Method and system for correcting vehicle heading angle

Abstract

The present invention provides a method and system for correcting a vehicle's heading angle. The method comprises correcting the current vehicle state information based on current driving state information, a preset vehicle state adjustment coefficient, and a preset sensor adjustment parameter to obtain corrected first vehicle state information; obtaining an estimated value of the current vehicle state information based on the current vehicle state information, the preset vehicle state adjustment coefficient, and the preset driving state parameter; obtaining second vehicle state information based on a preset trust adjustment coefficient and a preset trust parameter; performing delay compensation processing on the second vehicle state information based on a preset delay adjustment coefficient and a preset delay parameter to obtain a delay period for the heading angle, and correcting the heading angle based on the delay period for the heading angle. This solution can correct sensor fixed drift error, scaling error, coordinate system error, and delay error, thereby improving the accuracy of the vehicle's heading angle and, in turn, the accuracy of the vehicle's self-positioning.

Description

Technical Field

[0001] The present invention relates to the technical field, and in particular to a method and system for correcting a heading angle of a vehicle. Background Art

[0002] With the rapid development of low-speed intelligent vehicle assistance systems, applications such as automatic parking and limited autonomous driving in fixed scenarios have entered mass production. To improve the reliability of autonomous driving, vehicles must have high self-positioning capabilities, especially in some applications where centimeter-level positioning accuracy is required.

[0003] Currently, the accuracy of vehicle self-positioning is primarily limited by the accuracy of the heading angle. The accuracy of the heading angle is, in turn, limited by the accuracy of the yaw rate signal within the communication signal. Furthermore, the accuracy of the onboard yaw rate signal is affected by several factors: the initialization, installation, and calibration of the yaw rate sensor; changes in the sensor's measurement plane due to changes in vehicle posture; the sensor's operating environment (such as vibration and ambient temperature); and the delay of the vehicle's dynamic characteristics.

[0004] In order to improve the accuracy of vehicle self-positioning, it is necessary to improve the signal accuracy of yaw rate. Usually, the error of yaw rate of communication signal is in the range of 10 -3 to 10 -2 The signal with this error level is different from ordinary Gaussian noise, and it is difficult to correct it by traditional frequency domain and time domain filtering methods. Summary of the Invention

[0005] The present invention aims to solve the problem of low accuracy of vehicle self-positioning in the prior art. To solve the above problem, an embodiment of the present invention discloses a method for correcting the heading angle of a vehicle, comprising the following steps:

[0006] S1: obtaining current vehicle body state information of the vehicle, determining current driving state information of the vehicle based on the current vehicle body state information, and correcting the current vehicle body state information based on the current driving state information, a preset vehicle body state adjustment coefficient, and a preset sensor adjustment parameter to obtain corrected first vehicle body state information;

[0007] S2: estimating the current vehicle state information based on the current vehicle state information, a preset vehicle state adjustment coefficient, and a preset driving state parameter to obtain an estimated value of the current vehicle state information;

[0008] S3: performing a confidence-taking process on the corrected first vehicle state information and the estimated value of the current vehicle state information according to a preset confidence-taking adjustment coefficient and a preset confidence-taking parameter to obtain second vehicle state information;

[0009] S4: performing delay compensation processing on the second vehicle body state information according to a preset delay adjustment coefficient and a preset delay parameter to obtain a delay period of the heading angle, and correcting the heading angle according to the delay period of the heading angle.

[0010] This solution corrects for sensor drift errors caused by installation errors and sensor characteristics, scaling errors that vary with yaw rate, and coordinate system errors caused by changes in the sensor measurement plane due to vehicle pitch and roll. It also corrects for slowly varying drift errors caused by the sensor's operating environment (such as temperature and vibration) and historical conditions, and errors caused by the lag between heading angle and yaw rate. This improves the accuracy of the vehicle's heading angle and, consequently, its self-positioning.

[0011] According to another specific embodiment of the present invention, in the method for correcting the heading angle of a vehicle disclosed in the embodiment of the present invention, the current vehicle body state information includes the current yaw rate, current vehicle speed, current longitudinal acceleration, and current gear position of the vehicle;

[0012] Current driving status information includes lateral acceleration calculation value and driving direction;

[0013] The vehicle body state adjustment coefficient includes the yaw rate adjustment coefficient and the vehicle body posture adjustment coefficient;

[0014] The body posture adjustment coefficient includes lateral adjustment coefficient and longitudinal adjustment coefficient;

[0015] Sensor adjustment parameters include sensor fixed drift error;

[0016] The corrected first vehicle body state information includes a corrected first corrected yaw rate; and

[0017] Step S1 includes the following steps:

[0018] S11: Determine a calculated lateral acceleration value based on the current yaw rate and the current vehicle speed, and determine the driving direction based on the current gear position;

[0019] S12: Determining a yaw adjustment angular velocity based on the yaw angular velocity adjustment coefficient and the current yaw angular velocity, determining a lateral adjustment acceleration based on the calculated lateral acceleration and the lateral adjustment coefficient, and determining a longitudinal adjustment acceleration based on the current longitudinal acceleration and the longitudinal adjustment coefficient;

[0020] S13: determining a lateral correction acceleration based on the lateral adjustment acceleration and the driving direction, and determining a longitudinal correction acceleration based on the current yaw rate and the longitudinal adjustment acceleration;

[0021] S14: Determine a first corrected yaw angular velocity according to the sensor fixed drift error, the yaw adjustment angular velocity, the lateral correction acceleration, and the longitudinal correction acceleration.

[0022] Using the above scheme, the first corrected yaw angular velocity is determined based on the sensor fixed drift error, yaw adjustment angular velocity, lateral correction acceleration, and longitudinal correction acceleration. This scheme can compensate for the sensor fixed drift error caused by installation errors and sensor characteristics, the scale error that varies with the yaw angular velocity, and the coordinate system error caused by the change of the sensor measurement plane due to the pitch and roll of the vehicle body.

