelerometer in the Z-axis. Alternatively, accelerations in the Y-axis and Z-axis and X-axis at each of the N times may be acquired by, but are not limited to, accelerometers in the IMU. But this approach also has significant errors in vehicle acceleration and deceleration or jounce. Because of the uncertainty of both methods of calculating the measured pitch angle of the vehicle from the IMU, the accuracy of the calculated measured pitch angle of the vehicle is low.
In order to improve the accuracy of the estimated pitch angle of the determined vehicle, the uncertainty of the estimated pitch angle can be eliminated by combining an improved one-dimensional kalman filter, for example, N estimated pitch angles are determined according to N groups of state parameters, the pitch angle of the target vehicle is estimated in real time according to the N groups of state parameters to obtain N estimated pitch angles, the N measured pitch angles are replaced by the N estimated pitch angles, the defect that the accuracy of the measured pitch angle of the vehicle is lower due to random errors and systematic errors of gyroscopes or acceleration, deceleration, pitching and the like of the vehicle in the related art is avoided, and the N estimated pitch angles are more accurate than the N measured pitch angles, so that the accuracy of the calculated pitch angle of the vehicle is improved.
For example, after a vehicle enters an underground parking garage, the system continues to collect data such as the wheel speed, time stamp, etc. of the IMU, the target vehicle (each time an IMU data set is generated, one data set is recorded that contains a one-to-one correspondence of wheel speed, pedal depth, time stamp, etc.), until the user engages in a P-gear, extinguishes, locks the vehicle (it will be understood that the vehicle is parked in a parking space in the underground parking garage), or exits the parking garage (if the vehicle is directly leaving the underground parking garage, the calculation is directly terminated).
Optionally, in this embodiment, before acquiring N sets of state parameters of the target vehicle, the method further includes: before a target vehicle enters a target building, acquiring S groups of state parameters of the target vehicle, wherein the S groups of state parameters are a group of state parameters of the target vehicle at each of S moments in the process of entering the target building to a parking space where the target vehicle is parked in the target building, and S is a positive integer greater than or equal to 2; determining S estimated pitch angles according to S groups of state parameters, wherein the S groups of state parameters comprise S measured pitch angles of the target vehicle, S pitch angle variation amounts, S wheel speeds and S groups of accelerations, the S measured pitch angles comprise measured pitch angles of the target vehicle at each of S moments, the S pitch angle variation amounts comprise pitch angle variation amounts of the target vehicle at each of S moments, the S wheel speeds comprise wheel speeds of the target vehicle at each of S moments, and the S groups of accelerations comprise a group of accelerations of the target vehicle at each of S moments; and under the condition that the difference value between the S estimated pitch angles and the S measured pitch angles is smaller than or equal to a preset difference value threshold value and the target vehicle enters the target building, N groups of state parameters of the target vehicle are obtained.
Optionally, in this embodiment, the recording time of the data collected before the vehicle enters the parking lot should not be too short, generally at least more than 60s (or 80s, 90s, etc.), and the system will keep the 60s data in a first-in first-out order before the parking lot entering and exiting judgment algorithm gives the output of entering the parking lot, but will not process the data here to reduce the power consumption. After entering the parking lot, the system continuously collects data in sequence, but does not delete the data in first-out sequence until the parking is completed.
In this way, the estimated pitch angle determined by the target vehicle when entering the target building is already a relatively stable value, improving the accuracy of the N estimated pitch angles determined subsequently in accordance with the N sets of state parameters of the target vehicle during its entry into the target building to the parking space where the target vehicle is parked in the target building.
Alternatively, roll and yaw may have some effect on the downward component of the vehicle's heading during vehicle movement, but in practice the overall roll and yaw angle, and in particular roll angle, is very small during vehicle stopping, so this is negligible and the resulting error is acceptable. The method can avoid newly increasing and estimating two system states, is beneficial to reducing the complexity of an algorithm and improves the efficiency and the robustness.
In step S406, the amount of change in the height of the target vehicle may be, but is not limited to, a height difference representing the height of the target vehicle during the time from when the target vehicle enters the target building to when the target vehicle is parked in the parking space in the target building.
Alternatively, in the present embodiment, the amount of change in the height of the target vehicle may also be used to represent the difference in height of the target vehicle over N times, including, for example, time T 1 To T 10 The change in the height of the target vehicle is used to indicate the time T of passage 1 To T 10 The difference in height of the target vehicle, e.g. time T 1 The height of the target vehicle and the time T 10 The difference in height between the heights at which the target vehicle is located.
Alternatively, in the present embodiment, the amount of change in the height of the target vehicle may be a positive value, or a negative value, or 0, or the like, and in the case where the amount of change in the height of the target vehicle is a positive value, it is understood that the target vehicle is parked on the parking space of the ground parking lot, and in the case where the amount of change in the height of the target vehicle is a negative value, it is understood that the target vehicle is parked on the parking space of the underground parking lot.
In step S408, the target floor where the target vehicle is parked in the target building may be determined based on, but not limited to, the amount of change in the height where the target vehicle is located, for example, in the case where the amount of change in the height where the target vehicle is located is a positive value, the vehicle is parked at a certain floor of the ground parking lot, for example, in the case where the amount of change in the height where the target vehicle is located is 6m, the vehicle is parked at a floor of the ground parking lot, in the case where the amount of change in the height where the target vehicle is located is a negative value, the vehicle is parked at a certain floor of the ground parking lot, for example, in the case where the amount of change in the height where the target vehicle is located is-3 m, the vehicle is parked at a negative floor of the ground parking lot.
Alternatively, in the present embodiment, the target building may be, but not limited to, a target floor height having a corresponding each floor, and the target floor at which the target vehicle is stopped in the target building may be, but not limited to, determined according to the target floor height corresponding to the target building and the amount of change in the height at which the target vehicle is located.
It will be appreciated that the floors at which the determined target vehicle is parked in different buildings may be different depending on the amount of change in the height at which the same target vehicle is located and the level height corresponding to the different buildings.
For example, the amount of change in the height of the target vehicle is 3m, and for an underground parking garage provided around or in an office building, the height of each floor is 1.5m, in which case the floor where the target vehicle is parked in the underground parking garage is 2 floors; in the case of an underground parking garage provided around a mall or in an office building, each floor is 3m in height, and in this case, the floor where the target vehicle is parked in the underground parking garage is 1 floor.
According to the method, in the process of entering the building to the parking space where the vehicle is parked in the building, the plurality of estimated pitch angles of the vehicle are determined according to the acquired plurality of groups of state parameters of the vehicle, the variation of the height where the vehicle is located is automatically determined according to the plurality of estimated pitch angles of the vehicle and the plurality of wheel speeds of the vehicle, the target floor where the vehicle is parked in the building is automatically determined according to the variation of the height where the vehicle is located, and in this way, the floor where the vehicle is parked in the target building is automatically determined according to the height difference of the target vehicle in the process of entering the target building to the parking space where the target vehicle is parked in the target building, so that the technical effect of improving the determination efficiency of the parking floor is achieved, and the technical problem that the determination efficiency of the parking floor is lower is solved.
As an alternative, determining N estimated pitch angles from N sets of state parameters includes: determining an i-th estimated pitch angle of the N estimated pitch angles by:
s11, determining an ith gain coefficient according to an ith wheel speed, an ith group acceleration and an ith operation coefficient, wherein when i is larger than 1, the ith operation coefficient is a coefficient obtained by determining according to an ith-1 operation coefficient and an ith-1 gain coefficient, and when i is equal to 1, the ith operation coefficient is a first preset value.
S12, determining an ith estimated pitch angle according to the ith preliminary estimated pitch angle, the ith pitch angle variation, the ith gain coefficient and the ith measured pitch angle, wherein when i is larger than 1, the ith preliminary estimated pitch angle is a pitch angle obtained by determining according to the ith-1 estimated pitch angle and the ith estimated coefficient, and the ith estimated coefficient is a coefficient obtained by determining according to the ith-1 estimated coefficient, the ith-1 gain coefficient, the ith-1 estimated pitch angle, the ith-1 preliminary estimated pitch angle and the ith-1 pitch angle variation, and when i is equal to 1, the ith preliminary estimated pitch angle is a second preset value.
Alternatively, in this embodiment, the gain coefficient may, but is not limited to, include a kalman gain, the operation coefficient may, but is not limited to, be used to represent an uncertainty measure of the gyroscope, the estimation coefficient may, but is not limited to, be used to represent an estimate of zero bias of the gyroscope, and the larger the gain coefficient, which indicates that the larger the variation of the estimation coefficient may be, it will be appreciated that the larger the gain coefficient, the larger the variation of zero bias of the gyroscope is.
For a better understanding of the process of determining an estimated pitch angle in embodiments of the present application, the process of determining an estimated pitch angle in embodiments of the present application will be explained and described below in connection with alternative embodiments, which may be, but are not limited to, applied to embodiments of the present application.
As shown in fig. 6, may be, but is not limited to, used to determine an estimated pitch angle P 3,3 For example, time T 3 The set of state parameters of the upper target vehicle may include, but is not limited to, a measured pitch angle P of the time of day target vehicle a,3 Pitch angle variation Δp of target vehicle 3 Wheel speed S of target vehicle 3 A set of accelerations (e.g., a x3 、a y3 And a z3 ）。
In such a case, according to the wheel speed S 3 A set of accelerations (e.g., a x3 、a y3 And a z3 ) Sum operation coefficient u 3，2 Determining a gain factor K 3 Wherein the operation coefficient u 3，2 Based on the operation coefficient u 2，1 And gain coefficient K 2 Determining the obtained coefficient;
from preliminary estimation of pitch P 3，2 Pitch angle variation Δp 3 Gain coefficient K 3 And measuring pitch angle P a,3 Determining an estimated pitch angle P 3，3 Wherein the pitch angle P is estimated preliminarily 3，2 Based on the estimated pitch P 2，2 And estimation coefficient b 3，2 Determining the pitch angle obtained, and estimating coefficient b 3，2 Based on the estimated coefficient b 2，1 Gain coefficient K 2 Estimating pitch angle P 2，2 Preliminary estimation of pitch angle P 2，1 And a pitch angle variation Δp 2 The resulting coefficients are determined.
By the method, the uncertainty measurement and zero offset estimation of the gyroscope are comprehensively considered, the pitch angle of the vehicle is determined, errors caused by the uncertainty measurement and zero offset estimation of the gyroscope are smoothed, and the accuracy of the determined pitch angle of the vehicle is improved.
As an alternative, determining the ith gain factor based on the ith wheel speed, the ith group acceleration, and the ith operational factor, includes:
s21, determining the ith intermediate coefficient according to the ith wheel speed, the ith-1 th wheel speed and the ith group acceleration.
S22, determining the ith gain coefficient according to the ith intermediate coefficient and the ith operation coefficient.
