A radar target tracking velocity correction method and apparatus

Abstract

The application provides a radar target tracking speed correction method and device, and relates to the technical field of radars, and the method comprises the following steps: acquiring a first vehicle yaw rate of a vehicle in a previous period of a current period and a second vehicle yaw rate of the vehicle in the current period; determining a vehicle state of the vehicle in the current period according to the first vehicle yaw rate and the second vehicle yaw rate; and in the case that the vehicle state is a turning-related state, determining a speed compensation amount of a target vehicle in the current period according to the first vehicle yaw rate, the second vehicle yaw rate and a target position of the target vehicle in the current period. The application can determine the speed compensation amount caused by the turning of the vehicle based on the vehicle yaw rates in two adjacent periods, and the accuracy of speed estimation is improved.

Description

Technical Field

[0001] This application relates to the field of radar technology, and in particular to a radar target tracking speed correction method and apparatus. Background Technology

[0002] Millimeter-wave radar, due to its superior speed measurement capabilities and excellent penetration through rain and fog, has become an important sensor in driver assistance and autonomous driving solutions. The stable tracking of targets and the accurate estimation of target speed by radar sensors are crucial indicators of sensor performance.

[0003] Currently, when a vehicle turns, the attitude of the millimeter-wave radar mounted on the vehicle changes. The change in target information caused by the attitude change is an external change that is not considered by the radar filtering system. Therefore, when the millimeter-wave radar filters and tracks the target, it is prone to divergence, resulting in the loss of the target track and inaccurate speed estimation. Summary of the Invention

[0004] In view of this, this application provides a radar target tracking velocity correction method and apparatus to solve the problem of inaccurate velocity estimation in the prior art. The technical solution is as follows:

[0005] A radar target tracking velocity correction method includes:

[0006] Get the first vehicle yaw rate of the vehicle in the previous cycle of the current cycle and the second vehicle yaw rate of the vehicle in the current cycle.

[0007] The vehicle status of the self-vehicle in the current cycle is determined based on the yaw rate of the first vehicle and the yaw rate of the second vehicle.

[0008] When the vehicle is in a turning-related state, the speed compensation amount of the target vehicle in the current cycle is determined based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle. The target vehicle is the tracking target of the self-vehicle vehicle. The speed compensation amount represents the deviation between the actual speed of the target vehicle in the current cycle and the speed estimate of the target vehicle estimated by the self-vehicle vehicle in the current cycle. The speed compensation amount is used to correct the speed estimate.

[0009] Optionally, the vehicle state in the current cycle is determined based on the yaw rate of the first vehicle and the yaw rate of the second vehicle, including:

[0010] The state of the yaw rate of the first vehicle is determined based on the yaw rate of the first vehicle and the preset first angular velocity threshold.

[0011] The state of the second vehicle's yaw rate is determined based on the second vehicle's yaw rate and a preset second yaw rate threshold.

[0012] Based on the yaw rate of the first vehicle and the yaw rate of the second vehicle, the vehicle state of the self-vehicle in the current cycle is determined.

[0013] Optionally, the state of the yaw rate of the first vehicle is determined based on the yaw rate of the first vehicle and a preset first angular velocity threshold, including:

[0014] If the yaw rate of the first vehicle is less than the first angular velocity threshold, the yaw rate of the first vehicle is determined to be the straight-line angular velocity.

[0015] If the yaw rate of the first vehicle is greater than or equal to the first angular velocity threshold, the yaw rate of the first vehicle is determined as the turning angular velocity.

[0016] Based on the yaw rate of the second vehicle and a preset second angular velocity threshold, the state of the yaw rate of the second vehicle is determined, including:

[0017] If the yaw rate of the second vehicle is less than the second angular velocity threshold, the yaw rate of the second vehicle is determined to be the straight-line angular velocity.

[0018] If the yaw rate of the second vehicle is greater than or equal to the second angular velocity threshold, the yaw rate of the second vehicle is determined as the turning angular velocity.

[0019] Optionally, based on the yaw rate states of the first vehicle and the second vehicle, the vehicle state in the current cycle is determined, including:

[0020] If both the yaw rate of the first vehicle and the yaw rate of the second vehicle are straight-moving angular velocities, it is determined that the vehicle is in a straight-moving state in the current cycle.