[0023] According to another specific embodiment of the present invention, in the method for correcting the heading angle of a vehicle disclosed in the embodiment of the present invention, the current driving state information also includes the vehicle body posture direction; the vehicle body posture adjustment coefficient also includes a first lateral longitudinal adjustment coefficient, a second lateral longitudinal adjustment coefficient, a third lateral longitudinal adjustment coefficient, and a fourth lateral longitudinal adjustment coefficient;

[0024] Step S12 further includes:

[0025] The vehicle body posture direction is determined based on the calculated lateral acceleration value and the current longitudinal acceleration, and the vehicle's current pitch and roll state is determined based on the vehicle body posture direction;

[0026] The pitch and roll states include a first state, a second state, a third state, and a fourth state; and

[0027] Step S13 further includes:

[0028] determining a pitch-roll adjustment value based on a calculated lateral acceleration value, a current longitudinal acceleration, a first state, and a first lateral-longitudinal adjustment coefficient, or a calculated lateral acceleration value, a current longitudinal acceleration, a second state, and a second lateral-longitudinal adjustment coefficient, or a calculated lateral acceleration value, a current longitudinal acceleration, a third state, and a third lateral-longitudinal adjustment coefficient, or a calculated lateral acceleration value, a current longitudinal acceleration, a fourth state, and a fourth lateral-longitudinal adjustment coefficient, and determining a pitch-roll correction value based on the pitch-roll adjustment value and the driving direction;

[0029] Step S14 further includes:

[0030] A first corrected yaw rate is determined according to the pitch roll correction value, the sensor fixed drift error, the yaw adjustment angular velocity, the lateral correction acceleration, and the longitudinal correction acceleration.

[0031] The above solution takes into account the simultaneous existence of the pitch and roll of the vehicle body, and uses different lateral longitudinal adjustment coefficients for correction according to different pitch and roll states, thereby further improving the accuracy of the calculated first corrected yaw angular velocity.

[0032] According to another specific embodiment of the present invention, in the method for correcting the heading angle of a vehicle disclosed in the embodiment of the present invention, the current vehicle body state information further includes the current steering wheel angle, the current lateral acceleration, and the vehicle wheelbase;

[0033] The vehicle body state adjustment coefficient also includes the coefficient of steering transmission ratio changing with steering wheel angle, understeering adjustment coefficient, and gain coefficient;

[0034] Driving state parameters include steering wheel angle signal fixed error, zero-position steering system angular transmission ratio, and understeering fitting parameters;

[0035] The estimated value of the current vehicle body state information includes an estimated yaw rate value; and

[0036] Step S2 includes the following steps:

[0037] S21: determining an estimated steering wheel angle value based on a fixed error in a steering wheel angle signal, a current steering wheel angle, an angular transmission ratio of a zero-position steering system, and a coefficient by which the steering transmission ratio varies with the steering wheel angle, and determining an estimated steering vehicle speed value based on the estimated steering wheel angle value, a current vehicle speed, and a vehicle wheelbase;

[0038] S22: Determine the driving direction according to the current lateral acceleration;

[0039] S23: Determining a lateral acceleration estimate based on the current lateral acceleration, the understeer adjustment coefficient, and the understeer fitting parameter;

[0040] S24: determining a vehicle acceleration estimate based on the lateral acceleration estimate, the current vehicle speed, and the gain coefficient;

[0041] S25: Determine the yaw rate estimate value based on the steering speed estimate value and the vehicle acceleration estimate value.

[0042] According to another specific embodiment of the present invention, in the method for correcting the heading angle of a vehicle disclosed in the embodiment of the present invention, the understeering adjustment coefficient includes a forward direction adjustment coefficient and a backward direction adjustment coefficient;

[0043] The understeering fitting parameters include forward direction parameters and backward direction parameters;

[0044] Step S23 further includes:

[0045] The acceleration estimate is determined based on the driving direction, the current lateral acceleration, the forward direction adjustment coefficient, and the forward direction parameter, or the driving direction, the current lateral acceleration, the backward direction adjustment coefficient, and the backward direction parameter.

[0046] According to another specific embodiment of the present invention, the vehicle heading angle correction method disclosed in the embodiment of the present invention determines the yaw rate estimation value according to the following formula:

[0047]

[0048] Among them, YawRate is the estimated value of yaw rate, v is the current vehicle speed, δ sw is the current steering wheel angle, i is the steering system transmission ratio, L is the vehicle wheelbase, 1 is the gain coefficient, and K is the understeering adjustment coefficient.

[0049] By adopting the above scheme, the slow drift error caused by the sensor working environment (such as temperature, vibration, etc.) and historical state can be compensated through the second correction of the yaw angular velocity and the process of estimating the yaw angular velocity.

[0050] According to another specific embodiment of the present invention, in the method for correcting the heading angle of a vehicle disclosed in the embodiment of the present invention, the second vehicle body state information includes a corrected second corrected yaw rate; and

[0051] Step S3 includes the following steps:

[0052] S31: Obtaining a difference between the estimated yaw rate and the first corrected yaw rate;

[0053] S32: Obtaining an absolute value of a difference between the estimated yaw rate and the first corrected yaw rate, and determining a first corrected value based on the absolute value of the difference, a confidence adjustment coefficient, and a confidence parameter;

[0054] S33: Determine a second corrected yaw rate according to the first correction value and the first corrected yaw rate.

[0055] According to another specific embodiment of the present invention, in the method for correcting the heading angle of a vehicle disclosed in the embodiment of the present invention, the delay adjustment coefficient includes a delay amount adjustment coefficient and a forgetting ratio adjustment coefficient;

[0056] The delay parameters include a base delay amount; and

[0057] Step S4 includes:

[0058] S41: determining an absolute value of the second corrected yaw rate and a reciprocal of the second corrected yaw rate according to the second corrected yaw rate;

[0059] S42: determining a forgetting adjustment value according to the absolute value of the second corrected yaw angular velocity determined by the second corrected yaw angular velocity and the forgetting ratio adjustment coefficient;

[0060] S43: determining a delay adjustment value according to the absolute value of the second corrected yaw angular velocity determined by the second corrected yaw angular velocity and the delay adjustment coefficient;

[0061] S44: Determine the delay period of the heading angle according to the basic delay amount, the forgetting adjustment value, and the delay adjustment value.

[0062] According to another specific embodiment of the present invention, the vehicle heading angle correction method disclosed in the embodiment of the present invention calculates the forgetting ratio adjustment coefficient according to the following formula:

[0063]

[0064] in, is the delay adjustment coefficient corresponding to the yaw rate change of the current cycle, K_headingrate_delay is the forgetting ratio adjustment coefficient, YawRate is the delay adjustment coefficient corresponding to the yaw rate change in the previous cycle, k YawRate is the yaw rate of the current cycle. k-1 is the yaw angular velocity of the previous cycle.