To improve the accuracy of the determined pitch angle of the vehicle, uncertainty in accelerometer readings may be independently measured by, but not limited to, an intermediate coefficient. In the intermediate coefficient, the influence of external force on the current vehicle is measured through acceleration, and the speed variation of the current vehicle is measured through the wheel speed of the vehicle, and it can be understood that the larger the influence of external force on the vehicle is, the larger the speed variation rate is, and the more inaccurate the result estimated by the current accelerometer is.
As shown in fig. 7, may be, but is not limited to, to determine the gain factor K 3 For example, the process of determining the gain factor in the embodiment of the present application will be explained and explained based on the wheel speed S 3 Wheel speed S 2 And acceleration a x3 、a y3 、a z3 Determining an intermediate coefficient r 3 The method comprises the steps of carrying out a first treatment on the surface of the According to the intermediate coefficient r 3 Sum operation coefficient u 3，2 Determining a gain factor K 3 . By the method, the gain coefficient is determined by comprehensively considering the uncertainty of the accelerometer reading and the uncertainty measurement of the gyroscope, and the accuracy of the determined gain coefficient is improved.
As an alternative, determining the ith intermediate coefficient based on the ith wheel speed, the ith-1 th wheel speed, and the ith group acceleration, includes:
s31, in the case that the ith group of acceleration comprises acceleration in three directions, determining a target index value according to the acceleration in the three directions and a difference value obtained by subtracting the ith-1 wheel speed from the ith wheel speed.
S32, determining the ith intermediate coefficient as the target index value power equal to the natural base coefficient e.
Each of the N sets of accelerations may, but is not limited to, include accelerations in three directions, e.g., in X, Y, and Z directions, as shown in fig. 8, may, but is not limited to, determine an intermediate coefficient r 3 For example, it is possible but not limited to that according to acceleration a x3 、a y3 、a z3 Wheel speed S 3 Subtracting the wheel speed S 2 The obtained difference value, the target index value is determined, and the intermediate coefficient r 3 Is determined to be equal to the target exponent value of the natural base e to the power.
Alternatively, in the present embodiment, the target index value corresponding to the i-th intermediate coefficient may be determined by, but not limited to, the following equation (2):
（2）
wherein,target index value corresponding to the ith intermediate coefficient,/->For a third preset value,/->For a fourth preset value,/->For acceleration in the X-axis direction in the i-th set of acceleration, +.>For the acceleration in the Y-axis direction in the i-th set of accelerations,is the firstAcceleration in the Z-axis direction in the acceleration of group i, +.>For the ith wheel speed +.>Acceleration of gravity, ++>I-1 th wheel speed.
To promote super-parametersAnd->In turn, improves the accuracy of the estimated pitch angle of the determined vehicle, may be determined, but not limited to, by >And->Is a value of (1): determine->A first range of allowed values and determining +.>A second range of allowed values; non-repeated combination is carried out on A values in the first value range and B values in the second value range to obtain A x B value combinations, each value combination in the A x B value combinations is used for determining an estimated pitch angle of the vehicle, A x B estimated results are obtained, and each estimated result in the A x B estimated results comprises an estimated pitch angle of a group of vehicles; determining a value combination corresponding to an estimation result with the smallest difference between a set of estimated pitch angles of the vehicle and a set of measured pitch angles of the vehicle among the A.times.B estimation results as +.>And->Is a value of (a).
For example, the value of the hyper-parameter may be determined by, but not limited to, a grid method, where first the hyper-parameter to be adjusted and its possible range of values need to be determined. For example, for an estimate of accelerometer uncertainty, the adjusted hyper-parameter may be selected asAnd->Then define their value range, such as +.>=[0.1, 1, 10]And->=[0.001, 0.01, 0.1]. Parameter combinations may then be created, i.e., each of the hyper-parameter values in the hyper-parameter space are combined to generate all possible parameter combinations. For the above example, will ∈ - >And->The values of (2) are combined to obtain the following parameter combinations: (/>=0.1,/>=0.001)，(/>=0.1,/>=0.01)，(/>=0.1,/>=0.1)，(/>=1,/>=0.001)，(/>=1,/>=0.01)，(/>=1,/>=0.1)，(/>=10,=0.001)，(/>=10,/>=0.01)，(/>=10,/>=0.1), then the above parameters can be substituted into the collected data (such as 1000 sets of IMU and wheel speed meter data in real parking process, the value of real pitch angle is determined by high precision gyroscope like laser gyroscope), then the calculated result is differed with the value of real pitch angle, and the optimal super parameter combination can be selected. In this way, the rationality of the superparameter is improved, thereby improving the estimation of the vehicle at the moment of determinationAccuracy of pitch angle is measured.
Alternatively, in the present embodiment, the i-th intermediate coefficient may be determined by, but not limited to, the following equation (3):
（3）/>
wherein,for the ith intermediate coefficient, < >>For a third preset value,/->For a fourth preset value,/->For acceleration in the X-axis direction in the i-th set of acceleration, +.>For acceleration in Y-axis direction in the i-th set of acceleration, +.>For acceleration in the Z-axis direction in the i-th set of acceleration, +.>For the ith wheel speed +.>Acceleration of gravity, ++>I-1 th wheel speed.
It will be appreciated that the number of components,and->Is a super parameterFor balancing the ratio->For measuring the influence of external force on the current vehicle, the larger the influence of external force on the current vehicle is, the more obvious (jolt, etc.) the current vehicle is The current rate of speed change may be measured and if the speed change is faster, it is indicated that the vehicle is accelerating or decelerating. It is obvious that the larger the vehicle is influenced by external force, the larger the speed change rate is, and the measured pitch angle P estimated by the current accelerometer a The less accurate the result, the lower the natural logarithm used here to describe this exponential relationship. In addition, the depth of the accelerator pedal, the depth of the brake pedal, the information of the gear shift in the P gear and the like have important values, and can be used as an information source for judging the reliability of the accelerometer, but the information cannot be acquired on most vehicles, so that the information is not added into the formula (3). By the method, the external force applied to the vehicle and the speed change rate of the vehicle are described, and the accuracy of the determined intermediate coefficient is improved.
As an alternative, determining the ith gain coefficient according to the ith intermediate coefficient and the ith operation coefficient includes:
s41, determining the ith gain coefficient to be equal to a value obtained by dividing the ith intermediate coefficient by a target sum value, wherein the target sum value is equal to the sum of the ith intermediate coefficient and the ith operation coefficient.
For a better understanding of the process of determining gain factors in embodiments of the present application, the process of determining gain factors in embodiments of the present application will be explained and described with reference to alternative embodiments, as shown in FIG. 9, but may be, but not limited to, determining gain factor K 3 For example, gain factor K 3 Is determined to be equal to the intermediate coefficient r 3 Dividing the target sum value by the intermediate coefficient r 3 And operation coefficient u 3，2 And (3) summing.
Alternatively, in the present embodiment, the i-th gain coefficient may be determined by, but not limited to, the following equation (4):
（4）
wherein,for the i-th gain factor,/->For the ith intermediate coefficient, < >>Is the ith operation coefficient.
In this way, the parameters in the determined intermediate coefficients are improved by the grid methodAnd->The middle coefficient represents the influence of external force on the vehicle and the speed change rate of the vehicle, the operation coefficient represents the uncertainty measurement of the gyroscope, and the rationality and the accuracy of the determined gain coefficient are improved.
As an alternative, determining the i-th estimated pitch angle from the i-th preliminary estimated pitch angle, the i-th pitch angle variation, the i-th gain factor, and the i-th measured pitch angle, includes:
and S51, carrying out summation operation on the ith preliminary estimated pitch angle and the ith pitch angle variation to obtain a first summation value.
S52, subtracting the ith measured pitch angle from the first sum to obtain a first difference.
S53, performing product operation on the ith gain coefficient and the first difference value to obtain a first product value.
And S54, determining the ith estimated pitch angle to be equal to the sum of the first sum value and the first product value.
For a better understanding of the process of determining an estimated pitch angle in embodiments of the present application, the process of determining an estimated pitch angle in embodiments of the present application is explained and illustrated below in connection with alternative embodiments, which may be, but are not limited to, applicable to embodiments of the present application.
As shown in fig. 10, may be, but is not limited to, used to determine an estimated pitch angle P 3,3 For example, for preliminary estimation of pitch angle P 3，2 And a pitch angle variation Δp 3 And carrying out summation operation to obtain a first summation value. Subtracting the measured pitch angle P from the first sum a3 A first difference is obtained. For gain coefficient K 3 And performing product operation on the first difference value to obtain a first product value. The pitch angle P will be estimated 3,3 Is determined to be equal to the sum of the first sum value and the first product value.
Alternatively, in the present embodiment, the i-th estimated pitch angle may be determined by, but not limited to, the following equation (5):
（5）
wherein,estimating pitch angle for ith +.>Estimating pitch angle for the ith preliminary, +.>For the ith pitch angle variation, +. >For the i-th gain factor,/->The pitch angle is measured for the ith.
By the method, the estimated pitch angle of the vehicle is determined according to the initial estimated pitch angle, the pitch angle variation, the gain coefficient and the measured pitch angle of the vehicle, errors caused by readings of the gyroscope and the accelerometer are eliminated, dynamic correction of the measured pitch angle of the vehicle is realized, and accuracy of the estimated pitch angle of the vehicle is improved.
As an alternative, the method further includes:
s61, determining an i+1 estimation coefficient according to the i estimation coefficient, the i gain coefficient, the i estimation pitch angle, the i preliminary estimation pitch angle and the i pitch angle variation.
S62, determining an i+1th preliminary estimated pitch angle according to the i estimated pitch angle and the i+1th estimated coefficient.
S63, determining an ith+1th operation coefficient according to the ith operation coefficient and the ith gain coefficient.
In the case where the ith estimated pitch angle of the vehicle is determined, the estimated coefficient, the preliminary estimated pitch angle and the operational coefficient may be updated,
as shown in fig. 11, may be, but is not limited to, used in determining an estimated pitch angle P of the vehicle 3，3 Then, for the estimated coefficient b 3，2 Preliminary estimation of pitch angle P 3，2 And an arithmetic coefficient u 3，2 The procedure of updating is exemplified, and explanation is made.
For example, but not limited to, based on the estimated coefficient b 3，2 Gain coefficient K 3 Estimating pitch angle P 3，3 Preliminary estimation of pitch angle P 3，2 And a pitch angle variation Δp 3 Determining an estimation coefficient b 4，3 . From estimated pitch angle P 3，3 And estimation coefficient b 4，3 Determining a preliminary estimated pitch angle P 4，3 . According to the operation coefficient u 3，2 And gain coefficient K 3 Determining an operation coefficient u 4，3 。
By the method, under the condition that the estimated pitch angle of one vehicle is determined, the estimated coefficient, the preliminary estimated pitch angle and the operation coefficient are updated, and it is understood that the estimated coefficient, the preliminary estimated pitch angle and the operation coefficient are dynamically changed, the instantaneity of the estimated coefficient, the preliminary estimated pitch angle and the operation coefficient is improved, the updated estimated coefficient, the preliminary estimated pitch angle and the operation coefficient can be used for determining the estimated pitch angle of the next vehicle, and the accuracy of the determined estimated pitch angle of the vehicle is improved.
