WO2021164341A1

WO2021164341A1 - Heading mounting error determination

Info

Publication number: WO2021164341A1
Application number: PCT/CN2020/129010
Authority: WO
Inventors: 周小红; 申浩; 郝立良; 高春乐
Original assignee: 北京三快在线科技有限公司
Priority date: 2020-02-18
Filing date: 2020-11-16
Publication date: 2021-08-26
Also published as: CN111426332A; CN111426332B

Abstract

A heading mounting error determination method. The method comprises: acquiring heading angles and track angles output by an integrated navigation system of a driving device during a first traveling process (S110), wherein the heading angles are determined according to a first sensor in the integrated navigation system, the track angles are determined according to a second sensor in the integrated navigation system, and the traveling strategy of the first traveling process is that the driving device carries out linear traveling at a speed not less than a preset speed; determining the track angle mean value of the track angles in the first traveling process and the heading angle mean value of the heading angles in the first traveling process (S120); and obtaining a heading mounting error of the first sensor according to the track angle mean value and the heading angle mean value (S130).

Description

Heading installation error determination

Technical field

This application relates to the field of navigation technology, and specifically relates to the determination of heading installation errors.

Background technique

Various sensors are usually installed in driving equipment, such as global positioning system GPS sensors, inertial measurement unit IMU, etc., to help driving equipment, especially automatic driving equipment, for positioning and navigation.

Summary of the invention

According to one aspect of this application, a method for determining heading installation error is provided, including:

Acquire the heading angle and track angle output by the integrated navigation system of the driving device during the first driving process, where the heading angle is determined according to the first sensor in the integrated navigation system, and the track angle is determined according to As determined by the second sensor in the integrated navigation system, the driving strategy of the first driving process is that the driving device drives straight at a speed not less than a preset speed; it is determined that the track angle is at the first The mean value of the track angle during driving and the mean value of the heading angle of the heading angle during the first driving process; the heading installation error of the first sensor is obtained according to the mean value of the track angle and the mean heading angle.

Optionally, the second sensor is a global navigation satellite system GNSS sensor, and the acquisition of the heading angle and the track angle output by the integrated navigation system of the driving device during the first driving process includes: according to all data collected by the GNSS sensor. The geographic location information and/or speed information of the driving device determines the track angle.

Optionally, the method further includes: acquiring navigation data output by the integrated navigation system during a second driving process of the driving device, the second driving process being before the first driving process; The navigation data calibrate the integrated navigation system.

Optionally, the driving strategy of the second driving process includes at least one of the following: the driving device performs straight-line acceleration driving; the driving device performs straight-line deceleration driving; and the driving device performs "8"-shaped driving.

Optionally, the first sensor is an inertial measurement unit IMU, and the calibrating the integrated navigation system according to the navigation data includes: determining the heading error of the IMU according to the navigation data, and according to the IMU The heading error calibrates the integrated navigation system until the heading error of the IMU converges.

Optionally, the determining the heading error of the IMU according to the navigation data includes: calculating the heading error of the IMU according to the Kalman filter and the navigation data.

Optionally, the method further includes: determining the heading of the driving device by using the heading installation error and the heading angle output by the integrated navigation system during the driving of the driving device.

According to another aspect of the present application, there is provided a heading installation error determination device, including: a data acquisition unit for acquiring the heading angle and the track angle output by the integrated navigation system of the driving equipment during the first driving process, wherein, The heading angle is determined according to the first sensor in the integrated navigation system, the track angle is determined according to the second sensor in the integrated navigation system, and the driving strategy of the first driving process is determined by The driving device drives in a straight line at a speed not less than a preset speed; a determining unit is used to determine the average value of the track angle during the first driving process and the heading angle during the first driving process. The mean value of the heading angle in the process; the heading installation error of the first sensor is obtained according to the mean value of the track angle and the mean value of the heading angle.

Optionally, the second sensor is a Global Navigation Satellite System GNSS sensor, and the data acquisition unit is configured to determine the track based on geographic location information and/or speed information of the driving device collected by the GNSS sensor Horn.