[0065] By adopting the above scheme, by introducing delay adjustment and conventional proportional adjustment, it is possible to avoid the introduction of high-frequency noise by differential operation, and further improve the stability of the system.

[0066] An embodiment of the present invention further provides a vehicle heading angle correction system, which is used to execute the vehicle heading angle correction method described in the above embodiment. The vehicle heading angle correction system includes:

[0067] The yaw rate compensation module includes a yaw rate first correction module, a yaw rate estimation module, and a yaw rate second correction module;

[0068] The yaw rate first correction module obtains current vehicle body state information, determines current driving state information of the vehicle based on the current vehicle body state information, and corrects the current vehicle body state information based on the current driving state information, a preset vehicle body state adjustment coefficient, and a preset sensor adjustment parameter to obtain corrected first vehicle body state information;

[0069] The yaw rate estimation module estimates the current vehicle state information based on the current vehicle state information, a preset vehicle state adjustment coefficient, and a preset driving state parameter to obtain an estimated value of the current vehicle state information;

[0070] The yaw rate second correction module performs a confidence processing on the corrected first vehicle state information and the estimated value of the current vehicle state information according to a preset confidence adjustment coefficient and preset confidence parameters to obtain second vehicle state information;

[0071] The heading angle delay compensation module is communicated with the yaw rate compensation module, and performs delay compensation processing on the second vehicle body state information according to a preset delay adjustment coefficient and a preset delay parameter to obtain a delay period of the heading angle, and corrects the heading angle according to the delay period of the heading angle.

[0072] The beneficial effects of the present invention are:

[0073] The present invention provides a method for correcting a vehicle's heading angle. First, the vehicle state information is corrected based on current driving state information, a preset vehicle state adjustment coefficient, and preset sensor adjustment parameters. This method corrects sensor fixed drift errors caused by installation errors and sensor characteristics, scaling errors that vary with the magnitude of the yaw rate, and coordinate system errors caused by changes in the sensor measurement plane due to vehicle pitch and roll. Second, the current vehicle state information is estimated based on the current vehicle state information, the preset vehicle state adjustment coefficient, and the preset driving state parameters. The corrected first vehicle state information and the estimated value of the current vehicle state information are then trusted based on the preset trust adjustment coefficient and the preset trust parameters. This method corrects slowly varying drift errors caused by the sensor's operating environment (such as temperature, vibration, etc.) and historical conditions. Finally, the second vehicle state information is subjected to delay compensation to correct errors caused by a lag between the heading angle and the yaw rate. This improves the accuracy of the vehicle's heading angle and, in turn, the accuracy of vehicle self-positioning. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Figure 1 1 is a flow chart of a method for correcting a vehicle heading angle provided by an embodiment of the present invention;

[0075] Figure 2 is a schematic diagram of correcting current vehicle body status information provided by an embodiment of the present invention;

[0076] Figure 3 is a schematic diagram of estimating current vehicle body state information provided by an embodiment of the present invention;

[0077] Figure 4 This is a schematic diagram of obtaining trust of the corrected first vehicle body state information and the estimated value of the current vehicle body state information provided by an embodiment of the present invention;

[0078] Figure 5 is a schematic diagram of delay compensation processing for second vehicle body state information provided by an embodiment of the present invention;

[0079] Figure 6 1 is a schematic structural diagram of a vehicle heading angle correction system provided by an embodiment of the present invention;

[0080] Figure 71 is another structural schematic diagram of a vehicle heading angle correction system provided by an embodiment of the present invention;

[0081] Figure 8 This is another structural diagram of the vehicle heading angle correction system provided by an embodiment of the present invention.

[0082] Description of reference numerals:

[0083] 1. Yaw angular velocity compensation module; 11. Yaw angular velocity first correction module; 12. Yaw angular velocity estimation module; 13. Yaw angular velocity second correction module; 2. Heading angle delay compensation module. DETAILED DESCRIPTION

[0084] The following is an explanation of the embodiments of the present invention by specific specific examples. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this invention are limited to this embodiment. On the contrary, the purpose of introducing the invention in conjunction with the embodiment is to cover other options or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, the following description will contain many specific details. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present invention, some specific details will be omitted in the description. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict.

[0085] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0086] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the inventive product is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0087] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0088] In the description of this embodiment, it should be noted that, unless otherwise specified or limited, the terms "disposed," "connected," and "connected" should be understood broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this embodiment based on specific circumstances.

[0089] To make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0090] In order to solve the problem of low accuracy of vehicle self-positioning in the prior art, an embodiment of the present invention provides a method for correcting the heading angle of a vehicle. Specifically, referring to Figure 1 、 Figure 7 and Figure 8 The method for correcting the heading angle of a vehicle provided by an embodiment of the present invention comprises the following steps:

[0091] S1: obtaining current vehicle body state information of the vehicle, determining current driving state information of the vehicle based on the current vehicle body state information, and correcting the current vehicle body state information based on the current driving state information, a preset vehicle body state adjustment coefficient, and a preset sensor adjustment parameter to obtain corrected first vehicle body state information;

[0092] S2: estimating the current vehicle state information based on the current vehicle state information, a preset vehicle state adjustment coefficient, and a preset driving state parameter to obtain an estimated value of the current vehicle state information;

[0093] S3: performing a confidence-taking process on the corrected first vehicle state information and the estimated value of the current vehicle state information according to a preset confidence-taking adjustment coefficient and a preset confidence-taking parameter to obtain second vehicle state information;

[0094] S4: performing delay compensation processing on the second vehicle body state information according to a preset delay adjustment coefficient and a preset delay parameter to obtain a delay period of the heading angle, and correcting the heading angle according to the delay period of the heading angle.

[0095] This solution corrects for sensor drift errors caused by installation errors and sensor characteristics, scaling errors that vary with yaw rate, and coordinate system errors caused by changes in the sensor measurement plane due to vehicle pitch and roll. It also corrects for slowly varying drift errors caused by the sensor's operating environment (such as temperature and vibration) and historical conditions, and errors caused by the lag between heading angle and yaw rate. This improves the accuracy of the vehicle's heading angle and, consequently, its self-positioning.

[0096] The following combination Figures 1 to 5 、 Figures 7 and 8 The method for correcting the heading angle of a vehicle provided by an embodiment of the present invention is described in detail.