As an alternative, determining the (i+1) th estimation coefficient according to the (i) th estimation coefficient, the (i) th gain coefficient, the (i) th estimated pitch angle, the (i) th preliminary estimated pitch angle, and the (i) th pitch angle variation, includes:
S71, subtracting the ith preliminary estimated pitch angle and the ith pitch angle variation from the ith estimated pitch angle to obtain a second difference.
S72, carrying out product operation on the preset first coefficient, the ith gain coefficient and the second difference value to obtain a second product value.
S73, determining the (i+1) th estimation coefficient to be equal to the sum of the (i) th estimation coefficient and the second product value.
Alternatively, the first coefficient may be used to represent, but not limited to, the degree of change of zero bias of the gyroscope, which is relatively slow due to the fact that the zero bias is mainly affected by environmental information such as temperature and humidityExpressed by +.>As a factor to make the change in zero offset smoother.
For a better understanding of the process of determining the i+1th estimation coefficient in the embodiment of the present application, the process of determining the i+1th estimation coefficient in the embodiment of the present application will be explained and described with reference to the alternative embodiment, and may be, but not limited to, applied to the embodiment of the present application.
As shown in fig. 12, the estimated pitch angle P of the vehicle may be, but is not limited to, determined 3，3 Then, for the estimated coefficient b 3，2 Updating to obtain an estimated coefficient b 4，3 For exampleThe pitch angle P will be estimated 3，3 Subtracting the preliminary estimated pitch angle P 3，2 And a pitch angle variation Δp 3 A second difference is obtained. For a preset first coefficient and a gain coefficient K 3 And performing product operation on the second difference value to obtain a second product value. Estimation coefficient b 4，3 Is determined to be equal to the estimated coefficient b 3，2 And the second product value.
Alternatively, in the present embodiment, the i+1th estimation coefficient may be determined by, but not limited to, the following equation (6):
（6）
wherein,for the i+1th estimation coefficient, +.>For the i-th estimation coefficient,/->For a first coefficient to be preset,for the i-th gain factor,/->Is the i-th pitch angle variation.
In this way, the zero offset of the gyroscope is updated by adding the current zero offset to the product of the current estimated pitch angle of the vehicle and the difference between the preliminary estimated pitch angle and the change amount of the pitch angle, and the underlying idea behind the method is that we consider that the change amount of the zero offset continuously and stably occupies a part of estimated error, and the larger the gain coefficient is, the larger the change amount of the zero offset is possibly, and the accuracy of the estimation coefficient is improved.
As an alternative, determining the i+1 th preliminary estimated pitch angle from the i-th estimated pitch angle and the i+1 th estimated coefficient, includes:
S81, determining the (i+1) th preliminary estimated pitch angle to be equal to the sum of the (i) th estimated pitch angle and the (i+1) th estimated coefficient.
As shown in fig. 13, may be, but is not limited to, used in determining an estimated pitch angle P of the vehicle 3，3 Then, for the estimated coefficient b 3，2 Updating to obtain an estimated coefficient b 4，3 Further determining a preliminary estimated pitch angle P 4，3 For example, the pitch angle P will be estimated preliminarily 4，3 Is determined to be equal to the estimated pitch angle P 3，3 And estimation coefficient b 4，3 And (3) summing. It will be appreciated that the pitch angle P is estimated initially 4，3 May be, but is not limited to, used to determine an estimated pitch angle P of a vehicle 4，4 。
Alternatively, in the present embodiment, the i+1th preliminary estimated pitch angle may be determined by, but not limited to, the following equation (7):
（7）
wherein,estimating pitch angle, +.>Estimating pitch angle for ith +.>The coefficient is estimated for the i+1th.
By the method, the preliminary estimated pitch angle is updated in real time, and it can be understood that the preliminary estimated pitch angle is dynamically changed under the condition of determining the estimated pitch angles of different vehicles, so that the real-time performance of the determined preliminary estimated pitch angle is improved.
As an alternative, determining the (i+1) th operation coefficient according to the (i) th operation coefficient and the (i) th gain coefficient includes:
S91, performing product operation on the ith gain coefficient and the ith operation coefficient to obtain a third product value.
S92, subtracting the third multiplication product value from the ith operation coefficient to obtain a third difference value.
S93, determining the (i+1) th operation coefficient to be equal to the sum of the third difference value and a preset second coefficient.
The predetermined second coefficient may be, but is not limited to, a coefficient representing a ratio of gyroscope noise and accelerometer uncertainty as cumulative error, and accumulated in the operational coefficient to predict uncertainty of a next state pitch angle, may be, but is not limited to, a coefficient obtained byRepresenting the second coefficient. It should be noted that the first parameter and the second parameter are also super parameters, and the appropriate value is determined in the same manner as described above +.>And->The method of determining the values of the first parameter and the second parameter is similar, for example, by a grid method, and will not be described herein.
For a better understanding of the process of updating the operational coefficients in the embodiments of the present application, it is possible, but not limited to, to determine the estimated pitch angle P of the vehicle 3，3 Then, for the operation coefficient u 3，2 Updating to obtain the operation coefficient u 4，3 For purposes of example, explanation and illustration is made. As shown in fig. 14, for gain factor K 3 Sum operation coefficient u 3,2 And performing product operation to obtain a third product value. The operation coefficient u 3,2 Subtracting the third product value to obtain a third difference value. The operation coefficient u 4，3 Is determined to be equal to the sum of the third difference and the preset second coefficient.
Alternatively, in the present embodiment, the (i+1) th operation coefficient may be determined by, but not limited to, the following equation (8) and equation (9):
（8）
（9）
wherein,for the (i+1) th arithmetic coefficient, +.>For the ith operation coefficient, < >>For the i-th gain coefficient,for a second predetermined coefficient, +.>And is the third difference.
In this way, by accumulating the proportion of the accumulated error to the gyroscope noise and the accelerometer uncertainty in the operational coefficient to predict the uncertainty of the next state pitch angle, the accuracy of the determined estimated pitch angle of the next state vehicle is improved.
In order to better understand the process of determining the estimated pitch angle of the vehicle in the embodiment of the present application, the process of determining the estimated pitch angle of the vehicle in the embodiment of the present application will be explained and described with reference to the alternative embodiment, and may be, but not limited to, applied to the present embodiment.
As shown in fig. 15, the system continues to collect IMU and wheel speed, time stamp, etc. data (each IMU data is generated to record a data combination containing one-to-one correspondence of wheel speed, pedal depth, time stamp, etc.) until the user hangs up in P-gear, extinguishes, locks the vehicle or leaves the parking lot (if the user leaves the parking lot directly, the calculation is ended directly). In such a case, the estimated pitch angle of the vehicle may be determined, but is not limited to, by:
Step S1501, data coordinate conversion.
In step S1502, the filter is initialized.
In step S1503, pitch angle bias is corrected.
Step S1504, the process is completed when all data is not traversed, and step S1505 is executed when all data is traversed.
Step S1505, the wheel speed and acceleration parameters are smoothed.
In step S1506, the measurement confidence is calculated.
Step S1507, a measured pitch angle is calculated.
In step S1508, the estimated pitch angle is updated.
In step S1509, a kalman gain is calculated.
Step S1510, calculating a pitch angle optimization value according to the Kalman gain, and recording the optimized pitch angle.
Step S1511, update the estimation confidence.
As an alternative, determining the variation of the height of the target vehicle according to the N estimated pitch angles and the N wheel speeds includes:
s1001, dividing the N estimated pitch angles into M pitch angle groups, wherein each pitch angle group in the M pitch angle groups comprises estimated pitch angles of the target vehicle at a plurality of continuous moments in the N moments, and M is a positive integer greater than or equal to 2.
S1002, determining the variation of the height of the target vehicle corresponding to each pitch angle group in the M pitch angle groups according to the M pitch angle groups and the N wheel speeds, and obtaining M variation.
S1003, determining R pitch angle sequences in the M pitch angle groups according to the M variation amounts, wherein R is a positive integer which is more than or equal to 2 and less than M, and each pitch angle sequence in the R pitch angle sequences comprises one or more adjacent pitch angle groups in the M pitch angle groups.
S1004, determining the variation of the height of the target vehicle according to R groups of variation corresponding to the R pitch angle sequences, wherein the k group of variation in the R groups of variation comprises variation corresponding to each pitch angle group included in the k pitch angle sequence in the M variation, and k is a positive integer greater than or equal to 1 and less than or equal to R.
Optionally, in this embodiment, each of the M amounts of change represents an amount of change in the height at which the target vehicle is located over a period corresponding to one of the M pitch angle groups.
All collected time stamps are sequenced, a Kalman filtering algorithm which is optimized for a parking scene and is proposed before is executed, original values (gyroscopes, accelerometers and the like) from the IMU which are recorded originally are replaced by more accurate estimated pitch angles, and the group of data is called as an original p-value sequence (equivalent to N estimated pitch angles).
Alternatively, in the present embodiment, the N estimated pitch angles may be divided into M pitch angle groups, and the estimated pitch angles of the target vehicles included in each pitch angle group are not repeated, for example, there is no repeated estimated pitch angle among the estimated pitch angles of the target vehicles included in the pitch angle group 1 and the pitch angle group 2.
As shown in fig. 16, time T 1 To T 10 The estimated pitch angles of the upper target vehicles are respectively P 1，1 、P 2，2 、P 3，3 、P 4，4 、P 5，5 、P 6，6 、P 7，7 、P 8，8 、P 9，9 And P 10，10 A total of 10 estimated pitch angles.
The 10 estimated pitch angles may be, but are not limited to, divided into 4 pitch angle groupings, e.g., pitch angle grouping 1 through pitch angle grouping 4, where pitch angle grouping 1 includes time T 1 Estimated pitch angle P of upper target vehicle 1，1 And time T 2 Estimated pitch angle P of upper target vehicle 2，2 Pitch angle packet 2 includes time T 3 Estimated pitch angle P of upper target vehicle 3，3 Time of dayT-shaped engraving 4 Estimated pitch angle P of upper target vehicle 4，4 Time T 5 Estimated pitch angle P of upper target vehicle 5，5 Pitch angle packet 3 includes time T 6 Estimated pitch angle P of upper target vehicle 6，6 Time T 7 Estimated pitch angle P of upper target vehicle 7，7 And time T 8 Estimated pitch angle P of upper target vehicle 8，8 Pitch angle packet 4 includes time T 9 Estimated pitch angle P of upper target vehicle 9，9 And time T 10 Estimated pitch angle P of upper target vehicle 10，10 。
According to pitch angle group 1 to pitch angle group 4 and wheel speed S 1 To S 10 The change amounts of the heights of the target vehicles corresponding to each of the pitch angle groups 1 to 4 are determined, and 4 change amounts are obtained, for example, the change amount of the height of the target vehicle corresponding to the pitch angle group 1 is the change amount 1, the change amount of the height of the target vehicle corresponding to the pitch angle group 2 is the change amount 2, the change amount of the height of the target vehicle corresponding to the pitch angle group 3 is the change amount 3, and the change amount of the height of the target vehicle corresponding to the pitch angle group 4 is the change amount 4.