Optionally, the device further includes: a calibration unit, configured to obtain navigation data output by the integrated navigation system during a second driving process of the driving device, the second driving process being in the first driving process Before; calibrate the integrated navigation system according to the navigation data.

Optionally, the driving strategy of the second driving process includes at least one of the following: the driving device performs straight acceleration driving; the driving device performs straight deceleration driving; and the driving device performs "8"-shaped driving.

Optionally, the first sensor is an inertial measurement unit IMU, and the calibration unit is configured to determine the heading error of the IMU according to the navigation data, and calibrate the integrated navigation system according to the heading error of the IMU , Until the heading error of the IMU converges.

Optionally, the calibration unit is configured to calculate the heading error of the IMU according to the Kalman filter and the navigation data.

Optionally, the determining unit is further configured to use the heading installation error and the heading angle output by the integrated navigation system during the driving of the driving device to determine the heading of the driving device.

According to another aspect of the present application, there is provided an electronic device, including: a processor; and a memory arranged to store computer-executable instructions, which when executed, cause the processor to execute as described above Any of the described heading installation error determination methods.

According to another aspect of the present application, there is provided a computer-readable storage medium that stores one or more programs that, when executed by a processor, cause the processing The device implements the method for determining the heading installation error as described above.

It can be seen from the above that the embodiment of the present application obtains that the integrated navigation system calculates the mean value of the track angle and the mean value of the heading angle based on the heading angle and the track angle output by the first sensor and the second sensor during the high-speed straight driving process of the driving device. , And finally get the heading installation error of the first sensor according to the average track angle and the average heading angle. The beneficial effects of the embodiments of the present application are that there is no need to modify the hardware of the driving equipment, nor need to use expensive and complex operations such as electronic level quadrants and theodolites, and the calculation of the average value of the data enhances the calculation results. Robustness, low cost, accurate results, and high efficiency.

The above description is only an overview of the embodiments of the application. In order to understand the technical means of the application more clearly, it can be implemented in accordance with the content of the specification, and to make the above and other purposes, features and advantages of the application more obvious and understandable. , The specific implementations of this application are cited below.

Description of the drawings

By reading the detailed description of some embodiments below, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only used for the purpose of illustrating some embodiments, and are not considered as a limitation to the application. Also, throughout the drawings, the same reference symbols are used to denote the same components. In the attached picture:

Figure 1 shows a schematic flow diagram of an exemplary method for determining heading installation error;

Figure 2 shows a schematic structural diagram of an exemplary heading installation error determining device;

Figure 3 shows a schematic structural diagram of an exemplary electronic device;

Fig. 4 shows a schematic structural diagram of an exemplary computer-readable storage medium;

Figure 5 shows an exemplary schematic diagram of the formation principle of heading installation error;

Figure 6 shows an exemplary schematic diagram of the calculation principle of the heading installation error;

Fig. 7 shows a schematic diagram of an exemplary software interface for implementing a method for determining a heading installation error.

Detailed ways

Hereinafter, exemplary embodiments of the present application will be described in more detail with reference to the accompanying drawings. Although the drawings show exemplary embodiments of the present application, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the application and to fully convey the scope of the application to those skilled in the art.

The original meaning of heading refers to the direction of the aircraft or ship. It is usually expressed by the angle formed by the route and the reference line in the horizontal plane, and the angle is measured by turning clockwise from the reference line. At present, in the field of autonomous driving such as unmanned vehicles, this term is also used to indicate the direction of travel of unmanned vehicles. In this application, the heading refers to the direction of travel of the driving equipment.

In order to determine the heading of the driving equipment, there are currently many optional sensors, such as IMU and GPS sensors. However, when these sensors are installed on the driving equipment, the actual installation position may be inconsistent with the preset installation position. It is an installation error. Therefore, if the data collected by the sensor is used directly without considering the installation error, the final positioning and navigation results will be inaccurate. However, there is currently a lack of an effective way to measure the installation error of the sensor, especially the installation error of the sensor in the heading (hereinafter referred to as "heading installation error").