[0097] What needs to be explained is that Figures 2 to 5 In the formula, * before the coefficient indicates multiplication, x indicates multiplication, + indicates summation, abs indicates absolute value, and z -1 Indicates the reciprocal. It means the upper value minus the lower value. Indicates the upper value divided by the lower value.

[0098] First, refer to Figure 2 , execute step S1, obtain the current body state information of the vehicle, determine the current driving state information of the vehicle based on the current body state information, and correct the current body state information based on the current driving state information, a preset body state adjustment coefficient, and a preset sensor adjustment parameter to obtain corrected first body state information.

[0099] Specifically, in this embodiment, the current vehicle body state information includes the current yaw rate, current vehicle speed, current longitudinal acceleration, and current gear position of the vehicle.

[0100] Yaw rate refers to the vehicle's deflection around the vertical axis. The current yaw rate is the vehicle's deflection from a direction perpendicular to the vehicle body in its current driving state and can be measured by a yaw rate sensor. The current vehicle speed refers to the vehicle's current speed and can be measured by a speed sensor. The current longitudinal acceleration refers to the acceleration along the vehicle's axial direction and can be measured by an acceleration sensor. The current gear position refers to the vehicle's current gear position in its current driving state and can be measured by a vehicle gear position detection sensor.

[0101] The current driving status information includes the calculated lateral acceleration value and the driving direction.

[0102] In other embodiments of the present invention, the current driving state information further includes vehicle body posture and direction.

[0103] The current driving state is the vehicle's current driving state. The calculated lateral acceleration is the calculated lateral acceleration of the vehicle. The driving direction is the vehicle's current direction of travel, including forward and reverse.

[0104] The vehicle body state adjustment coefficient includes the yaw rate adjustment coefficient and the vehicle body posture adjustment coefficient. The vehicle body posture adjustment coefficient includes the lateral adjustment coefficient and the longitudinal adjustment coefficient.

[0105] In other embodiments of the present invention, the vehicle body posture adjustment coefficient further includes a first lateral longitudinal adjustment coefficient, a second lateral longitudinal adjustment coefficient, a third lateral longitudinal adjustment coefficient, and a fourth lateral longitudinal adjustment coefficient.

[0106] The yaw rate adjustment coefficient refers to a coefficient for compensating and correcting the current yaw rate of the vehicle, and can be directly multiplied by the current yaw rate.

[0107] Sensor adjustment parameters include sensor fixed drift error. Sensor fixed drift error refers to the deviation between the analysis and test results and the theoretical actual data caused by factors such as unstable power supply voltage.

[0108] The corrected first vehicle body state information includes a corrected first corrected yaw rate.

[0109] It should be noted that the vehicle body state adjustment coefficient and sensor adjustment parameters are preset values, which can be set according to the vehicle body state and sensor characteristics. They can be set through experiments or calculated by searching the manual. This embodiment does not impose any restrictions on this.

[0110] More specifically, step S1 includes the following steps:

[0111] S11: Determine a calculated value of lateral acceleration based on the current yaw rate and the current vehicle speed, and determine the driving direction based on the current gear position.

[0112] S12: Determine the yaw adjustment angular velocity based on the yaw angular velocity adjustment coefficient and the current yaw angular velocity, determine the lateral adjustment acceleration based on the calculated lateral acceleration, the lateral adjustment coefficient, and the driving direction, and determine the longitudinal adjustment acceleration based on the current longitudinal acceleration and the longitudinal adjustment coefficient.

[0113] S13: Determine a lateral correction acceleration according to the lateral adjustment acceleration and the driving direction, and determine a longitudinal correction acceleration according to the current yaw rate and the longitudinal adjustment acceleration.

[0114] S14: Determine a first corrected yaw angular velocity according to the sensor fixed drift error, the yaw adjustment angular velocity, the lateral correction acceleration, and the longitudinal correction acceleration.

[0115] It should be noted that, in this embodiment, the lateral acceleration value is calculated according to the following formula:

[0116] α=V×ω

[0117] Wherein, α is the calculated value of the lateral acceleration, V is the current vehicle speed, and ω is the current yaw angular velocity.

[0118] The driving direction is determined according to the current gear, that is, the driving direction of the vehicle is determined to be forward or reverse according to whether the current gear is reverse gear or forward gear.

[0119] The yaw rate adjustment angular velocity is determined according to the yaw rate adjustment coefficient and the current yaw rate. Specifically, the yaw rate adjustment coefficient and the current yaw rate are multiplied to obtain the yaw rate adjustment angular velocity.

[0120] The lateral adjustment acceleration is determined based on the calculated lateral acceleration value, the lateral adjustment coefficient, and the driving direction. Specifically, the calculated lateral acceleration value is multiplied by the lateral adjustment coefficient, and the sign of the product is determined according to the driving direction, with forward movement being positive and reverse movement being negative. The result is the lateral adjustment acceleration.

[0121] It's also important to note that as a vehicle moves, it experiences both pitch and roll. Pitch can be characterized by longitudinal acceleration, while roll can be characterized by lateral acceleration. Pitch and roll can occur simultaneously or separately.

[0122] When the vehicle body pitch exists alone, the lateral acceleration is zero. When obtaining the corrected first vehicle body state information, the first corrected yaw angular velocity can be obtained by simply adding the sensor fixed drift error, the yaw adjustment angular velocity, and the longitudinal correction acceleration.

[0123] When the vehicle body roll exists alone, the longitudinal acceleration is zero. When obtaining the corrected first vehicle body state information, the first corrected yaw angular velocity can be obtained by simply adding the sensor fixed drift error, the yaw adjustment angular velocity, and the lateral correction acceleration.

[0124] It should be noted that when the vehicle body pitch and roll exist simultaneously, step S12 further includes:

[0125] The vehicle body posture direction is determined based on the calculated lateral acceleration value and the current longitudinal acceleration, and the current pitch and roll state of the vehicle is determined based on the vehicle body posture direction. The pitch and roll states include a first state, a second state, a third state, and a fourth state.

[0126] That is to say, when the pitch and roll of the vehicle body exist at the same time, according to the positive and negative combinations of the longitudinal acceleration and the lateral acceleration, the pitch and roll states can be divided into a first state in which the longitudinal acceleration and the lateral acceleration are both positive; a second state in which the longitudinal acceleration is negative and the lateral acceleration is positive; a third state in which the longitudinal acceleration and the lateral acceleration are both negative; and a fourth state in which the longitudinal acceleration is positive and the lateral acceleration is negative.