[0021] If the yaw rate of the first vehicle is the straight-line yaw rate and the yaw rate of the second vehicle is the turning yaw rate, then the vehicle is determined to be in a turning state in the current cycle.

[0022] If both the yaw rate of the first vehicle and the yaw rate of the second vehicle are turning angular velocities, it is determined that the vehicle is in a turning state in the current cycle.

[0023] If the yaw rate of the first vehicle is the turning angular rate and the yaw rate of the second vehicle is the straight-line angular rate, it is determined that the vehicle is in the vehicle exiting a turn state in the current cycle.

[0024] Optionally, turning-related states include vehicle entering a turn, vehicle turning, and vehicle exiting a turn.

[0025] Optionally, the target location includes both longitudinal and transverse positions;

[0026] Based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle, determine the speed compensation amount of the target vehicle in the current cycle, including:

[0027] Based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the longitudinal position, determine the lateral velocity compensation amount of the target vehicle in the current cycle.

[0028] Based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the lateral position, determine the longitudinal velocity compensation amount of the target vehicle in the current cycle.

[0029] Optionally, based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the longitudinal position, the lateral velocity compensation of the target vehicle in the current cycle is determined, including:

[0030] Calculate the difference between the yaw rate of the second vehicle and the yaw rate of the first vehicle;

[0031] Calculate the first product of the difference and the vertical position;

[0032] When the vehicle is in a turning state or a turning state, the negative of the first product is determined as the lateral speed compensation amount of the target vehicle in the current cycle.

[0033] When the vehicle is in a turning state, the negative of the first product is determined as the lateral speed compensation of the target vehicle in the current cycle.

[0034] Optionally, based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the lateral position, the longitudinal velocity compensation of the target vehicle in the current cycle is determined, including:

[0035] Calculate the difference between the yaw rate of the second vehicle and the yaw rate of the first vehicle;

[0036] Calculate the second product of the difference and the lateral position;

[0037] When the vehicle is in a turning state or a turning state, the second product is determined as the longitudinal speed compensation amount of the target vehicle in the current cycle.

[0038] When the vehicle is in a turning state, the second product is determined as the longitudinal speed compensation amount of the target vehicle in the current cycle.

[0039] Optional, also includes:

[0040] The vehicle yaw rate of each cycle is stored.

[0041] A radar target tracking speed correction device, comprising:

[0042] The data acquisition unit is used to acquire the first vehicle yaw rate of the vehicle in the previous cycle of the current cycle and the second vehicle yaw rate of the vehicle in the current cycle.

[0043] The vehicle state determination unit is used to determine the vehicle state of the vehicle in the current cycle based on the first vehicle yaw rate and the second vehicle yaw rate.

[0044] The speed compensation determination unit is used to determine the speed compensation amount of the target vehicle in the current cycle when the vehicle is in a turning-related state, based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle. The target vehicle is the tracking target of the self-vehicle vehicle, and the speed compensation amount represents the deviation between the actual speed of the target vehicle in the current cycle and the speed estimate of the target vehicle estimated by the self-vehicle vehicle in the current cycle. The speed compensation amount is used to correct the speed estimate.

[0045] As can be seen from the above technical solution, the radar target tracking speed correction method provided in this application takes into account the deviation in speed estimation of the target vehicle when the vehicle is turning. To compensate for this deviation, this application first obtains the first vehicle yaw rate of the vehicle in the previous cycle and the second vehicle yaw rate of the current cycle. Then, based on the first and second vehicle yaw rates, the vehicle state of the vehicle in the current cycle is determined. When the vehicle state is a turning-related state, the speed compensation amount of the target vehicle in the current cycle is determined based on the first and second vehicle yaw rates and the target position of the target vehicle in the current cycle. This application can determine the deviation caused by the vehicle turning, i.e., the speed compensation amount, based on the vehicle yaw rates of two adjacent cycles, so as to compensate for the speed estimate in the current cycle, thereby improving the accuracy of speed estimation and thus improving the stability of target tracking. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0047] Figure 1 A schematic flowchart illustrating a radar target tracking velocity correction method provided in an embodiment of this application;

[0048] Figure 2A schematic diagram of the relative velocity compensation model provided in the embodiments of this application;

[0049] Figure 3 This is a schematic diagram of the structure of a radar target tracking speed correction device provided in an embodiment of this application;

[0050] Figure 4 This is a hardware structure block diagram of a radar target tracking speed correction device provided in an embodiment of this application. Detailed Implementation

[0051] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0052] This application provides a radar target tracking speed correction method, which will be described in detail below through the following embodiments.