Figure 5 takes a car and an IMU as an example to illustrate the principle of the formation of the heading installation error. In Figure 5, define the right, front, and up directions to correspond to the x-axis, y-axis and z-axis, and surround the x-axis and y-axis. The rotation angles produced by the and z-axis are pitch angle, roll angle and heading angle yaw, respectively. Ideally, if the IMU coordinate system coincides with the car coordinate system, the y-axis direction measured by the IMU is the y-axis direction of the car, and the heading of the car can be determined.

However, the actual installation cannot make the IMU coordinate system perfectly coincide with the car coordinate system. At this time, if there is a deviation between the y-axis of the IMU coordinate system and the y-axis of the car coordinate system, forming an included angle, then the included angle is the heading installation error.

At present, the method to obtain the heading installation error is mainly through measurement methods, such as the use of electronic level quadrants and theodolites. However, these devices are not only expensive, but also have certain operational difficulties in the actual application process.

The design concept of this application is to make the driving equipment move in a preset manner, obtain the heading angle and track angle during driving, and calculate the heading installation error.

Fig. 1 shows a schematic flowchart of a method for determining a heading installation error according to an embodiment of the present application. As shown in Figure 1, the method includes:

Step S110: Obtain the heading angle and the track angle output by the integrated navigation system of the driving device during the first driving process.

Among them, the heading angle is determined according to the first sensor in the integrated navigation system, and the track angle is determined according to the second sensor in the integrated navigation system. The driving strategy of the first driving process is that the driving device is at a speed not less than the preset speed. Speed in a straight line.

The track refers to the trajectory of the driving equipment. It can be seen that if the track is a straight line, or can be approximated as a straight line, then the direction of the track can be regarded as the heading of the driving equipment. The embodiments of this application are designed based on this point. In order to improve the accuracy, the driving equipment can be driven in a straight line at a constant speed (that is, the horizontal and steering acceleration are considered to be approximately 0). Of course, this is only an example, as long as a more regular trajectory can be obtained so that the direction of the trajectory is consistent with the heading.

In this case, the track angle refers to the angle between the track and the reference line of the geodetic coordinate system. For example, if the driving device is driving in a straight line, the track angle is the line along which the driving device is traveling and the y-axis of the geodetic coordinate system. It can be considered that the track angle at this time is an accurate heading angle without error.

Step S120: Determine the average value of the track angle during the first driving process and the average value of the heading angle during the first driving process.

Through the above steps, the drift phenomenon caused by a single or a small number of values is avoided, and each value in the track angle data and the heading angle data is not required to be accurate, making the realization of the entire course installation error determination process simpler. Can be completed in the application.

In other words, taking straight-line driving as an example, the driving equipment is not required to strictly maintain straight-line driving throughout the entire process. As long as the straight-line driving is maintained most of the time, higher accuracy results can still be obtained in the end.

Step S130: Obtain the heading installation error of the first sensor according to the mean value of the track angle and the mean value of the heading angle.

For example, if the difference between the mean value of the track angle and the mean value of the heading angle is used, the result obtained is the heading installation error of the first sensor. Figure 6 shows the calculation principle of the heading installation error with a car as an example. As shown in Figure 6, we hope that the heading angle is the track angle, but due to the existence of the heading installation error, there is an angle between the heading angle and the track angle. Through the above process, the difference between the track angle and the heading angle can be obtained, that is, the heading installation error is determined.

It can be seen that the method shown in Figure 1 does not require changes to the hardware of the driving equipment, nor does it require the use of expensive and complex operations such as electronic level quadrants and theodolites, and the calculation of the average value of the data enhances the calculation results. Robustness, low cost, accurate results, and high efficiency. Using the heading installation error determined by this method can improve the navigation effect of driving equipment, and has a good boost for scenes such as distribution and automatic driving.

In an embodiment of the present application, in the above method, the second sensor is a global navigation satellite system GNSS sensor, and acquiring the heading angle and track angle output by the integrated navigation system of the driving device during the first driving process includes: according to the GNSS sensor The collected geographic location information and/or speed information determines the track angle.