According to the amounts of change 1 to 4, 2 pitch sequences, for example, pitch sequence 1 and pitch sequence 2, are determined in pitch group 1 to pitch group 4, pitch sequence 1 including pitch group 2, and pitch sequence 1 including pitch group 4. It will be appreciated that each pitch sequence includes one or more adjacent pitch groupings of the plurality of pitch groupings, e.g., not occurring: pitch sequence 1 includes pitch group 1 and pitch group 3, while pitch sequence 2 includes pitch group 2.
And determining the variation of the height of the target vehicle according to the variation 2 and the variation 4 respectively corresponding to the pitch angle sequence 1 and the pitch angle sequence 2.
By the method, the change amount of the height of the vehicle is determined according to at least part of the estimated pitch angles of the vehicle, calculation errors possibly caused in the estimated pitch angles of the vehicle are reduced, and accuracy of the determined change amount of the height of the vehicle is improved.
As an alternative, dividing the N estimated pitch angles into M pitch angle groupings includes: determining a p-th pitch angle group of the M pitch angle groups, wherein p is a positive integer greater than or equal to 1 and less than or equal to M, by:
s1101, searching for a p-th time from a 1 st time after a p-1 st time among the N times, where the times in the p-th time are consecutive times, the first preset condition being that a moving distance of the target vehicle is greater than or equal to a preset distance threshold value through the p-th time and that a moving distance of the target vehicle is less than the preset distance threshold value through a time other than a last time in the p-th time, and when p is equal to 1, the 1 st time after the p-1 st time is the 1 st time among the N times.
And S1102, determining the estimated pitch angle of the target vehicle at the p-th group of time points in the N estimated pitch angles as the p-th pitch angle group.
In order to improve the efficiency of determining the amount of change in the height at which the vehicle is located, the N estimated pitch angles may be divided into a plurality of pitch angle groups, the estimated pitch angles may be sliced (or referred to as grouped) in combination with the time of the odometer, or alternatively, in this embodiment, the mileage of the target vehicle may be calculated by, but not limited to, the following equation (10):
（10）
wherein,for mileage of target vehicle->For the wheel speed of the target vehicle>The length of time between pitch angles is estimated for two adjacent vehicles.
It will be appreciated that by setting a mileage threshold (corresponding to a preset distance threshold), for example, 1m. Then in traversing the data in sequence, a continuous calculation is performedAnd combines it with the former +>Accumulated, when a plurality of consecutive data are accumulated +.>Just above the threshold, these consecutive data may be grouped into a sub-sequence, i.e. a slice of data (or pitch angle packet). Because the update frequency of IMUs is high, there is no particular concern that one data slice exceeds the mileage threshold, i.e., too much 1m. By this step we can convert the original sequence of p values (corresponding to N estimated pitch angles) into a set of consecutive data subsequences of length around 1m.
As shown in fig. 17, it can be explained and illustrated by taking, as an example, the determination of pitch angle group 2 and the preset distance threshold value of 1m, from time T 1 To T 10 Time 1 after time 1 of group 1 (e.g., time T 3 ) Starting to search for a 2 nd group of moments satisfying a first preset condition, wherein the moments in the 2 nd group of moments are consecutive moments, the first preset condition is that a moving distance of the target vehicle is greater than or equal to a preset distance threshold (e.g., 1 m) through the 2 nd group of moments, and dividing the last moment (e.g., moment T 5 ) The moving distance of the target vehicle at other times is smaller than a preset distance threshold (e.g., 1 m). The pitch angle P will be estimated 1,1 To P 10,10 Time of group 2 (time T 3 To time T 5 ) Estimated pitch angle P of upper target vehicle 3,3 、P 4,4 、P 5,5 Is determined to be pitch angle packet 2.
By the method, the plurality of estimated pitch angles of the vehicle are divided into a plurality of pitch angle groups, so that the calculated amount required for calculating the variation of the height of the vehicle at a time is reduced, and the complexity of calculating the variation of the height of the vehicle is improved.
As an alternative solution, determining, according to the M pitch angle groups and the N wheel speeds, a variation of a height of the target vehicle corresponding to each pitch angle group in the M pitch angle groups, to obtain M variation, including: determining a j-th variable amount of the M variable amounts, wherein the j-th variable amount is a variable amount of a height of the target vehicle corresponding to a j-th pitch angle group of the M pitch angle groups, and j is a positive integer greater than or equal to 1 and less than or equal to M:
S1201, at the j-th pitch angle group, including Q j Each estimated pitch angle, and the Q j The estimated pitch angle comprises successive Q of the N moments j In the case of the estimated pitch angle of the target vehicle at each moment, according to the Q j Estimated pitch and Q j Determining a j-th variation, wherein Q j Is a positive integer greater than or equal to 2 and less than N, said Q j The wheel speeds include the successive Q of the N moments j Wheel speed of the target vehicle at each moment.
The floor of a certain floor in a parking lot is generally flat, so that only the height difference calculated during the process of getting on or off the floor of the vehicle should be included in the final floor number calculation. That is, some other accumulated errors come from the state that the pitch angle is not zero in the horizontal forward running process of a certain layer in the parking process of the vehicle, the wheel speed of the vehicle in the state is not low, the total mileage is long, and the generated errors cannot be ignored.
In order to screen out the pitch angle group representing the non-level ground (e.g., a ramp), the amount of change in the height of the target vehicle to which the pitch angle group corresponds may be, but is not limited to, determined, for example, according to each estimated pitch angle included in the M pitch angle groups and the wheel speed of the corresponding target vehicle, the amount of change in the height of the target vehicle to which the pitch angle group corresponds is determined. The pitch angle grouping finally used for calculating the change amount of the height of the target vehicle can be determined according to the change amount of the height of the target vehicle corresponding to each estimated pitch angle, errors caused by the fact that the vehicle runs on the flat ground are eliminated, and accuracy of the determined change amount of the height of the target vehicle is improved.
As an alternative, according to the Q j Estimated pitch and Q j Determining the j-th variation amount, including:
s1301, for the Q j The sine function value is calculated by each estimated pitch angle to obtain Q j The sine function values.
S1302, the Q is j The sine function values are respectively connected with the Q j The corresponding product operation is carried out on the wheel speeds to obtain Q j And the product value.
S1303, determining the jth variation to be equal to the Q j And the sum of the product values.
Alternatively, in an embodiment, Q may be calculated by, but is not limited to, the following equation (11) j The f-th product value of the product values, wherein f is greater than or equal to 1 and less than or equal to Q j Is a positive integer of:
（11）
wherein,for the f-th product value, ">To Q j The f estimated pitch angle in the estimated pitch angles is used for carrying out sine function value obtaining operation, and the obtained sine function value is +.>Is Q j F-th wheel speed of the wheel speeds.
Alternatively, in this embodiment, the variation of the heights of the vehicles corresponding to the different estimated pitch angles may be positive or negative, and it is understood that the variation of the heights of the vehicles corresponding to the pitch angle group may be positive or negative.
As shown in fig. 18, it is possible to take, as an example and not limited to, determining the amount of change (or referred to as 2 nd amount of change) in the height of the target vehicle to which the pitch angle group 2 corresponds, the pitch angle group 2 includes estimating the pitch angle P 3,3 、P 4,4 And P 5,5 Can but is not limited to estimating pitch angle P separately 3,3 、P 4,4 And P 5,5 The sine function value Sin (P) is obtained by performing a sine function value calculation 3,3 ）、Sin（P 4,4 ) And Sin (P) 5,5 ). The sine function value Sin (P) 3,3 ）、Sin（P 4,4 ) And Sin (P) 5,5 ) Respectively with the wheel speed S 3 、S 4 And S is 5 And performing corresponding product operation to obtain a product value 1, a product value 2 and a product value 3. The 2 nd variation is determined to be equal to the sum of the product value 1, the product value 2 and the product value 3.
By the method, the change amount of the height of the vehicle corresponding to each pitch angle group is calculated by using the pitch angle group as the calculation unit, and the efficiency of determining the change amount of the height of the vehicle is improved.
As an alternative, determining R pitch sequences in M pitch groupings according to M variations includes: the k pitch angle sequence in the R pitch angle sequences is determined through the following steps, wherein the M pitch angle groups are arranged in the order from small to large at the N moments:
S1401, searching a kth pitch angle sequence meeting a second preset condition from a 1 st pitch angle group after a kth-1 st pitch angle sequence in the M pitch angle groups, wherein the pitch angle groups in the kth pitch angle sequence are continuous pitch angle groups, the second preset condition means that each pitch angle group in the kth pitch angle sequence meets a third preset condition, and in the case that no pitch angle group exists before the kth pitch angle sequence and a pitch angle group exists after the kth pitch angle sequence, one pitch angle group after the kth pitch angle sequence does not meet the third preset condition, in the case that a pitch angle group exists before the kth pitch angle sequence and a pitch angle group exists after the kth pitch angle sequence, one pitch angle group before the kth pitch angle sequence and one pitch angle group after the kth pitch angle sequence do not meet the third preset condition, in the case that a pitch angle group exists before the kth pitch angle sequence and a pitch angle group does not exist after the kth pitch angle sequence does not meet the third preset condition; the third preset condition is that the variation corresponding to the pitch angle group is greater than or equal to a preset variation threshold, and when k is equal to 1, the 1 st pitch angle group after the k-1 st pitch angle sequence is the 1 st pitch angle group in the M pitch angle groups.
In order to improve the accuracy of the determined variation amount of the height of the vehicle, the data subsequence (equivalent to a pitch angle group) for representing the vehicle running on the flat ground can be deleted, the data subsequence generated before the traversal is performed, and the data subsequence is divided into a plurality of layer number calculation sequences (equivalent to a pitch angle sequence), namely, the sequence for actually calculating the height difference.
To achieve this, it is first determined whether each data slice corresponds to a flat land, alternatively, it may be determined, but not limited to, by: calculating the accumulated height difference inside the data fragment, judging the land to be flat if the accumulated height difference is smaller than a certain threshold value, and judging the land to be a ramp if the accumulated height difference is larger than a certain value; or the estimated pitch angle with the largest value in the estimated pitch angles in the data fragments can be found, and the estimated pitch angle maximum value is larger than a certain threshold value, for example, 5 degrees, and the estimated pitch angle is judged to be the ramp or the like. The result is then obtained if each 1m data slice is flat.