[0127] Furthermore, when the vehicle body pitches and rolls simultaneously, step S13 further includes:

[0128] A pitch and roll adjustment value is determined based on the calculated lateral acceleration value, the current longitudinal acceleration, the first state, and the first lateral-longitudinal adjustment coefficient, or the calculated lateral acceleration value, the current longitudinal acceleration, the second state, and the second lateral-longitudinal adjustment coefficient, or the calculated lateral acceleration value, the current longitudinal acceleration, the third state, and the third lateral-longitudinal adjustment coefficient, or the calculated lateral acceleration value, the current longitudinal acceleration, the fourth state, and the fourth lateral-longitudinal adjustment coefficient, and a pitch and roll correction value is determined based on the pitch and roll adjustment value and the driving direction.

[0129] In other words, the calculated lateral acceleration and the current longitudinal acceleration are multiplied together, then multiplied by the first longitudinal adjustment coefficient, the second longitudinal adjustment coefficient, the third longitudinal adjustment coefficient, or the longitudinal adjustment coefficient. The sign is then determined based on the direction of travel, with forward movement being positive and reverse movement being negative. The result is the pitch correction value.

[0130] It should be understood that when the vehicle body pitch and roll exist simultaneously, step S14 further includes:

[0131] A first corrected yaw rate is determined according to the pitch roll correction value, the sensor fixed drift error, the yaw adjustment angular velocity, the lateral correction acceleration, and the longitudinal correction acceleration.

[0132] Specifically, the first corrected yaw angular velocity is determined based on the pitch roll correction value, the sensor fixed drift error, the yaw adjustment angular velocity, the lateral correction acceleration, and the longitudinal correction acceleration. The pitch roll correction value, the sensor fixed drift error, the yaw adjustment angular velocity, the lateral correction acceleration, and the longitudinal correction acceleration are added together to obtain the first corrected yaw angular velocity.

[0133] This is the step for calculating the first corrected yaw rate. This first correction of the yaw rate corrects for sensor drift errors caused by installation errors and sensor characteristics, scaling errors that vary with yaw rate, and coordinate system errors caused by changes in the sensor measurement plane due to vehicle pitch and roll.

[0134] Next, refer to Figure 3, execute step S2, estimate the current vehicle state information according to the current vehicle state information, the preset vehicle state adjustment coefficient, and the preset driving state parameter to obtain an estimated value of the current vehicle state information.

[0135] Specifically, the current vehicle body state information also includes the current steering wheel angle, the current lateral acceleration, and the vehicle wheelbase.

[0136] The current steering wheel angle refers to the steering wheel deflection angle when the vehicle is traveling in its current state. This can be measured using a steering wheel angle sensor. The current lateral acceleration refers to the lateral acceleration of the vehicle in its current state. This is a measured value, not a calculated value, and can be obtained using a lateral acceleration sensor. The vehicle's wheelbase is the distance from the center of the front axle to the center of the rear axle, and can be obtained through actual measurement.

[0137] The vehicle body state adjustment coefficient also includes the coefficient of the steering gear ratio changing with the steering wheel angle, the understeering adjustment coefficient, and the gain coefficient. The understeering adjustment coefficient includes the forward direction adjustment coefficient and the reverse direction adjustment coefficient.

[0138] Driving state parameters include the fixed error of the steering wheel angle signal, the angular transmission ratio of the zero-position steering system, and understeering fitting parameters. The understeering fitting parameters include forward direction parameters and reverse direction parameters.

[0139] It should be noted that the vehicle body state adjustment coefficient and the driving state parameters can be determined by the relevant parameters of the steering wheel and the relevant parameters of the steering system, and can also be obtained through actual measurement and calculation, which is not limited in this embodiment.

[0140] The estimated value of the current vehicle body state information includes the estimated value of the yaw rate.

[0141] More specifically, step S2 includes the following steps:

[0142] S21: determining an estimated steering wheel angle value based on a fixed error in a steering wheel angle signal, a current steering wheel angle, an angular transmission ratio of a zero-position steering system, and a coefficient by which the steering transmission ratio varies with the steering wheel angle, and determining an estimated steering vehicle speed value based on the estimated steering wheel angle value, a current vehicle speed, and a vehicle wheelbase;

[0143] S22: Determine the driving direction according to the current lateral acceleration;

[0144] S23: Determine a lateral acceleration estimate value according to the current lateral acceleration, the understeer adjustment coefficient, and the understeer fitting parameter.

[0145] S24: determining a vehicle acceleration estimate based on the lateral acceleration estimate, the current vehicle speed, and the gain coefficient;

[0146] S25: Determine the yaw rate estimate value based on the steering speed estimate value and the vehicle acceleration estimate value.

[0147] Specifically, in step S21, the estimated steering wheel angle is determined based on the fixed error in the steering wheel angle signal, the current steering wheel angle, the zero-position steering system angular transmission ratio, and the coefficient by which the steering transmission ratio varies with the steering wheel angle. Specifically, the fixed error in the steering wheel angle signal and the current steering wheel angle are added together, the absolute value of the sum is taken, and the sum is multiplied by the coefficient by which the steering transmission ratio varies with the steering wheel angle. The product of these sums is then added to the zero-position steering system angular transmission ratio, and this value is used as the denominator. The sum of the fixed error in the steering wheel angle signal and the current steering wheel angle is used as the numerator, and the tangent of the ratio of the sum of the two sums is taken to obtain the estimated steering wheel angle.

[0148] The steering speed estimate is determined based on the steering wheel angle estimate, the current vehicle speed, and the vehicle wheelbase. Specifically, the steering wheel angle estimate is multiplied by the vehicle speed, and then multiplied by the inverse of the vehicle wheelbase. The result is the steering speed estimate.

[0149] In step S22, the driving direction is determined according to the current lateral acceleration, that is, whether the driving direction is forward or reverse is determined according to the current lateral acceleration.

[0150] It should be understood that step S23 also includes:

[0151] The acceleration estimate is determined based on the driving direction, the current lateral acceleration, the forward direction adjustment coefficient, and the forward direction parameter, or the driving direction, the current lateral acceleration, the backward direction adjustment coefficient, and the backward direction parameter.