Many driving equipment are equipped with GNSS sensors such as GPS sensors and Beidou navigation sensors. These GNSS sensors can collect the position information and speed information of the driving equipment during driving, and then determine the track angle.

For example, when the driving device is moving from point A to point B, the GPS sensor obtains the geographic location coordinates of point A (ax, ay) and the geographic location coordinates of point B (bx, by), according to the geographic coordinates of the two points. A straight line equation can be obtained by connecting the position coordinates, and the track angle can be calculated according to the straight line equation. In order to ensure the availability of the GNSS sensor, the driving device may be required to maintain a relatively high speed during the first driving process, for example, driving in a straight line at a speed of not less than 60km/h.

However, the problem with the GNSS sensor is that if the driving equipment is slow or simply at a standstill, then the heading angle of the driving equipment cannot be determined; and the GNSS sensor is also limited by accuracy, and it is difficult to determine the driving equipment only by using the GNSS sensor. Heading.

Therefore, many driving equipment also utilize IMU. The IMU is a device that measures the three-axis attitude angle and acceleration of an object. The IMU generally includes a three-axis gyroscope and a three-axis accelerometer, and some 9-axis IMUs also include a three-axis magnetometer. Since it uses the inertia of the object in principle, it does not need to communicate with satellites in the sky, so it has a wider range of application scenarios than GNSS equipment. But it depends on the accuracy of the installation.

In an embodiment of the present application, the above method further includes: acquiring the navigation data output by the integrated navigation system during the second driving process of the driving device, the second driving process is before the first driving process; and performing the integrated navigation system according to the navigation data calibration.

The foregoing embodiment introduces the advantages and disadvantages of the IMU and the GNSS sensor. In practical applications, many driving equipment will be equipped with an integrated navigation system that combines the IMU and the GNSS sensor. Such an integrated navigation system may also be deployed on the driving equipment used in this application.

In addition to installation errors, the integrated navigation system may also have system errors. If the calculation is based on the track angle directly output by the GNSS sensor and the heading angle directly output by the IMU, the system error will be ignored and affect the determination of the heading installation error. Therefore, in the second driving process, the integrated navigation system can be initially calibrated according to the navigation data output by the integrated navigation system in order to reduce the influence of system errors.

In an embodiment of the present application, in the above method, the driving strategy of the second driving process includes at least one of the following: the driving device performs straight-line acceleration driving; the driving device performs straight-line deceleration driving; and the driving device performs "8"-shaped driving.

Since the integrated navigation system needs to be calibrated first to avoid the influence of system errors, and then the heading installation error is determined, the driving device can be used to perform the second driving process and then the first driving process. It can be seen that the first in this application And the second does not represent a restriction on the order of precedence. In addition, each driving process has a corresponding purpose. The purpose of the second driving process is to make the integrated navigation system's sensors more sensible and easy to calibrate through complex actions by the driving equipment. Therefore, it can be driven in a straight line with acceleration and deceleration. The combination of the glyph driving trajectory enables the vehicle to have acceleration in multiple dimensions, and the calibration effect is better.

In an embodiment of the present application, in the above method, the first sensor is an inertial measurement unit IMU, and calibrating the integrated navigation system according to the navigation data includes: determining the heading error/heading angle error of the IMU according to the navigation data, and according to the heading of the IMU The error calibrates the integrated navigation system until the heading error of the IMU converges.

The initial calibration may be stopped after the heading error of the IMU converges. Specifically, the standard deviation std of the heading error of the IMU may be less than a preset convergence value, such as 0.1°.

In an embodiment of the present application, in the above method, determining the heading error of the IMU according to the navigation data includes: calculating the heading error of the IMU according to the Kalman filter and the navigation data.

Kalman filtering is an algorithm that uses linear system state equations to perform optimal estimation of system state through system input and output observation data. Therefore, the initial calibration of the above-mentioned integrated navigation system can be achieved by using the Kalman filter and navigation data.

In an embodiment of the present application, the above method further includes: determining the heading of the driving device by using the heading installation error and the heading angle output by the integrated navigation system during the driving of the driving device. In fact, the heading of the driving equipment can be determined jointly by the heading installation error, heading error, and heading angle, and the data output by other sensors can also be comprehensively considered in the integrated navigation system.