[0053] Please see Figure 1 The diagram illustrates a flowchart of a radar target tracking velocity correction method provided in an embodiment of this application. This radar target tracking velocity correction method may include:

[0054] Step S101: Obtain the first vehicle yaw rate of the self-vehicle in the previous cycle and the second vehicle yaw rate of the self-vehicle in the current cycle.

[0055] Considering that the attitude of the millimeter-wave radar mounted on the vehicle changes when the vehicle turns, the resulting change in target information is an external change that is not considered by the radar filtering system. This leads to a deviation in the vehicle's speed estimation of the target vehicle, meaning that the vehicle's speed estimate deviates from the target vehicle's actual speed. To compensate for this deviation, this application first obtains the vehicle's first yaw rate in the previous cycle and the vehicle's second yaw rate in the current cycle.

[0056] Optionally, the first vehicle yaw rate and the second vehicle yaw rate can be measured by a vehicle yaw rate sensor or provided by the vehicle body.

[0057] Step S102: Determine the vehicle state of the self-vehicle in the current cycle based on the yaw rate of the first vehicle and the yaw rate of the second vehicle.

[0058] Here, vehicle status includes turning-related status and vehicle straight-going status. Optionally, turning-related status includes vehicle entering a turn, vehicle exiting a turn, and vehicle turning status. Vehicle entering a turn refers to the state when the vehicle switches from straight-going to turning, vehicle exiting a turn refers to the state when the vehicle switches from turning to straight-going, and vehicle turning status refers to the state between vehicle entering a turn and vehicle exiting a turn.

[0059] Step S103: When the vehicle is in a turning-related state, determine the speed compensation amount of the target vehicle in the current cycle based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle. The speed compensation amount is used to correct the speed estimate.

[0060] The target vehicle mentioned above is the tracking target of the autonomous vehicle. The speed compensation amount represents the deviation between the actual speed of the target vehicle in the current cycle and the speed estimate of the target vehicle by the autonomous vehicle in the current cycle.

[0061] Here, the target vehicle's target position in the current cycle is also the tracking target slant distance. This application embodiment can combine the current cycle vehicle state, target position, first vehicle yaw rate, and second vehicle yaw rate to calculate the speed compensation amount caused by the target vehicle turning.

[0062] The aforementioned speed compensation amount is used to compensate for the speed estimate of the target vehicle in the current cycle. That is, this embodiment can correct the speed estimate based on the speed compensation amount to obtain the speed correction amount (i.e., the true speed) of the target vehicle in the current cycle. Optionally, the speed compensation amount can be added to the speed estimate, and the sum can be used as the speed correction amount.

[0063] The radar target tracking speed correction method provided in this application takes into account the potential deviation in speed estimation of the target vehicle when the vehicle is turning. To compensate for this deviation, this application first obtains the first vehicle yaw rate of the vehicle in the previous cycle and the second vehicle yaw rate of the current cycle. Then, based on the first and second vehicle yaw rates, the vehicle state of the vehicle in the current cycle is determined. If the vehicle state is a turning-related state, the speed compensation amount of the target vehicle in the current cycle is determined based on the first and second vehicle yaw rates and the target position of the target vehicle in the current cycle. This application can determine the deviation caused by the vehicle turning, i.e., the speed compensation amount, based on the vehicle yaw rates of two adjacent cycles, so as to compensate for the speed estimate in the current cycle, thereby improving the accuracy of speed estimation and thus improving the stability of target tracking.

[0064] An embodiment of this application describes the process of "step S102, determining the vehicle state of the vehicle in the current cycle based on the first vehicle yaw rate and the second vehicle yaw rate".

[0065] Specifically, the process of "step S102, determining the vehicle state of the vehicle in the current cycle based on the yaw rate of the first vehicle and the yaw rate of the second vehicle" may include:

[0066] A11. Determine the state of the yaw rate of the first vehicle based on the yaw rate of the first vehicle and the preset first angular velocity threshold.