[0152] The lateral acceleration estimate is determined based on the current lateral acceleration, the understeer adjustment coefficient, and the understeer fitting parameter. Specifically, the absolute value of the current lateral acceleration is taken. When the vehicle is moving forward, this absolute value is multiplied by the forward adjustment coefficient, and the product is added to the forward parameter to obtain the lateral acceleration estimate. When the vehicle is moving backward, this absolute value is multiplied by the backward adjustment coefficient, and the product is added to the backward parameter to obtain the lateral acceleration estimate.

[0153] In step S24, the vehicle acceleration estimate is determined based on the lateral acceleration estimate, the current vehicle speed, and the gain coefficient. Specifically, the current vehicle speed is squared and multiplied by the lateral acceleration estimate, and the product is added with the gain coefficient to obtain the vehicle acceleration estimate.

[0154] In step S25 , the yaw rate estimate is determined based on the steering speed estimate and the vehicle acceleration estimate. Specifically, the steering speed estimate is used as the denominator and the vehicle acceleration estimate is used as the numerator, and the yaw rate estimate is obtained by dividing the two.

[0155] Specifically, in this embodiment, the yaw angular velocity estimation value is determined according to the following formula:

[0156]

[0157] Among them, YawRate is the estimated value of yaw rate, v is the current vehicle speed, δ sw is the current steering wheel angle, i is the steering system transmission ratio, L is the vehicle wheelbase, 1 is the gain coefficient, and K is the understeering adjustment coefficient.

[0158] The above is the step of estimating the yaw rate. Figure 4 , execute step S3, and perform trust processing on the corrected first vehicle body state information and the estimated value of the current vehicle body state information according to the preset trust adjustment coefficient and the preset trust parameter to obtain the second vehicle body state information.

[0159] Specifically, the second vehicle body state information includes the corrected second corrected yaw rate.

[0160] More specifically, step S3 includes the following steps:

[0161] S31: Obtaining a difference between the estimated yaw rate and the first corrected yaw rate;

[0162] S32: Obtaining an absolute value of a difference between the estimated yaw rate and the first corrected yaw rate, and determining a first corrected value based on the absolute value of the difference, a confidence adjustment coefficient, and a confidence parameter;

[0163] S33: Determine a second corrected yaw rate according to the first correction value and the first corrected yaw rate.

[0164] Specifically, in step S31 , obtaining the difference between the estimated yaw rate value and the first corrected yaw rate is performed by subtracting the first corrected yaw rate from the estimated yaw rate value.

[0165] In step S32, the first correction value is determined based on the absolute value of the difference, the confidence adjustment coefficient, and the confidence parameter. Specifically, the absolute value of the difference obtained by subtracting the first corrected yaw rate from the estimated yaw rate is multiplied by the confidence adjustment coefficient, and then the confidence parameter is added. The result is multiplied by the difference between the estimated yaw rate and the first corrected yaw rate to obtain the first correction value.

[0166] In step S33 , the second corrected yaw rate is determined according to the first correction value and the first corrected yaw rate. Specifically, the first correction value is added to the first corrected yaw rate to obtain the second corrected yaw rate.

[0167] It should also be noted that the trust adjustment coefficient and trust parameter are calculated through repeated experimental measurements. The specific acquisition method can refer to the existing technology. During the trust acquisition process, the trust adjustment coefficient and trust parameter can be adjusted according to the magnitude of the yaw angular velocity.

[0168] This is the process of performing a second correction on the yaw rate. By performing this second correction and estimating the yaw rate, we can compensate for slow drift errors caused by the sensor's operating environment (such as temperature and vibration) and historical conditions.

[0169] Next, refer to Figure 5 , execute step S4, perform delay compensation processing on the second vehicle body state information according to the preset delay adjustment coefficient and the preset delay parameter to obtain the delay period of the heading angle, and correct the heading angle according to the delay period of the heading angle.

[0170] Specifically, the delay adjustment coefficient includes a delay amount adjustment coefficient and a forgetting ratio adjustment coefficient.

[0171] It should be noted that the dynamic process of establishing a vehicle's yaw rate is as follows: front wheel steering -> tire slip angle generated -> lateral force generated -> lateral force transmitted to the vehicle body via the suspension -> vehicle body yaw motion (generating yaw rate). Therefore, during steering, the yaw rate response lags behind the tire trajectory, meaning that the trajectory heading angle lags relative to the yaw rate. The heading lag varies at different yaw rate magnitudes. Due to the vehicle body's significant yaw inertia, the heading lag also varies at different yaw rate change rates, and is related to the direction of the rate of change. In this embodiment, the delay adjustment coefficient is a proportional coefficient that adjusts the delay based on the yaw rate magnitude. It can be determined based on a comprehensive consideration of the specific delay duration, the heading lag duration, the yaw rate magnitude, and other factors.

[0172] It should also be noted that in this embodiment, to avoid high-frequency noise introduced by differential operations and improve system stability, the delay is adjusted based on the change in yaw angular velocity. This adjustment is performed using a forgetting ratio adjustment coefficient. The forgetting ratio adjustment coefficient ranges from (-1 to 1).

[0173] The delay parameters include the basic delay amount.

[0174] It is important to understand that the base delay represents the delay between the tire response and the vehicle body response.

[0175] Specifically, in this embodiment, the forgetting ratio adjustment coefficient is calculated according to the following formula:

[0176]

[0177] in, is the delay corresponding to the change of yaw rate in the current cycle, K_headingrate_delay is the forgetting ratio adjustment coefficient, YawRate is the delay adjustment coefficient corresponding to the yaw rate change in the previous cycle, k YawRate is the yaw rate of the current cycle. k-1 is the yaw angular velocity of the previous cycle.

[0178] More specifically, step S4 includes:

[0179] S41: determining an absolute value of the second corrected yaw rate and a reciprocal of the second corrected yaw rate according to the second corrected yaw rate;

[0180] S42: determining a forgetting adjustment value according to the absolute value of the second corrected yaw angular velocity determined by the second corrected yaw angular velocity and the forgetting ratio adjustment coefficient;

[0181] S43: determining a delay adjustment value according to the absolute value of the second corrected yaw angular velocity determined by the second corrected yaw angular velocity and the delay adjustment coefficient;

[0182] S44: Determine the delay period of the heading angle according to the basic delay amount, the forgetting adjustment value, and the delay adjustment value.

[0183] In step S41 , the absolute value of the second corrected yaw rate and the inverse of the second corrected yaw rate are determined according to the second corrected yaw rate. Specifically, the absolute value of the second corrected yaw rate and the inverse of the second corrected yaw rate are determined.