Based on this result, all pieces of data determined as a ramp are added to the number of layers calculation sequence (equivalent to the pitch angle sequence) for calculating the true height difference. It is noted here why a sequence of layer number calculations is made, however, because even though a certain data slice may fulfil a condition of non-flat ground, this does not mean that the combination of several data slices in front and behind is still not flat ground. For example, when a vehicle passes through a deceleration strip, front and rear wheels of the vehicle sequentially pass through the deceleration strip, shake greater than the whole length of the vehicle body can be generated, and the algorithm corresponds to the combination of a plurality of continuous data fragments. Other situations may come from acceleration and deceleration of the vehicle, and although acceleration and deceleration of the vehicle do not affect the accuracy of estimating the pitch angle, the estimated pitch angle may be against the running state (non-moving state) of the vehicle, for example, when the vehicle is decelerating, the situation that the vehicle head is at a point due to braking occurs, and at this time, the estimated pitch angle has a negative elevation angle and a positive elevation angle, and the same applies when the vehicle is accelerating. However, the vehicle still can run on the flat ground, so that a plurality of layer number calculation sequences are collected according to the motion state rule of the vehicle, and inaccurate layer number calculation sequences are eliminated.
The method of defining the multiple layer number calculation sequence is to continuously determine whether the data slice is flat or not, if the first non-flat data slice is encountered, then add the data slice to the first layer number calculation sequence, and continue to add the data slice until a new data slice is flat, then fix the one layer number calculation sequence, and continue the algorithm until the next non-flat data slice, at this time, start to generate the second layer number calculation sequence. That is, all data slices are partitioned into a plurality of non-flat portions by flat data slices, and each non-flat portion is a layer number calculation subsequence.
What is needed is to exclude inaccurate layer number calculation sequences, i.e., sequences in non-level ground sequences that are not uphill or downhill. Sequentially processing each layer number calculation sequence, and then calculating the sum of the height difference accumulated values or absolute values of all data in each sequence, if the accumulated values are smaller than a preset threshold value, such as 0.1m; or the sum of absolute values is less than a preset threshold, for example, 0.3m; or the ratio of the height difference to the mileage is smaller than 0.1, and the like, the characteristic corresponding to the layer number calculation sequence is judged to be not a ramp, and the sequence is deleted.
By the method, the influence of the pitch angle groups of the non-flat land on the determination of the change amount of the height of the vehicle is eliminated, whether the pitch angle groups are used for representing the pitch angle groups of the non-flat land is continuously judged, the accuracy of the pitch angle groups for determining the change amount of the height of the vehicle is improved, and the accuracy of the change amount of the height of the vehicle is further improved.
As an alternative solution, according to M variables, determining, according to R groups of variables corresponding to the R pitch angle sequences, a variable of a height of the target vehicle includes:
s1501 determines the variation amount of the height of the target vehicle to be equal to the sum of the R-group variation amounts.
Alternatively, in the present embodiment, the amount of change in the height at which the target vehicle is located may also be determined, but is not limited to, by: the method comprises the following steps of determining a q-th variable quantity corresponding to a q-th pitch angle sequence in R pitch angle sequences, wherein the q-th variable quantity is the variable quantity of the height of a target vehicle corresponding to the q-th pitch angle sequence: including R in the q-th pitch sequence j In the case of estimating pitch angle, for R j The sine function value is calculated by each estimated pitch angle to obtain R j A plurality of sine function values; r is R j The sine function values are respectively equal to R j The corresponding product operation is carried out on the wheel speeds to obtain R j A product value, wherein R j Is a positive integer greater than or equal to 2 and less than N, R j The wheel speed includes successive R in N moments j Wheel speed of the target vehicle at each moment; the q-th variation is determined to be equal to R j And the sum of the product values.
For example, according to the height difference calculation formula (11), the cumulative height difference is calculated according to all the remaining layer number calculation sequences, and the variation of the height of the vehicle is obtained.
As shown in fig. 19, time T 1 To T 10 The estimated pitch angles of the upper target vehicles are respectively P 1，1 、P 2，2 、P 3，3 、P 4，4 、P 5，5 、P 6，6 、P 7，7 、P 8，8 、P 9，9 And P 10，10 A total of 10 estimated pitch angles.
The 10 estimated pitch angles may be, but are not limited to, divided into 4 pitch angle groupings, e.g., pitch angle grouping 1 through pitch angle grouping 4, where pitch angle grouping 1 includes time T 1 Estimated pitch angle P of upper target vehicle 1，1 And time T 2 Estimated pitch angle P of upper target vehicle 2，2 Pitch angle packet 2 includes time T 3 Estimated pitch angle P of upper target vehicle 3，3 Time T 4 Estimated pitch angle P of upper target vehicle 4，4 Time T 5 Estimated pitch angle P of upper target vehicle 5，5 Pitch angle packet 3 includes time T 6 Estimated pitch angle P of upper target vehicle 6，6 Time T 7 Estimated pitch angle P of upper target vehicle 7，7 And time T 8 Estimated pitch angle P of upper target vehicle 8，8 Pitch angle packet 4 includes time T 9 Estimated pitch angle P of upper target vehicle 9，9 And time T 10 Estimated pitch angle P of upper target vehicle 10，10 。
According to pitch angle group 1 to pitch angle group 4 and wheel speed S 1 To S 10 The change amounts of the heights of the target vehicles corresponding to each of the pitch angle groups 1 to 4 are determined, and 4 change amounts are obtained, for example, the change amount of the height of the target vehicle corresponding to the pitch angle group 1 is the change amount 1, the change amount of the height of the target vehicle corresponding to the pitch angle group 2 is the change amount 2, the change amount of the height of the target vehicle corresponding to the pitch angle group 3 is the change amount 3, and the change amount of the height of the target vehicle corresponding to the pitch angle group 4 is the change amount 4.
The preset variation threshold may be, but not limited to, 0.5m, wherein the variation 1 is less than 0.5m, the variation 2 is greater than or equal to 0.5m, the variation 3 is less than 0.5m, and the variation 4 is greater than or equal to 0.5m, in which case it is understood that the pitch angle group 2 and the pitch angle group 4 are pitch angle groups for indicating that the vehicle is traveling on a non-flat ground, and the pitch angle group 1 and the pitch angle group 3 are pitch angle groups for indicating that the vehicle is traveling on a flat ground, and thus the pitch angle group 1 and the pitch angle group 3 are deleted.
In such a case, pitch sequence 1 includes pitch packet 2, and pitch sequence 2 includes pitch packet 4. In such a case, the amount of change in the height at which the target vehicle is located is equal to the sum of the amount of change 2 and the amount of change 4.
In this way, errors caused by the running of the vehicle on the flat ground are eliminated according to the estimated pitch angle of the vehicle, the time stamp and the wheel speed of the vehicle, and the accuracy of the variation of the height of the vehicle is improved.
In order to better understand the method for determining the change amount of the height of the target vehicle in the embodiment of the present application, the following description will explain and explain the process for determining the change amount of the height of the target vehicle in the embodiment of the present application in conjunction with the alternative embodiment, which is applicable to the embodiment of the present application but not limited to the embodiment of the present application.
As shown in fig. 20, the amount of change in the height at which the vehicle is located may be determined, but is not limited to, by:
step S2001, time-slicing the optimized pitch angle.
Step S2002, traversing the time slice data; in the case where the traversing time slice data is not completed, step S2003 is performed until the traversing time slice data is completed; in the case where the traversal of the time slice data has been completed, step S2004 is performed.
Step S2003, judging a plane, uploading and clearing the subsequence when judging the plane, and adding the number of layers calculation subsequence when judging the plane.
Step S2004, the number of layers calculation sequence is traversed, and if the number of layers calculation sequence is not completed, step S2005 is executed until the number of layers calculation sequence is completed, and if the number of layers calculation sequence is completed, step S2006 is executed.
In step S2005, the smaller slope is filtered out and the intra-time-slice height difference is calculated.
Step S2006, the number of layers is calculated.
As an alternative, determining a target floor where the target vehicle is stopped in the target building according to the change amount of the height, including:
and S1601, acquiring the change amount of the height and the floor with the corresponding relation corresponding to the target building.
S1602, determining the destination floor corresponding to the change amount of the height of the destination vehicle from the change amount of the height and the floors having the correspondence.
According to the method, through the data continuously acquired by the six-axis IMU of the vehicle, the estimated pitch angle of the vehicle is calculated through Kalman filtering optimized for the running condition of the vehicle, the descending height of the vehicle relative to the parking starting point in the parking process, which is influenced by noise in the process as much as possible, is output through a two-stage algorithm according to the corresponding relation between the estimated pitch angle and the wheel speed, and the number of layers of the current or parking position of the vehicle is given according to the corresponding relation between the preset height difference or the height difference queried from the map and the number of layers.
It should be noted that, calculating the number of floors where the vehicle is parked in the target building according to the height difference may be inaccurate, for example, the level of the parking lot of the office building is smaller than that of the parking lot of the mall, and if there is a half of the mall in the negative first floor that is the mall and is generally the parking lot, the level of the negative first floor and the negative second floor of the parking lot may be significantly different.
Alternatively, in this embodiment, the amount of change of the height and the floor corresponding to the target building with the corresponding relationship may be, but not limited to, according to the target navigation position in the map data, for example, the map data may be combined, the system may store the GPS point when the vehicle enters the parking lot when the algorithm outputs the vehicle, and then associate the GPS point with the surrounding POI (Position of Interest, a location point with a certain meaning on the map), and the associated effect may refer to the display of the location when the instant messaging application sends the location.
For example, if the place to which the floor is associated is an entrance of a office building, the floor height may be considered to be about 3.3m, and the floor may be divided according to table 1, for example:
TABLE 1
Note that table 1 only shows the case where the amount of change in the height of the vehicle is positive, and the case where the amount of change in the height of the vehicle is negative may be similarly described. If the matched POI is a mall, the spacing may be increased appropriately.
For example, the variation of the height of the vehicle is-6 m, and the corresponding floor where the vehicle is parked in the target building is negative 3 floors, alternatively, the floor where the vehicle is parked in the target building may be, but not limited to, sent to the system of the target vehicle, so that the user can conveniently check the floor where the vehicle is parked when parking, as shown in fig. 21, and the floor where the vehicle is parked may be, but not limited to, displayed on the display interface of the system of the vehicle, for example: negative 3 floors and displays the number of the parking space where the vehicle is parked, e.g., B3-075, and video of the parking, etc.