[0067] During a vehicle's turn, its yaw rate typically changes. Therefore, this step can pre-set a first angular velocity threshold. Based on the relationship between the first angular velocity threshold and the first vehicle yaw rate, the state of the first vehicle yaw rate is determined. Here, the state of the first vehicle yaw rate includes both straight-ahead and turning states. When the first vehicle yaw rate is in a straight-ahead state, it is determined as the straight-ahead angular velocity; when the first vehicle yaw rate is in a turning state, it is determined as the turning angular velocity.

[0068] Optionally, the process of "determining the state of the first vehicle's yaw rate based on the first vehicle's yaw rate and a preset first angular velocity threshold" may include: determining the first vehicle's yaw rate as a straight-line angular velocity when the first vehicle's yaw rate is less than the first angular velocity threshold; and determining the first vehicle's yaw rate as a turning angular velocity when the first vehicle's yaw rate is greater than or equal to the first angular velocity threshold.

[0069] Specifically, the yaw rate of the first vehicle is used as... This means that the first angular velocity threshold is used... Indicate, then when At that time, Determined as the straight-line angular velocity, when At that time, It was determined to be the turning angular velocity.

[0070] A12. Determine the state of the second vehicle's yaw rate based on the second vehicle's yaw rate and the preset second yaw rate threshold.

[0071] Here, the second angular velocity threshold and the aforementioned first angular velocity threshold can be the same or different. In the embodiments of this application, the specific values ​​of the second angular velocity threshold and the first angular velocity threshold are related to the actual application scenario and are not specifically limited here.

[0072] Corresponding to the aforementioned steps, the process of "determining the state of the second vehicle's yaw rate based on the second vehicle's yaw rate and a preset second angular velocity threshold" may include: determining the second vehicle's yaw rate as a straight-line angular velocity when the second vehicle's yaw rate is less than the second angular velocity threshold; and determining the second vehicle's yaw rate as a turning angular velocity when the second vehicle's yaw rate is greater than or equal to the second angular velocity threshold.

[0073] Specifically, the yaw rate of the first vehicle is used as... This indicates that the second angular velocity threshold is also used. Indicate, then when At that time, Determined as the straight-line angular velocity, when At that time, It was determined to be the turning angular velocity.

[0074] A13. Determine the vehicle state of the self-vehicle in the current cycle based on the yaw rate of the first vehicle and the yaw rate of the second vehicle.

[0075] Except for the first cycle, each processing cycle of the radar carries... and Optionally, based on these two vehicle yaw rate information, the vehicle's state in the current cycle can be divided into the following four states:

[0076] In the first state, if the yaw rate of the first vehicle and the yaw rate of the second vehicle are both straight-line angular velocities, it is determined that the vehicle is in a straight-line state in the current cycle.

[0077] Specifically, in It is the angular velocity for straight-line travel, and When the angular velocity is straight, it is assumed that the vehicle is traveling straight, and at this time it is determined that the vehicle is in a straight-moving state in the current cycle.

[0078] In the second state, when the yaw rate of the first vehicle is the straight-line yaw rate and the yaw rate of the second vehicle is the turning yaw rate, it is determined that the vehicle is in the turning state in the current cycle.

[0079] Specifically, in It is the angular velocity for straight-line travel, and When the turning angular velocity is given, it is assumed that the vehicle is switching from straight-line driving to turning, and at this time, it is determined that the vehicle is in the turning state in the current cycle.

[0080] The third state is when the yaw rate of the first vehicle and the yaw rate of the second vehicle are both turning angular velocities, thus determining that the vehicle is in a turning state in the current cycle.

[0081] Specifically, in Let be the turning angular velocity, and When the turning angular velocity is , it is assumed that the vehicle has fully switched to the turning state, and at this time, it is determined that the vehicle is in the turning state in the current cycle.

[0082] In the fourth state, when the yaw rate of the first vehicle is the turning angular rate and the yaw rate of the second vehicle is the straight-line angular rate, it is determined that the vehicle is in the vehicle exiting the turn state in the current cycle.