[0184] In step S42, the forgetting adjustment value is determined based on the absolute value of the second corrected yaw angular velocity determined by the second corrected yaw angular velocity and the forgetting ratio adjustment coefficient. Specifically, the second corrected yaw angular velocity is subtracted from the absolute value of the second corrected yaw angular velocity to obtain a difference; then the difference is added to the inverse of the forgetting ratio adjustment coefficient, and multiplied by the forgetting ratio adjustment coefficient to obtain the forgetting adjustment value.

[0185] In step S43, the delay adjustment value is determined according to the absolute value of the second corrected yaw rate determined by the second corrected yaw rate and the delay adjustment coefficient. Specifically, the delay adjustment value is obtained by multiplying the absolute value of the second corrected yaw rate by the delay adjustment coefficient.

[0186] In step S44, the delay period of the heading angle is determined according to the basic delay amount, the forgetting adjustment value, and the delay adjustment value. Specifically, the basic delay amount, the forgetting adjustment value, and the delay adjustment value are added together to obtain the delay period of the heading angle.

[0187] By obtaining the delay period of the heading angle and correcting the heading angle according to the delay period of the heading angle, the accuracy of vehicle self-positioning can be improved.

[0188] Based on the above vehicle heading angle correction method, this embodiment also provides a vehicle heading angle correction system, which is used to execute the vehicle heading angle correction method described in the above embodiment. Figure 6 、 Figure 7 and Figure 8 The vehicle heading angle correction system provided in this embodiment includes a yaw rate compensation module 1 and a heading angle delay compensation module 2.

[0189] The yaw rate compensation module 1 includes a yaw rate first correction module 11 , a yaw rate estimation module 12 , and a yaw rate second correction module 13 .

[0190] Among them, the yaw angular velocity first correction module 11 obtains the current body state information of the vehicle, determines the current driving state information of the vehicle based on the current body state information, and corrects the current body state information based on the current driving state information, a preset body state adjustment coefficient, and a preset sensor adjustment parameter to obtain the corrected first body state information.

[0191] The yaw rate estimation module 12 estimates the current vehicle state information according to the current vehicle state information, a preset vehicle state adjustment coefficient, and a preset driving state parameter to obtain an estimated value of the current vehicle state information.

[0192] The yaw rate second correction module 13 performs a confidence processing on the corrected first vehicle body state information and the estimated value of the current vehicle body state information according to a preset confidence adjustment coefficient and a preset confidence parameter to obtain the second vehicle body state information.

[0193] The heading angle delay compensation module 2 is communicatively connected to the yaw rate compensation module 1, and performs delay compensation processing on the second vehicle body state information according to a preset delay adjustment coefficient and a preset delay parameter to obtain a delay period of the heading angle, and corrects the heading angle according to the delay period of the heading angle.

[0194] In this embodiment, the yaw rate compensation module 1 and the heading angle delay compensation module 2 are both integrated chips with hardware entities. The specific operations performed by the yaw rate compensation module 1 and the heading angle delay compensation module 2 can be implemented by recording corresponding programs into the integrated chips.

[0195] It should be noted that the specific operations performed by the yaw rate compensation module 1 and the heading angle delay compensation module 2 are the same as the aforementioned method for correcting the heading angle of the vehicle, and will not be repeated here.

[0196] Although the present invention has been illustrated and described with reference to certain preferred embodiments thereof, it should be understood by those skilled in the art that the above description is provided as a further detailed description of the present invention in conjunction with specific embodiments thereof, and that the specific implementation of the present invention is not limited to these descriptions. Those skilled in the art may make various changes in form and details, including simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A method for correcting a heading angle of a vehicle, characterized in that: The following steps are involved: S1: Acquire current vehicle body state information of the vehicle, determine current driving state information of the vehicle based on the current vehicle body state information, and correct the current vehicle body state information based on the current driving state information, a preset vehicle body state adjustment coefficient, and a preset sensor adjustment parameter to obtain corrected first vehicle body state information; wherein, The current vehicle state information includes the current yaw rate, current vehicle speed, current longitudinal acceleration, and current gear of the vehicle; the current driving state information includes the calculated lateral acceleration value and the driving direction; the vehicle state adjustment coefficient includes the yaw rate adjustment coefficient and the vehicle posture adjustment coefficient; the vehicle posture adjustment coefficient includes the lateral adjustment coefficient and the longitudinal adjustment coefficient; the sensor adjustment parameter includes the sensor fixed drift error; the corrected first vehicle state information includes the corrected first corrected yaw rate; and, S11: determining the calculated lateral acceleration value according to the current yaw rate and the current vehicle speed, and determining the driving direction according to the current gear position; S12: determining a yaw adjustment angular velocity according to the yaw angular velocity adjustment coefficient and the current yaw angular velocity, determining a lateral adjustment acceleration according to the calculated lateral acceleration, the lateral adjustment coefficient, and the driving direction, and determining a longitudinal adjustment acceleration according to the current longitudinal acceleration and the longitudinal adjustment coefficient; S13: determining a lateral correction acceleration according to the lateral adjustment acceleration and the driving direction, and determining a longitudinal correction acceleration according to the current yaw rate and the longitudinal adjustment acceleration; S14: determining the first corrected yaw angular velocity according to the sensor fixed drift error, the yaw adjustment angular velocity, the lateral correction acceleration, and the longitudinal correction acceleration; S2: estimating the current vehicle state information according to the current vehicle state information, the preset vehicle state adjustment coefficient, and the preset driving state parameter to obtain an estimated value of the current vehicle state information; S3: performing a confidence-taking process on the corrected first vehicle body state information and the estimated value of the current vehicle body state information according to a preset confidence-taking adjustment coefficient and a preset confidence-taking parameter to obtain second vehicle body state information; S4: performing delay compensation processing on the second vehicle body state information according to a preset delay adjustment coefficient and a preset delay parameter to obtain a delay period of the heading angle, and correcting the heading angle according to the delay period of the heading angle.