In order to enhance the user experience, the floor where the vehicle is parked may be displayed on the terminal device, as shown in fig. 22, by way of an applet or the like in software installed in the terminal device (e.g., instant messaging application), the parking information of the vehicle, the parking position of the vehicle, for example, the parking position of the vehicle is position a, the floor where the vehicle is parked is minus 3 floors, the parking space number where the vehicle is parked, for example, B3-075, the time when the vehicle enters the parking lot, for example, 18:22:59 on the B-month-c-day of a, or the parking information of the vehicle is displayed directly in the software. In addition, it is also possible, but not limited to, displaying a vehicle entry alert, for example, you good, your loving car [ little margo ] has been parked for 2 minutes and the type of parking is indoor parking. The user clicks the parking information of the vehicle, so that the floor where the vehicle is parked is minus 3 floors, the number of the parking space where the vehicle is parked is B3-075, a picture of the parking space and the like. In addition, the user can also pay the parking fee to go out from the scene rapidly by clicking the pay parking fee button, recall the parking process of the vehicle by clicking the parking video, and share the page button by clicking. By the mode, a user can check the parking information of the vehicle at any time and any place on the terminal equipment, and the user experience is improved.
In order to improve the accuracy of the determined number of floors, the correspondence between the number of floors and the height difference may be modified, but not limited to, according to the result of user feedback, for example, the correspondence between the height difference and the floor may be modified according to the user data for the aggregation position of a certain GPS point. As shown in fig. 23, the option of feeding back the wrong floor number is provided to the user in software (e.g., instant messaging application), and the user can input the floor where the vehicle is stopped, modify the wrong floor number to the correct floor number and upload, thereby multiterminally synchronizing. For example, the floor where the vehicle originally displayed is stopped is minus 3 floors, and the floor where the vehicle is actually stopped is minus 2 floors, in which case, the minus 3 floors may be adjusted to minus 2 floors, but the data may be used if permitted by the user. The specific method is that the user enters the GPS point of the parking lot, and the height difference calculated by the system is related to the number of layers corrected by the user. After more data are available, the clustered GPS points are recorded, the weighted average value of the corresponding height differences of the layers is calculated by a plurality of data (for example, the value of the comparison spread spectrum is removed), and when a user enters the parking lot through the GPS points (if the vehicle has inertial navigation or can be the longitude and latitude of a parking position), the closest layer number of the height differences and the closest layer number in the database can be directly matched, so that the accuracy of the determined floor where the vehicle is parked is improved.
Through the steps, more accurate prediction of the parking floors of the vehicle can be realized on the premise of only relying on the vehicle sensor and less map data, the product force is improved, and meanwhile, rich and high-freshness parking lot data can be provided for map application.
It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present application is not limited by the order of acts described, as some steps may be performed in other orders or concurrently in accordance with the present application. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required for the present application.
According to another aspect of the embodiment of the present application, there is also provided a device for determining a parking floor for implementing the above method for determining a parking floor. As shown in fig. 24, the apparatus includes:
an acquisition unit 2402 configured to acquire N sets of state parameters of a target vehicle, where N is a positive integer greater than or equal to 2, at each of N times in a process from when the target vehicle enters a target building to when the target vehicle is parked in a parking space in the target building;
A first determining unit 2406 configured to determine N estimated pitch angles according to the N sets of state parameters, where the N estimated pitch angles include estimated pitch angles of the target vehicle at each of the N times, the N sets of state parameters include N measured pitch angles of the target vehicle, N pitch angle variation amounts including measured pitch angles of the target vehicle at each of the N times, N wheel speeds including a set of accelerations of the target vehicle at each of the N times, and N sets of accelerations including pitch angle variation amounts of the target vehicle at each of the N times;
a second determining unit 2408 configured to determine a variation in height at which the target vehicle is located, based on the N estimated pitch angles and the N wheel speeds;
a third determination unit 2410 for determining a target floor at which the target vehicle is stopped in the target building according to the variation amount of the height.
According to the embodiment of the application, in the process of entering the building to the parking space where the vehicle is parked in the building, a plurality of estimated pitch angles of the vehicle are determined according to the acquired plurality of groups of state parameters of the vehicle, the variation of the height where the vehicle is located is automatically determined according to the plurality of estimated pitch angles of the vehicle and the plurality of wheel speeds of the vehicle, and the target floor where the vehicle is parked in the building is automatically determined according to the variation of the height where the vehicle is located.
As an alternative, the first determining unit includes:
a first determining module, configured to determine an i-th estimated pitch angle of the N estimated pitch angles, where i is a positive integer greater than or equal to 1 and less than or equal to N: determining an ith gain coefficient according to an ith wheel speed, an ith group acceleration and an ith operation coefficient, wherein when i is larger than 1, the ith operation coefficient is a coefficient obtained by determining according to the ith-1 operation coefficient and the ith-1 gain coefficient, and when i is equal to 1, the ith operation coefficient is a first preset value;
the second determining module is configured to determine an i-th estimated pitch angle according to the i-th preliminary estimated pitch angle, the i-th pitch angle variation, the i-th gain coefficient, and the i-th measured pitch angle, where when i is greater than 1, the i-th preliminary estimated pitch angle is a pitch angle determined according to the i-1-th estimated pitch angle and the i-th estimated coefficient, the i-th estimated coefficient is a coefficient determined according to the i-1-th estimated coefficient, the i-1-th gain coefficient, the i-1-th estimated pitch angle, the i-1-th preliminary estimated pitch angle, and the i-1-th pitch angle variation, and when i is equal to 1, the i-th preliminary estimated pitch angle is a second preset value.
As an alternative, the first determining module is configured to:
determining an ith intermediate coefficient according to the ith wheel speed, the ith-1 th wheel speed and the ith group acceleration;
and determining the ith gain coefficient according to the ith intermediate coefficient and the ith operation coefficient.
As an alternative, the first determining module is configured to:
determining a target index value based on the acceleration in the three directions and a difference obtained by subtracting the i-1 th wheel speed from the i-th wheel speed, in the case where the i-th group acceleration includes acceleration in the three directions;
the ith intermediate coefficient is determined to be equal to the natural base e to the power of the target index value.
As an alternative, the first determining module is configured to:
and determining the ith gain coefficient to be equal to a value obtained by dividing the ith intermediate coefficient by a target sum value, wherein the target sum value is equal to the sum of the ith intermediate coefficient and the ith operation coefficient.
As an alternative, the second determining module is configured to:
summing the i-th preliminary estimated pitch angle and the i-th pitch angle variation to obtain a first sum;
Subtracting the ith measured pitch angle from the first sum to obtain a first difference;
performing product operation on the ith gain coefficient and the first difference value to obtain a first product value;
the i-th estimated pitch angle is determined to be equal to the sum of the first sum value and the first product value.
As an alternative, the apparatus further comprises:
a fourth determining unit configured to determine an i+1th estimation coefficient according to the i-th estimation coefficient, the i-th gain coefficient, the i-th estimated pitch angle, the i-th preliminary estimated pitch angle, and the i-th pitch angle variation;
a fifth determining unit, configured to determine an i+1th preliminary estimated pitch angle according to the i-th estimated pitch angle and the i+1th estimated coefficient;
a sixth determining unit, configured to determine an i+1th operation coefficient according to the i-th operation coefficient and the i-th gain coefficient.
As an alternative, the fourth determining unit includes:
a first subtracting module, configured to subtract the i-th preliminary estimated pitch angle and the i-th pitch angle variation from the i-th estimated pitch angle to obtain a second difference;
the first product operation module is used for performing product operation on a preset first coefficient, the ith gain coefficient and the second difference value to obtain a second product value;
And a third determining module, configured to determine the (i+1) th estimation coefficient to be equal to a sum of the (i) th estimation coefficient and the second product value.
As an alternative, the fifth determining unit includes:
and a fourth determining module for determining the i+1th preliminary estimated pitch angle to be equal to the sum of the i-th estimated pitch angle and the i+1th estimated coefficient.
As an alternative, the sixth determining unit includes:
the second product operation module is used for performing product operation on the ith gain coefficient and the ith operation coefficient to obtain a third product value;
the second subtracting module is used for subtracting the third multiplication product value from the ith operation coefficient to obtain a third difference value;
and a fifth determining module, configured to determine the (i+1) th operational coefficient to be equal to a sum of the third difference and a preset second coefficient.
As an alternative, the second determining unit includes:
the dividing module is used for dividing the N estimated pitch angles into M pitch angle groups, wherein each pitch angle group in the M pitch angle groups comprises estimated pitch angles of the target vehicle at a plurality of continuous moments in the N moments, and M is a positive integer greater than or equal to 2;
A sixth determining module, configured to determine, according to the M pitch angle packets and the N wheel speeds, a variation of a height of the target vehicle corresponding to each pitch angle packet in the M pitch angle packets, to obtain M variation;
a seventh determining module, configured to determine R pitch sequences in the M pitch groups according to the M variation amounts, where R is a positive integer greater than or equal to 2 and less than M, and each pitch sequence in the R pitch sequences includes one or more adjacent pitch groups in the M pitch groups;
and an eighth determining module, configured to determine, according to R group variation amounts corresponding to the R pitch angle sequences, a variation amount of a height where the target vehicle is located, where a kth group variation amount in the R group variation amounts includes a variation amount corresponding to each pitch angle group included in the kth pitch angle sequence in the M variation amounts, and k is a positive integer greater than or equal to 1 and less than or equal to R.
As an alternative, the dividing module is configured to: determining a p-th pitch angle group of the M pitch angle groups, wherein p is a positive integer greater than or equal to 1 and less than or equal to M, by:
Searching for a p-th time from a 1 st time after a p-1 st time in the N times, wherein the times in the p-th time are continuous times, the first preset condition is that a moving distance of the target vehicle is greater than or equal to a preset distance threshold value after passing through the p-th time, and the moving distance of the target vehicle is less than the preset distance threshold value after passing through the times except the last time in the p-th time, and when p is equal to 1, the 1 st time after the p-1 st time is the 1 st time in the N times;
and determining the estimated pitch angle of the target vehicle at the p-th group of time in the N estimated pitch angles as the p-th pitch angle group.
As an alternative, the sixth determining module is configured to: determining a j-th variable amount of the M variable amounts, wherein the j-th variable amount is a variable amount of a height of the target vehicle corresponding to a j-th pitch angle group of the M pitch angle groups, and j is a positive integer greater than or equal to 1 and less than or equal to M:
and determining a jth variation according to the Qj estimated pitch angles and Qj wheel speeds when the jth pitch angle group comprises Qj estimated pitch angles and the Qj estimated pitch angles comprise estimated pitch angles of the target vehicle at consecutive Qj moments in the N moments, wherein Qj is a positive integer which is greater than or equal to 2 and less than N, and the Qj wheel speeds comprise wheel speeds of the target vehicle at the consecutive Qj moments in the N moments.
As an alternative, the sixth determining module is configured to:
respectively carrying out sine function value solving operation on the Qj estimated pitch angles to obtain Qj sine function values;
performing corresponding product operation on the Qj sine function values and the Qj wheel speeds respectively to obtain Qj product values;
and determining the j-th variation to be equal to the sum of the Qj product values.