[0083] Specifically, in Let be the turning angular velocity, and When the straight-line angular velocity is used, it is assumed that the vehicle is switching from turning to straight-line travel. At this time, it is determined that the vehicle is in the state of exiting a turn in the current cycle.

[0084] The embodiments of this application can determine whether a vehicle is in a turning-related state based on the vehicle yaw rate of two adjacent cycles. The determination method is simple and practical.

[0085] As described in the background section, when a vehicle is traveling straight, the estimated speed of the target vehicle is relatively accurate, and there is no need to correct for turning speed; the speed compensation is zero. However, when the vehicle is in a turning-related state, the radar does not consider the change in radar attitude caused by the vehicle turning when estimating the speed. The change in radar attitude will cause changes in the detected target information, resulting in inaccurate speed estimation.

[0086] Therefore, in this embodiment of the application, when the vehicle is in a turning-related state, the speed compensation amount can be calculated according to the aforementioned step S103 to compensate for the speed loss caused by the vehicle turning.

[0087] In one optional embodiment, the target position includes both longitudinal and lateral positions. When the vehicle is in a turning-related state, turning speed correction is required. Due to the short radar cycle, assuming that the relative position of the target vehicle and the radar remains unchanged between two adjacent cycles, the relative speed change of the tracked target (i.e., the target vehicle) caused by the change in the vehicle's yaw rate can be modeled as follows: Figure 2 As shown.

[0088] Figure 2 In this context, R represents the slant distance of the tracking target, which corresponds to the target position (X,Y); v represents the speed compensation amount of the target vehicle in the current cycle determined in step S103, which can be decomposed into the lateral speed compensation amount vx and the longitudinal speed compensation amount vy in the vehicle coordinate system.

[0089] Optionally, in this embodiment, the calculation result of the speed compensation amount is as follows: The results of decomposing the lateral velocity compensation amount vx and the longitudinal velocity compensation amount vy are shown in the following formulas (1) and (2).

[0090] Formula (1)

[0091] Formula (2)

[0092] In the formula, Y represents the vertical position and X represents the horizontal position.

[0093] Combining the above formulas (1) and (2), the process of step S103 may include: determining the lateral speed compensation amount of the target vehicle in the current cycle based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the longitudinal position, and determining the longitudinal speed compensation amount of the target vehicle in the current cycle based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the lateral position.

[0094] Optionally, the process of "determining the lateral velocity compensation of the target vehicle in the current cycle based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the longitudinal position" may include: calculating the difference between the yaw rate of the second vehicle and the yaw rate of the first vehicle, and calculating a first product of the difference and the longitudinal position; when the vehicle is in a turning state or a turning state, determining the negative of the first product as the lateral velocity compensation of the target vehicle in the current cycle; when the vehicle is in a turning state, determining the negative of the first product as the lateral velocity compensation of the target vehicle in the current cycle.

[0095] The process of “determining the longitudinal speed compensation of the target vehicle in the current cycle based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the lateral position” may include: calculating the difference between the yaw rate of the second vehicle and the yaw rate of the first vehicle, and calculating a second product of the difference and the lateral position. If the vehicle is in a turning state or a turning state, the second product is determined as the longitudinal speed compensation of the target vehicle in the current cycle. If the vehicle is in a turning state, the second product is determined as the longitudinal speed compensation of the target vehicle in the current cycle.

[0096] Specifically, when the vehicle is in a turning state or a turning state, the turning speed needs to be corrected. At this time, the lateral speed compensation amount is calculated according to the aforementioned formula (1), and the longitudinal speed compensation amount is calculated according to formula (2).

[0097] When a vehicle switches from turning to exiting a turn, due to factors such as vibration during vehicle movement and errors in sensor estimation of yaw rate, the yaw rate received by the radar is not absolutely zero even when the vehicle is traveling straight. To avoid misjudging a straight-line vehicle as a turn, a relatively large yaw rate threshold (also known as a turning judgment threshold) is usually set when judging the vehicle's yaw rate. Therefore, when the vehicle's state changes from straight-ahead to turning, the speed compensation amount will be larger than that in the continuous state (i.e., turning state), resulting in an "overcompensation" phenomenon. Therefore, it is necessary to correct the above-mentioned "overcompensation".