2. The method for correcting the heading angle of a vehicle according to claim 1, wherein: The current driving state information also includes the vehicle body posture direction; the vehicle body posture adjustment coefficient also includes a first lateral longitudinal adjustment coefficient, a second lateral longitudinal adjustment coefficient, a third lateral longitudinal adjustment coefficient and a fourth lateral longitudinal adjustment coefficient; The step S12 further includes: The vehicle body posture direction is determined according to the calculated lateral acceleration value and the current longitudinal acceleration, and the current pitch and roll state of the vehicle is determined according to the vehicle body posture direction; The pitch and roll states include a first state, a second state, a third state and a fourth state; and The step S13 further includes: determining a pitch-roll adjustment value based on the calculated lateral acceleration value, the current longitudinal acceleration, the first state, and the first lateral-longitudinal adjustment coefficient, or the calculated lateral acceleration value, the current longitudinal acceleration, the second state, and the second lateral-longitudinal adjustment coefficient, or the calculated lateral acceleration value, the current longitudinal acceleration, the third state, and the third lateral-longitudinal adjustment coefficient, or the calculated lateral acceleration value, the current longitudinal acceleration, the fourth state, and the fourth lateral-longitudinal adjustment coefficient, and determining a pitch-roll correction value based on the pitch-roll adjustment value and the driving direction; The step S14 further includes: The first corrected yaw rate is determined according to the pitch roll correction value, the sensor fixed drift error, the yaw adjustment angular velocity, the lateral correction acceleration, and the longitudinal correction acceleration.

3. The method for correcting the heading angle of a vehicle according to claim 1, wherein: The current vehicle body state information also includes the current steering wheel angle, the current lateral acceleration, and the vehicle wheelbase; The vehicle body state adjustment coefficient also includes a coefficient of the steering transmission ratio changing with the steering wheel angle, an understeering adjustment coefficient, and a gain coefficient; The driving state parameters include a fixed error of a steering wheel angle signal, an angular transmission ratio of a zero-position steering system, and an understeering fitting parameter; The estimated value of the current vehicle body state information includes an estimated value of yaw rate; and The step S2 comprises the following steps: S21: determining an estimated steering wheel angle value based on the fixed error of the steering wheel angle signal, the current steering wheel angle, the zero-position steering system angular transmission ratio, and a coefficient of the steering transmission ratio varying with the steering wheel angle, and determining an estimated steering vehicle speed value based on the estimated steering wheel angle value, the current vehicle speed, and the vehicle wheelbase; S22: determining a driving direction according to the current lateral acceleration; S23: determining a lateral acceleration estimation value according to the current lateral acceleration, the understeer adjustment coefficient, and the understeer fitting parameter; S24: determining a vehicle acceleration estimate value based on the lateral acceleration estimate value, the current vehicle speed, and the gain coefficient; S25: Determine the yaw rate estimate value according to the steering speed estimate value and the vehicle acceleration estimate value.

4. The method for correcting the heading angle of a vehicle according to claim 3, wherein: The understeering adjustment coefficient includes a forward direction adjustment coefficient and a backward direction adjustment coefficient; The understeering fitting parameters include forward direction parameters and backward direction parameters; The step S23 further includes: An estimated acceleration value is determined according to the driving direction, the current lateral acceleration, the forward direction adjustment coefficient, and the forward direction parameter, or the driving direction, the current lateral acceleration, the backward direction adjustment coefficient, and the backward direction parameter.

5. The method for correcting the heading angle of a vehicle according to claim 4, wherein: The yaw rate estimate is determined according to the following formula: Wherein, YawRate is the estimated value of the yaw rate, v is the current vehicle speed, δ sw is the current steering wheel angle, i is the steering system transmission ratio, L is the vehicle wheelbase, 1 is the gain coefficient, and K is the understeering adjustment coefficient.

6. The method for correcting the heading angle of a vehicle according to claim 3, wherein: The second vehicle body state information includes a corrected second corrected yaw rate; and The step S3 comprises the following steps: S31: Obtaining a difference between the estimated yaw rate and the first corrected yaw rate; S32: Obtaining an absolute value of a difference between the estimated yaw rate and the first corrected yaw rate, and determining a first correction value according to the absolute value of the difference, the confidence adjustment coefficient, and the confidence parameter; S33: Determine the second corrected yaw rate according to the first correction value and the first corrected yaw rate.

7. The method for correcting the heading angle of a vehicle according to claim 6, wherein: The delay adjustment coefficient includes a delay amount adjustment coefficient and a forgetting ratio adjustment coefficient; The delay parameters include a basic delay amount; and The step S4 comprises: S41: determining an absolute value of the second corrected yaw rate and a reciprocal of the second corrected yaw rate according to the second corrected yaw rate; S42: determining a forgetting adjustment value according to the absolute value of the second corrected yaw rate determined by the second corrected yaw rate and the forgetting ratio adjustment coefficient; S43: determining a delay adjustment value according to the absolute value of the second corrected yaw angular velocity determined by the second corrected yaw angular velocity and the delay adjustment coefficient; S44: Determine the delay period of the heading angle according to the basic delay amount, the forgetting adjustment value, and the delay adjustment value.

8. The method for correcting the heading angle of a vehicle according to claim 7, wherein: The forgetting ratio adjustment coefficient is calculated according to the following formula: in, is the delay adjustment coefficient corresponding to the yaw rate change in the current cycle, K_headingrate_delay is the forgetting ratio adjustment coefficient, YawRate is the delay adjustment coefficient corresponding to the yaw rate change in the previous cycle, k YawRate is the yaw rate of the current cycle. k-1 is the yaw angular velocity of the previous cycle.

9. A vehicle heading angle correction system, characterized in that: A method for correcting a vehicle heading angle according to any one of claims 1 to 8, wherein the vehicle heading angle correction system comprises: The yaw rate compensation module includes a yaw rate first correction module, a yaw rate estimation module, and a yaw rate second correction module; The yaw rate first correction module obtains current body state information of the vehicle, determines current driving state information of the vehicle based on the current body state information, and corrects the current body state information based on the current driving state information, a preset body state adjustment coefficient, and a preset sensor adjustment parameter to obtain corrected first body state information; The yaw rate estimation module estimates the current vehicle state information according to the current vehicle state information, the preset vehicle state adjustment coefficient, and a preset driving state parameter to obtain an estimated value of the current vehicle state information; The yaw rate second correction module performs a confidence processing on the corrected first vehicle state information and the estimated value of the current vehicle state information according to a preset confidence adjustment coefficient and a preset confidence parameter to obtain second vehicle state information; A heading angle delay compensation module is communicatively connected to the yaw rate compensation module, and performs delay compensation processing on the second vehicle body state information according to a preset delay adjustment coefficient and a preset delay parameter to obtain a delay period of the heading angle, and corrects the heading angle according to the delay period of the heading angle.

Images