In the following, a specific embodiment is used to introduce the whole process of determining the heading of the driving equipment. Fig. 7 is a software interface used to implement the method for determining the heading installation error in this embodiment.

First, the user selects the serial port number, configures the baud rate, and clicks "open", and the software starts to collect the output data of the integrated navigation device; then the user clicks "alignment" to enter the initial calibration stage. The calibration process uses linear acceleration, linear deceleration, and "8". ”Combining the glyph driving, the std value of the IMU heading error is displayed in real time during the calibration process; after the IMU heading error is converged (the heading error std is less than 0.1°), click the "headerr_calc" button to start the estimation of the heading installation error. During the process, the vehicle maintains a straight line and high speed, the vehicle speed is greater than 60km/h, real-time display and record the track angle

And heading angle

Find the track angle separately

Mean of

And heading angle

Mean of

From this, the heading installation error angle can be obtained

And display on the interface; finally calculate the heading of the car body:

Fig. 2 shows a schematic structural diagram of a device for determining a heading installation error according to an embodiment of the present application. As shown in Fig. 2, the device 200 for determining the heading installation error includes:

The data acquisition unit 210 is used to acquire the heading angle and the track angle output by the integrated navigation system of the driving device during the first driving process.

The determining unit 220 is used to determine the mean value of the track angle during the first driving process and the mean value of the heading angle during the first driving process; and obtain the heading of the first sensor according to the mean value of the track angle and the mean heading angle Installation error.

For example, if the difference between the mean value of the track angle and the mean value of the heading angle is used, the result obtained is the heading installation error of the first sensor.

It can be seen that the device shown in Figure 2 does not need to modify the hardware of the driving equipment, nor does it need to use expensive and complex operations such as electronic level quadrants and theodolites, and the calculation of the average value of the data enhances the calculation results. Robustness, low cost, accurate results, and high efficiency. Using the heading installation error determined by the device can improve the navigation effect of the driving equipment, and has a good boost for scenes such as distribution and automatic driving.

In an embodiment of the present application, in the above-mentioned device, the second sensor is a global navigation satellite system GNSS sensor, and the data acquisition unit 210 is configured to determine the track angle according to the geographic location information and/or speed information collected by the GNSS sensor.

Many driving equipment are equipped with GPS sensors, Beidou navigation sensors and other GNSS sensors. These GNSS sensors can collect the position information and speed information of the driving equipment during driving, and then determine the track angle.

In an embodiment of the present application, the above-mentioned device further includes: a calibration unit for obtaining navigation data output by the integrated navigation system during the second driving process of the driving device, the second driving process is before the first driving process; according to the navigation data Calibrate the integrated navigation system.

In an embodiment of the present application, in the above-mentioned device, the driving strategy of the second driving process includes at least one of the following: the driving device performs straight-line acceleration driving; the driving device performs straight-line deceleration driving; and the driving device performs "8"-shaped driving.

Since the integrated navigation system needs to be calibrated first to avoid the influence of system errors, and then the heading installation error is determined, the driving device can be used to perform the second driving process and then the first driving process. It can be seen that the first in this application And the second does not represent a restriction on the order of precedence. In addition, each driving process has a corresponding purpose. The purpose of the second driving process is to make the integrated navigation system's sensors more sensible and easy to calibrate through complex actions by the driving device. Therefore, it can be driven by straight-line acceleration and deceleration. The combination of the glyph driving trajectory enables the vehicle to have acceleration in multiple dimensions, and the calibration effect is better.

In an embodiment of the present application, in the above device, the first sensor is an inertial measurement unit IMU, and the calibration unit is used to determine the heading error of the IMU according to the navigation data, and calibrate the integrated navigation system according to the heading error of the IMU until the IMU The heading error converges.

In an embodiment of the present application, in the above device, the calibration unit is used to calculate the heading error of the IMU according to the Kalman filter and navigation data.

Kalman filter is an algorithm that uses linear system state equations to optimally estimate system state through system input and output observation data. Therefore, the initial calibration of the above-mentioned integrated navigation system can be achieved by using the Kalman filter and navigation data.