[0098] In another optional embodiment, this application may also store the acquired vehicle yaw rate for each cycle, so as to perform speed correction based on the stored vehicle yaw rate for each cycle when needed. For example, this application may store the vehicle yaw rate for the current cycle into a variable after the radar completes the tracking algorithm processing (i.e., the processing flow provided by this application above). This is used for speed correction in the next cycle.

[0099] This application provides a radar target tracking speed correction method for autonomous vehicle turning scenarios. Based on the vehicle's yaw rate information, the speed compensation caused by the vehicle's turn is calculated frame by frame and added to the tracked target speed (i.e., speed estimate). The corrected speed is more accurate than the original speed estimate (freely estimated by the filter), which is beneficial for stable target tracking. This method is simple to implement and has strong engineering practical value.

[0100] This application also provides a radar target tracking speed correction device. The radar target tracking speed correction device provided in this application is described below. The radar target tracking speed correction device described below can be referred to in correspondence with the radar target tracking speed correction method described above.

[0101] Please see Figure 3 The diagram shows a schematic representation of the radar target tracking speed correction device provided in an embodiment of this application. Figure 3 As shown, the radar target tracking speed correction device may include: a data acquisition unit 301, a vehicle state determination unit 302, and a speed compensation amount determination unit 303.

[0102] The data acquisition unit 301 is used to acquire the first vehicle yaw rate of the vehicle in the previous cycle and the second vehicle yaw rate of the vehicle in the current cycle and the speed estimate of the current cycle.

[0103] The vehicle state determination unit 302 is used to determine the vehicle state of the vehicle in the current cycle based on the first vehicle yaw rate and the second vehicle yaw rate.

[0104] The speed compensation determination unit 303 is used to determine the speed compensation amount of the target vehicle in the current cycle when the vehicle state is in a turning-related state, based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle. The target vehicle is the tracking target of the self-vehicle vehicle, and the speed compensation amount represents the deviation between the actual speed of the target vehicle in the current cycle and the speed estimate of the target vehicle estimated by the self-vehicle vehicle in the current cycle. The speed compensation amount is used to correct the speed estimate.

[0105] The working principle of the radar target tracking speed correction device provided in this application is the same as that of the aforementioned radar target tracking speed correction method. For details, please refer to the description in the aforementioned method, which will not be repeated here.

[0106] This application also provides a radar target tracking speed correction device. Optionally, Figure 4 The hardware structure block diagram of the radar target tracking speed correction device is shown. (Refer to...) Figure 4 The hardware structure of the radar target tracking speed correction device may include: at least one processor 401, at least one communication interface 402, at least one memory 403 and at least one communication bus 404.

[0107] In this embodiment of the application, the number of processor 401, communication interface 402, memory 403 and communication bus 404 is at least one, and processor 401, communication interface 402 and memory 403 communicate with each other through communication bus 404.

[0108] The processor 401 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention.

[0109] The memory 403 may include high-speed RAM, or it may also include non-volatile memory, such as at least one disk storage device;

[0110] The memory 403 stores a program, and the processor 401 can call the program stored in the memory 403. The program is used for:

[0111] Get the first vehicle yaw rate of the vehicle in the previous cycle of the current cycle and the second vehicle yaw rate of the vehicle in the current cycle.

[0112] The vehicle status of the self-vehicle in the current cycle is determined based on the yaw rate of the first vehicle and the yaw rate of the second vehicle.

[0113] When the vehicle is in a turning-related state, the speed compensation amount of the target vehicle in the current cycle is determined based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle. The target vehicle is the tracking target of the self-vehicle vehicle. The speed compensation amount represents the deviation between the actual speed of the target vehicle in the current cycle and the speed estimate of the target vehicle estimated by the self-vehicle vehicle in the current cycle. The speed compensation amount is used to correct the speed estimate.

[0114] Optionally, the refined and extended functions of the program can be found in the description above.

[0115] This application also provides a readable storage medium storing a computer program thereon, which, when executed by a processor, implements the radar target tracking speed correction method described above.

[0116] Optionally, the refined and extended functions of the program can be found in the description above.