As an alternative, the seventh determining module is configured to: the k pitch angle sequence in the R pitch angle sequences is determined through the following steps, wherein the M pitch angle groups are arranged in the order from small to large at the N moments:
searching a kth pitch sequence meeting a second preset condition from a 1 st pitch group after a kth-1 st pitch sequence in the M pitch groups, wherein the pitch groups in the kth pitch sequence are continuous pitch groups, the second preset condition means that each pitch group in the kth pitch sequence meets a third preset condition, and in the case that no pitch group exists before the kth pitch sequence and a pitch group exists after the kth pitch sequence, one pitch group after the kth pitch sequence does not meet the third preset condition, in the case that a pitch group exists before the kth pitch sequence and a pitch group exists after the kth pitch sequence, one pitch group before the kth pitch sequence and one pitch group after the kth pitch sequence do not meet the third preset condition, in the case that a pitch group exists before the kth pitch sequence and a pitch group does not exist after the kth pitch sequence, the first preset condition is not met;
The third preset condition is that the variation corresponding to the pitch angle group is greater than or equal to a preset variation threshold, and when k is equal to 1, the 1 st pitch angle group after the k-1 st pitch angle sequence is the 1 st pitch angle group in the M pitch angle groups.
As an alternative, the eighth determining module is configured to:
and determining the variation of the height of the target vehicle to be equal to the sum of the R groups of variation.
As an alternative, the third determining unit includes:
the acquisition module is used for acquiring the variation of the height and the floor with the corresponding relation corresponding to the target building;
and a ninth determining module, configured to determine, from the change amount of the height and the floor having the correspondence, the target floor corresponding to the change amount of the height where the target vehicle is located.
According to still another aspect of the embodiment of the present application, there is also provided an electronic device for implementing the above-mentioned method for determining a parking floor, which may be a terminal device or a server as shown in fig. 1. The present embodiment is described taking the electronic device as a server as an example. As shown in fig. 25, the electronic device comprises a memory 2502 and a processor 2504, the memory 2502 having stored therein a computer program, the processor 2504 being arranged to perform the steps of any one of the method embodiments described above by means of the computer program.
Alternatively, in this embodiment, the electronic device may be located in at least one network device of a plurality of network devices of the computer network.
Alternatively, in the present embodiment, the above-described processor may be configured to execute the following steps by a computer program:
s1, acquiring N groups of state parameters of a target vehicle, wherein the N groups of state parameters are a group of state parameters of the target vehicle at each of N moments in the process of entering the target building to the parking space of the target vehicle in the target building, and N is a positive integer greater than or equal to 2;
s2, determining N estimated pitch angles according to the N groups of state parameters, wherein the N estimated pitch angles comprise estimated pitch angles of the target vehicle at each of the N moments, the N groups of state parameters comprise N measured pitch angles of the target vehicle, N pitch angle variation, N wheel speeds and N groups of accelerations, the N measured pitch angles comprise measured pitch angles of the target vehicle at each of the N moments, the N pitch angle variation comprises pitch angle variation of the target vehicle at each of the N moments, the N wheel speeds comprise wheel speeds of the target vehicle at each of the N moments, and the N groups of accelerations comprise a group of accelerations of the target vehicle at each of the N moments;
S3, determining the variation of the height of the target vehicle according to the N estimated pitch angles and the N wheel speeds;
and S4, determining a target floor where the target vehicle stops in the target building according to the change amount of the height.
Alternatively, as will be appreciated by those skilled in the art, the structure shown in fig. 25 is merely illustrative, and the electronic device may be a smart phone (such as an Android phone, an iOS phone, etc.), a tablet computer, a palmtop computer, a mobile internet device (Mobile Internet Devices, MID), a PAD, or other terminal devices. Fig. 25 does not limit the structure of the electronic device and the electronic apparatus described above. For example, the electronics can also include more or fewer components (e.g., network interfaces, etc.) than shown in fig. 25, or have a different configuration than shown in fig. 25.
The memory 2502 may be used to store software programs and modules, such as program instructions/modules corresponding to the method and apparatus for determining a parking floor in the embodiment of the present application, and the processor 2504 executes the software programs and modules stored in the memory 2502 to perform various functional applications and data processing, i.e., implement the method for determining a parking floor described above. Memory 2502 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid state memory. In some examples, the memory 2502 may further include memory located remotely from the processor 2504, which may be connected to the terminal through a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof. The memory 2502 may specifically, but is not limited to, storing information such as sample characteristics of the item and the target virtual resource account number. As an example, as shown in fig. 25, the memory 2502 may include, but is not limited to, an acquisition unit 2402, a first determination unit 2404, a second determination unit 2406, and a third determination unit 2408 in the determination device of the parking floor. In addition, other module units in the above-mentioned parking floor determination device may be also included, but are not limited to, and are not described in detail in this example.
Optionally, the transmission device 2506 is used to receive or transmit data via a network. Specific examples of the network described above may include wired networks and wireless networks. In one example, the transmission device 2506 includes a network adapter (Network Interface Controller, NIC) that may be connected to other network devices and routers via a network cable to communicate with the internet or a local area network. In one example, the transmission device 2506 is a Radio Frequency (RF) module for communicating with the internet wirelessly.
In addition, the electronic device further includes: a display 2508 for displaying the order information to be processed; and a connection bus 2510 for connecting the respective module components in the above-described electronic device.
In other embodiments, the terminal device or the server may be a node in a distributed system, where the distributed system may be a blockchain system, and the blockchain system may be a distributed system formed by connecting the plurality of nodes through a network communication. The nodes may form a peer-to-peer network, and any type of computing device, such as a server, a terminal, etc., may become a node in the blockchain system by joining the peer-to-peer network.
According to one aspect of the present application, there is provided a computer program product comprising a computer program/instruction containing program code for executing the method shown in the flow chart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication portion 2609 and/or installed from a removable medium 2611. When executed by the central processor 2601, performs various functions provided by embodiments of the present application. The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
Fig. 26 schematically shows a block diagram of a computer system of an electronic device for implementing an embodiment of the application. Note that, the computer system 2600 of the electronic device shown in fig. 26 is only an example, and should not impose any limitation on the functions and the application scope of the embodiments of the present application. As shown in fig. 26, computer system 2600 includes a central processing unit 2601 (Central Processing Unit, CPU) that can execute various appropriate actions and processes according to a program stored in a Read-Only Memory 2602 (ROM) or a program loaded from storage portion 2608 into a random access Memory 2603 (Random Access Memory, RAM). In the random access memory 2603, various programs and data necessary for system operation are also stored. The cpu 2601, the rom 2602, and the ram 2603 are connected to each other via a bus 2604. An Input/Output interface 2605 (i.e., an I/O interface) is also connected to bus 2604.
The following components are connected to the input/output interface 2605: an input portion 2606 including a keyboard, a mouse, and the like; an output portion 2607 including a Cathode Ray Tube (CRT), a liquid crystal display (Liquid Crystal Display, LCD), and a speaker; a storage portion 2608 including a hard disk or the like; and a communication section 2609 including a network interface card such as a local area network card, a modem, or the like. The communication section 2609 performs communication processing via a network such as the internet. The drive 2610 is also connected to the input/output interface 2605 as needed. A removable medium 2611 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is installed on the drive 2610 as needed so that a computer program read out therefrom is installed into the storage section 2608 as needed.
In particular, the processes described in the various method flowcharts may be implemented as computer software programs according to embodiments of the application. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising program code for performing the method shown in the flowcharts. In such an embodiment, the computer program can be downloaded and installed from a network via the communication portion 2609 and/or installed from a removable medium 2611. The computer programs, when executed by the central processor 2601, perform various functions defined in the system of the present application.
According to one aspect of the present application, there is provided a computer-readable storage medium, from which a processor of a computer device reads the computer instructions, the processor executing the computer instructions, causing the computer device to perform the methods provided in the various alternative implementations of the above embodiments.
Alternatively, in the present embodiment, the above-described computer-readable storage medium may be configured to store a computer program for performing the steps of:
s1, acquiring N groups of state parameters of a target vehicle, wherein the N groups of state parameters are a group of state parameters of the target vehicle at each of N moments in the process of entering the target building to the parking space of the target vehicle in the target building, and N is a positive integer greater than or equal to 2;
s2, determining N estimated pitch angles according to the N groups of state parameters, wherein the N estimated pitch angles comprise estimated pitch angles of the target vehicle at each of the N moments, the N groups of state parameters comprise N measured pitch angles of the target vehicle, N pitch angle variation, N wheel speeds and N groups of accelerations, the N measured pitch angles comprise measured pitch angles of the target vehicle at each of the N moments, the N pitch angle variation comprises pitch angle variation of the target vehicle at each of the N moments, the N wheel speeds comprise wheel speeds of the target vehicle at each of the N moments, and the N groups of accelerations comprise a group of accelerations of the target vehicle at each of the N moments;
S3, determining the variation of the height of the target vehicle according to the N estimated pitch angles and the N wheel speeds;
and S4, determining a target floor where the target vehicle stops in the target building according to the change amount of the height.
Alternatively, in this embodiment, it will be understood by those skilled in the art that all or part of the steps in the methods of the above embodiments may be performed by a program for instructing a terminal device to execute the steps, where the program may be stored in a computer readable storage medium, and the storage medium may include: flash disk, read-Only Memory (ROM), random-access Memory (Random Access Memory, RAM), magnetic or optical disk, and the like.
The integrated units in the above embodiments may be stored in the above-described computer-readable storage medium if implemented in the form of software functional units and sold or used as separate products. Based on such understanding, the technical solution of the present application may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, comprising several instructions for causing one or more computer devices (which may be personal computers, servers or network devices, etc.) to perform all or part of the steps of the method described in the embodiments of the present application.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In several embodiments provided by the present application, it should be understood that the disclosed client may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, such as the division of the units, is merely a logical function division, and may be implemented in another manner, for example, multiple units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application, which are intended to be comprehended within the scope of the present application.

Claims (20)

1. A method for determining a parking floor, comprising:
acquiring N groups of state parameters of a target vehicle, wherein the N groups of state parameters are a group of state parameters of the target vehicle at each of N moments in the process of entering a target building to the target vehicle stopping at a parking space in the target building, and N is a positive integer greater than or equal to 2;
determining N estimated pitch angles according to the N sets of state parameters, wherein the N estimated pitch angles include estimated pitch angles of the target vehicle at each of the N times, the N sets of state parameters include N measured pitch angles of the target vehicle, N pitch angle variation amounts including measured pitch angles of the target vehicle at each of the N times, N wheel speeds including a set of accelerations of the target vehicle at each of the N times, and N sets of accelerations including a pitch angle variation amount of the target vehicle at each of the N times;
Determining the variation of the height of the target vehicle according to the N estimated pitch angles and the N wheel speeds;
and determining a target floor where the target vehicle stops in the target building according to the change amount of the height.