In an embodiment of the present application, in the above-mentioned device, the determining unit 220 is further configured to use the heading installation error and the heading angle output by the integrated navigation system during the driving of the driving device to determine the heading of the driving device. In fact, the heading of the driving equipment can be determined jointly by the heading installation error, heading error, and heading angle, and the data output by other sensors can also be comprehensively considered in the integrated navigation system.

In summary, the embodiment of the present application obtains that the integrated navigation system calculates the mean value of the track angle and the heading angle based on the heading angle and the track angle output by the first sensor and the second sensor during the high-speed straight driving process of the driving device. Average value, and finally get the heading installation error of the first sensor according to the average track angle and the average heading angle. The beneficial effects of the embodiments of the present application are that there is no need to modify the hardware of the driving equipment, nor need to use expensive and complex operations such as electronic level quadrants and theodolites, and the calculation of the average value of the data enhances the calculation results. Robustness, low cost, accurate results, and high efficiency. Using the heading installation error determined by this method can improve the navigation effect of driving equipment, and has a good boost for scenes such as distribution and automatic driving.

It should be noted:

The algorithms and displays provided here are not inherently related to any particular computer, virtual device or other equipment. Various general-purpose devices can also be used with the teaching based on this. From the above description, the structure required to construct this type of device is obvious. In addition, this application is not aimed at any specific programming language. It should be understood that various programming languages can be used to implement the content of the application described herein, and the above description of a specific language is for the purpose of disclosing the best embodiment of the application.

In the instructions provided here, a lot of specific details are explained. However, it can be understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures, and technologies are not shown in detail, so as not to obscure the understanding of this specification.

Similarly, it should be understood that, in order to simplify this application and help understand one or more of the various inventive aspects, in the above description of the exemplary embodiments of this application, the various features of this application are sometimes grouped together into a single embodiment, Figure, or its description. However, the disclosed method should not be interpreted as reflecting the intention that the claimed application requires more features than the features explicitly recorded in each claim. More precisely, as reflected in the following claims, the inventive aspect lies in less than all the features of a single embodiment disclosed previously. Therefore, the claims following the specific embodiment are thus explicitly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the application.

Those skilled in the art can understand that it is possible to adaptively change the modules in the device in the embodiment and set them in one or more devices different from the embodiment. The modules or units or components in the embodiments can be combined into one module or unit or component, and in addition, they can be divided into multiple sub-modules or sub-units or sub-components. Except that at least some of such features and/or processes or units are mutually exclusive, any combination can be used to compare all the features disclosed in this specification (including the accompanying claims, abstract and drawings) and any method or methods disclosed in this manner or All the processes or units of the equipment are combined. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract and drawings) may be replaced by an alternative feature providing the same, equivalent or similar purpose.

In addition, those skilled in the art can understand that although some embodiments described herein include certain features included in other embodiments but not other features, the combination of features of different embodiments means that they are within the scope of the present application. Within and form different embodiments. For example, in the following claims, any one of the claimed embodiments can be used in any combination.

The various component embodiments of the present application may be implemented by hardware, or by software modules running on one or more processors, or by a combination of them. Those skilled in the art should understand that a microprocessor or a digital signal processor (DSP) may be used in practice to implement some or all of the functions of some or all of the components in the heading installation error determining device according to the embodiments of the present application. This application can also be implemented as a device or device program (for example, a computer program and a computer program product) for executing part or all of the methods described herein. Such a program for realizing the present application may be stored on a computer-readable medium, or may have the form of one or more signals. Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