2. The method of claim 1, wherein said determining N estimated pitch angles from said N sets of state parameters comprises:
determining an i-th estimated pitch angle of the N estimated pitch angles by:
determining an ith gain coefficient according to an ith wheel speed, an ith group acceleration and an ith operation coefficient, wherein when i is larger than 1, the ith operation coefficient is a coefficient obtained by determining according to the ith-1 operation coefficient and the ith-1 gain coefficient, and when i is equal to 1, the ith operation coefficient is a first preset value;
determining an ith estimated pitch angle according to an ith preliminary estimated pitch angle, an ith pitch angle variation, the ith gain coefficient and an ith measured pitch angle, wherein when i is greater than 1, the ith preliminary estimated pitch angle is a pitch angle obtained by determining according to an ith-1 estimated pitch angle and an ith estimated coefficient, the ith estimated coefficient is a coefficient obtained by determining according to an ith-1 estimated coefficient, the ith-1 gain coefficient, the ith-1 estimated pitch angle, the ith-1 preliminary estimated pitch angle and the ith-1 pitch angle variation, and when i is equal to 1, the ith preliminary estimated pitch angle is a second preset value.
3. The method of claim 2, wherein determining the ith gain factor based on the ith wheel speed, the ith group acceleration, and the ith operational factor comprises:
determining an ith intermediate coefficient according to the ith wheel speed, the ith-1 th wheel speed and the ith group acceleration;
and determining the ith gain coefficient according to the ith intermediate coefficient and the ith operation coefficient.
4. A method according to claim 3, wherein said determining an ith intermediate coefficient from said ith wheel speed, ith-1 th wheel speed and ith group acceleration comprises:
determining a target index value based on the acceleration in the three directions and a difference obtained by subtracting the i-1 th wheel speed from the i-th wheel speed, in the case where the i-th group acceleration includes acceleration in the three directions;
the ith intermediate coefficient is determined to be equal to the natural base e to the power of the target index value.
5. A method according to claim 3, wherein said determining said i-th gain factor from said i-th intermediate factor and said i-th operational factor comprises:
and determining the ith gain coefficient to be equal to a value obtained by dividing the ith intermediate coefficient by a target sum value, wherein the target sum value is equal to the sum of the ith intermediate coefficient and the ith operation coefficient.
6. The method of claim 2, wherein the determining the i-th estimated pitch angle from the i-th preliminary estimated pitch angle, the i-th pitch angle variation, the i-th gain factor, and the i-th measured pitch angle comprises:
summing the i-th preliminary estimated pitch angle and the i-th pitch angle variation to obtain a first sum;
subtracting the ith measured pitch angle from the first sum to obtain a first difference;
performing product operation on the ith gain coefficient and the first difference value to obtain a first product value;
the i-th estimated pitch angle is determined to be equal to the sum of the first sum value and the first product value.
7. The method according to claim 2, wherein the method further comprises:
determining an i+1 estimation coefficient according to the i estimation coefficient, the i gain coefficient, the i estimation pitch angle, the i preliminary estimation pitch angle and the i pitch angle variation;
determining an i+1th preliminary estimated pitch angle according to the i estimated pitch angle and the i+1th estimated coefficient;
and determining an (i+1) th operation coefficient according to the (i) th operation coefficient and the (i) th gain coefficient.
8. The method of claim 7, wherein the determining the (i+1) th estimation coefficient from the (i) th estimation coefficient, the (i) th gain coefficient, the (i) th estimated pitch angle, the (i) th preliminary estimated pitch angle, and the (i) th pitch angle variation amount comprises:
subtracting the ith preliminary estimated pitch angle and the ith pitch angle variation from the ith estimated pitch angle to obtain a second difference;
performing product operation on the preset first coefficient, the ith gain coefficient and the second difference value to obtain a second product value;
and determining the (i+1) th estimation coefficient to be equal to the sum of the (i) th estimation coefficient and the second product value.
9. The method of claim 7, wherein the determining the i+1 th preliminary estimated pitch angle from the i-th estimated pitch angle and the i+1 th estimated coefficient comprises:
and determining the (i+1) th preliminary estimated pitch angle to be equal to the sum of the (i) th estimated pitch angle and the (i+1) th estimated coefficient.
10. The method of claim 7, wherein said determining the (i+1) th operation coefficient from the (i) th operation coefficient and the (i) th gain coefficient comprises:
Performing product operation on the ith gain coefficient and the ith operation coefficient to obtain a third product value;
subtracting the third product value from the ith operation coefficient to obtain a third difference value;
and determining the (i+1) th operation coefficient to be equal to the sum of the third difference value and a preset second coefficient.
11. The method according to any one of claims 1 to 10, wherein the determining the amount of change in the height at which the target vehicle is located from the N estimated pitch angles and the N wheel speeds includes:
dividing the N estimated pitch angles into M pitch angle groups, wherein each pitch angle group in the M pitch angle groups comprises estimated pitch angles of the target vehicle at a plurality of continuous moments in the N moments, and M is a positive integer greater than or equal to 2;
determining the variation of the height of the target vehicle corresponding to each pitch angle group in the M pitch angle groups according to the M pitch angle groups and the N wheel speeds, and obtaining M variation;
determining R pitch angle sequences in the M pitch angle groups according to the M variation amounts, wherein R is a positive integer which is more than or equal to 2 and less than M, and each pitch angle sequence in the R pitch angle sequences comprises one or more adjacent pitch angle groups in the M pitch angle groups;
And determining the variation of the height of the target vehicle according to R groups of variation corresponding to the R pitch angle sequences, wherein the k group of variation in the R groups of variation comprises variation corresponding to each pitch angle group included in the k pitch angle sequence in the M variation, and k is a positive integer greater than or equal to 1 and less than or equal to R.
12. The method of claim 11, wherein the dividing the N estimated pitch angles into M pitch angle groupings comprises:
determining a p-th pitch angle group of the M pitch angle groups, wherein p is a positive integer greater than or equal to 1 and less than or equal to M, by:
searching for a p-th time from a 1 st time after a p-1 st time in the N times, wherein the times in the p-th time are continuous times, the first preset condition is that a moving distance of the target vehicle is greater than or equal to a preset distance threshold value after passing through the p-th time, and the moving distance of the target vehicle is less than the preset distance threshold value after passing through the times except the last time in the p-th time, and when p is equal to 1, the 1 st time after the p-1 st time is the 1 st time in the N times;
And determining the estimated pitch angle of the target vehicle at the p-th group of time in the N estimated pitch angles as the p-th pitch angle group.
13. The method of claim 11, wherein determining, according to the M pitch angle groups and the N wheel speeds, a variation in a height of the target vehicle corresponding to each of the M pitch angle groups, to obtain M variations, includes:
determining a j-th variable amount of the M variable amounts, wherein the j-th variable amount is a variable amount of a height of the target vehicle corresponding to a j-th pitch angle group of the M pitch angle groups, and j is a positive integer greater than or equal to 1 and less than or equal to M:
at the jth pitch angle group includes Q j Each estimated pitch angle, and the Q j The estimated pitch angle comprises successive Q of the N moments j In the case of the estimated pitch angle of the target vehicle at each moment, according to the Q j Estimated pitch and Q j Determining a j-th variation, wherein Q j Is a positive integer greater than or equal to 2 and less than N, said Q j The wheel speed includes the N moments In (a) said succession of Q' s j Wheel speed of the target vehicle at each moment.
14. The method according to claim 13, wherein said Q j Estimated pitch and Q j Determining the j-th variation amount, including:
respectively to the Q j The sine function value is calculated by each estimated pitch angle to obtain Q j A plurality of sine function values;
the Q is set to j The sine function values are respectively connected with the Q j The corresponding product operation is carried out on the wheel speeds to obtain Q j The product value;
determining the j-th variation to be equal to the Q j And the sum of the product values.
15. The method of claim 11, wherein said determining R pitch sequences in said M pitch groupings based on said M variations comprises:
the k pitch angle sequence in the R pitch angle sequences is determined through the following steps, wherein the M pitch angle groups are arranged in the order from small to large at the N moments:
searching a kth pitch sequence meeting a second preset condition from a 1 st pitch group after a kth-1 st pitch sequence in the M pitch groups, wherein the pitch groups in the kth pitch sequence are continuous pitch groups, the second preset condition means that each pitch group in the kth pitch sequence meets a third preset condition, and in the case that no pitch group exists before the kth pitch sequence and a pitch group exists after the kth pitch sequence, one pitch group after the kth pitch sequence does not meet the third preset condition, in the case that a pitch group exists before the kth pitch sequence and a pitch group exists after the kth pitch sequence, one pitch group before the kth pitch sequence and one pitch group after the kth pitch sequence do not meet the third preset condition, in the case that a pitch group exists before the kth pitch sequence and a pitch group does not exist after the kth pitch sequence, the first preset condition is not met;
The third preset condition is that the variation corresponding to the pitch angle group is greater than or equal to a preset variation threshold, and when k is equal to 1, the 1 st pitch angle group after the k-1 st pitch angle sequence is the 1 st pitch angle group in the M pitch angle groups.
16. The method of claim 11, wherein determining the change in the altitude of the target vehicle according to the R-group change corresponding to the R-pitch angle sequences comprises:
and determining the variation of the height of the target vehicle to be equal to the sum of the R groups of variation.
17. The method according to any one of claims 1 to 10, wherein the determining a target floor at which the target vehicle is stopped in the target building according to the amount of change in the height includes:
acquiring the variation of the height and the floor corresponding to the target building and having a corresponding relation;
and determining the target floor corresponding to the change amount of the height of the target vehicle from the change amount of the height with the corresponding relation and the floors.
18. A parking floor determination apparatus, comprising:
An acquisition unit configured to acquire N sets of state parameters of a target vehicle, where N is a positive integer greater than or equal to 2, at each of N times in a process from when the target vehicle enters a target building to when the target vehicle is stopped at a parking space in the target building;
a first determining unit configured to determine N estimated pitch angles according to the N sets of state parameters, where the N estimated pitch angles include estimated pitch angles of the target vehicle at each of the N times, the N sets of state parameters include N measured pitch angles of the target vehicle, N pitch angle variation amounts including measured pitch angles of the target vehicle at each of the N times, N wheel speeds including a set of accelerations of the target vehicle at each of the N times, and N set of accelerations including a pitch angle variation amount of the target vehicle at each of the N times;
A second determining unit configured to determine a variation of a height of the target vehicle according to the N estimated pitch angles and the N wheel speeds;
and a third determining unit configured to determine a target floor at which the target vehicle is stopped in the target building, according to the amount of change in the height.
19. A computer readable storage medium, characterized in that the computer readable storage medium comprises a stored program, wherein the program when run performs the method of any one of claims 1 to 17.
20. A computer program product comprising computer programs/instructions which, when executed by a processor, implement the steps of the method of any one of claims 1 to 17.
CN202311399367.0A 2023-10-26 2023-10-26 Method and device for determining parking floor and storage medium Pending CN117128927A (en)

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