For example, FIG. 3 shows a schematic structural diagram of an electronic device according to an embodiment of the present application. The electronic device 300 includes a processor 310 and a memory 320 arranged to store computer-executable instructions (computer-readable program code). The memory 320 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), EPROM, hard disk, or ROM. The memory 320 has a storage space 330 for storing computer-readable program codes 331 for executing any method steps in the above-mentioned methods. For example, the storage space 330 for storing computer-readable program codes may include various computer-readable program codes 331 respectively used to implement various steps in the above method. The computer-readable program code 331 may be read from or written into one or more computer program products. These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards, or floppy disks. Such a computer program product is usually, for example, a computer-readable storage medium as described in FIG. 4. Fig. 4 shows a schematic structural diagram of a computer-readable storage medium according to an embodiment of the present application. The computer-readable storage medium 400 stores the computer-readable program code 331 for executing the method steps according to the present application, which can be read by the processor 310 of the electronic device 300, when the computer-readable program code 331 is run by the electronic device 300 , Causing the electronic device 300 to execute each step in the method described above. Specifically, the computer readable program code 331 stored in the computer readable storage medium can execute the method shown in any of the above embodiments. The computer readable program code 331 may be compressed in an appropriate form.

It should be noted that the above-mentioned embodiments illustrate rather than limit the application, and those skilled in the art can design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be constructed as a limitation to the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of multiple such elements. The application can be realized by means of hardware including several different elements and by means of a suitably programmed computer. In the unit claims listing several devices, several of these devices may be embodied in the same hardware item. The use of the words first, second, and third, etc. do not indicate any order. These words can be interpreted as names.

Claims

A method for determining heading installation error, the method includes:

Acquire the heading angle and track angle output by the integrated navigation system of the driving device during the first driving process, where the heading angle is determined according to the first sensor in the integrated navigation system, and the track angle is determined according to Determined by the second sensor in the integrated navigation system, the driving strategy of the first driving process is that the driving device drives straight at a speed not less than a preset speed;

Determining the mean value of the track angle of the track angle in the first driving process and the mean value of the heading angle of the heading angle in the first driving process;

The heading installation error of the first sensor is obtained according to the average value of the track angle and the average value of the heading angle.
The method according to claim 1, wherein the second sensor is a global navigation satellite system GNSS sensor, and the acquiring the heading angle and the track angle output by the integrated navigation system of the driving device during the first driving process comprises:

The track angle is determined according to the geographic location information and/or speed information of the driving device collected by the GNSS sensor.
The method of claim 1, wherein the method further comprises:

Acquiring navigation data output by the integrated navigation system during a second driving process of the driving device, the second driving process being before the first driving process;

The integrated navigation system is calibrated according to the navigation data.
The method according to claim 3, wherein the driving strategy of the second driving process includes at least one of the following:

The driving device performs straight acceleration driving;

The driving device performs straight-line deceleration driving;

The driving device drives in an "8" shape.
The method of claim 3, wherein the first sensor is an inertial measurement unit (IMU), and the calibrating the integrated navigation system according to the navigation data comprises:

The heading error of the IMU is determined according to the navigation data, and the integrated navigation system is calibrated according to the heading error of the IMU until the heading error of the IMU converges.
The method of claim 5, wherein the determining the heading error of the IMU according to the navigation data comprises:

The heading error of the IMU is calculated according to the Kalman filter and the navigation data.
8. The method of any one of claims 1-6, wherein the method further comprises:

The heading installation error and the heading angle output by the integrated navigation system during the driving of the driving device are used to determine the heading of the driving device.
A device for determining a heading installation error, the device comprising:

The data acquisition unit is used to acquire the heading angle and the track angle output by the integrated navigation system of the driving device during the first driving process, wherein the heading angle is determined according to the first sensor in the integrated navigation system, so The track angle is determined according to the second sensor in the integrated navigation system, and the driving strategy of the first driving process is that the driving device travels in a straight line at a speed not less than a preset speed;

The determining unit is configured to determine the mean value of the track angle of the track angle in the first driving process and the mean value of the heading angle of the heading angle in the first driving process; according to the mean value of the track angle and The average value of the heading angle obtains the heading installation error of the first sensor.
An electronic device comprising: a processor; and a memory arranged to store computer-executable instructions that, when executed, cause the processor to execute any one of claims 1-7 The method for determining the heading installation error described in the item.
A computer-readable storage medium that stores one or more programs, and when the one or more programs are executed by a processor, the processor implements any of claims 1-7 A method for determining the heading installation error described in one item.