[0117] Finally, it should be noted that in this document, relational terms such as "second" and "etc." are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0118] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0119] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A radar target tracking velocity correction method, characterized in that, include: Get the first vehicle yaw rate of the vehicle in the previous cycle of the current cycle and the second vehicle yaw rate of the vehicle in the current cycle; The vehicle state in the current cycle is determined based on the yaw rate of the first vehicle and the yaw rate of the second vehicle; the vehicle state includes turning-related state and straight-going state, and the turning-related state includes turning in, turning and exiting a turn. When the vehicle is in a turning-related state, the speed compensation amount of the target vehicle in the current cycle is determined based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle. The target position includes a longitudinal position and a lateral position. The target vehicle is the tracking target of the voluntary vehicle. The speed compensation amount represents the deviation between the actual speed of the target vehicle in the current cycle and the speed estimate of the target vehicle estimated by the voluntary vehicle in the current cycle. The speed compensation amount is used to correct the speed estimate. The step of determining the speed compensation amount of the target vehicle in the current cycle based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle includes: Calculate the difference between the yaw rate of the second vehicle and the yaw rate of the first vehicle, and calculate the first product of the difference and the longitudinal position; when the vehicle state is either the vehicle entering a turn or the vehicle is turning, determine the negative of the first product as the lateral speed compensation amount of the target vehicle in the current cycle; when the vehicle state is either the vehicle exiting a turn, determine the negative of the first product as the lateral speed compensation amount of the target vehicle in the current cycle. Calculate the difference between the yaw rate of the second vehicle and the yaw rate of the first vehicle, and calculate the second product of the difference and the lateral position; when the vehicle state is either entering a turn or turning, determine the second product as the longitudinal speed compensation amount of the target vehicle in the current cycle; when the vehicle state is exiting a turn, determine the second product as the longitudinal speed compensation amount of the target vehicle in the current cycle.

2. The radar target tracking speed correction method according to claim 1, characterized in that, Determining the vehicle state in the current cycle based on the first vehicle yaw rate and the second vehicle yaw rate includes: The state of the first vehicle's yaw rate is determined based on the first vehicle's yaw rate and a preset first angular velocity threshold. The state of the yaw rate of the second vehicle is determined based on the yaw rate of the second vehicle and a preset second angular velocity threshold. The vehicle state in the current cycle is determined based on the yaw rate of the first vehicle and the yaw rate of the second vehicle.

3. The radar target tracking speed correction method according to claim 2, characterized in that, The step of determining the state of the yaw rate of the first vehicle based on the yaw rate of the first vehicle and a preset first angular velocity threshold includes: If the yaw rate of the first vehicle is less than the first angular velocity threshold, the yaw rate of the first vehicle is determined to be the straight-line angular velocity. If the yaw rate of the first vehicle is greater than or equal to the first angular velocity threshold, the yaw rate of the first vehicle is determined to be the turning angular velocity. The step of determining the state of the second vehicle's yaw rate based on the second vehicle's yaw rate and a preset second yaw rate threshold includes: If the yaw rate of the second vehicle is less than the second angular velocity threshold, the yaw rate of the second vehicle is determined to be the straight-line angular velocity. If the yaw rate of the second vehicle is greater than or equal to the second angular velocity threshold, the yaw rate of the second vehicle is determined to be the turning angular velocity.

4. The radar target tracking speed correction method according to claim 2 or 3, characterized in that, Determining the vehicle state in the current cycle based on the yaw rate states of the first vehicle and the second vehicle includes: When both the yaw rate of the first vehicle and the yaw rate of the second vehicle are straight-moving angular velocities, it is determined that the vehicle is in a straight-moving state in the current cycle. When the yaw rate of the first vehicle is the straight-line yaw rate and the yaw rate of the second vehicle is the turning yaw rate, it is determined that the vehicle is in a turning state in the current cycle. When both the first vehicle yaw rate and the second vehicle yaw rate are turning angular velocities, it is determined that the vehicle is in a turning state in the current cycle. When the yaw rate of the first vehicle is the turning angular rate and the yaw rate of the second vehicle is the straight-line angular rate, it is determined that the vehicle is in a vehicle exiting a turn state in the current cycle.

5. The radar target tracking speed correction method according to claim 1, characterized in that, Also includes: The vehicle yaw rate of each cycle is stored.

6. A radar target tracking speed correction device, characterized in that, include: The data acquisition unit is used to acquire the first vehicle yaw rate of the vehicle in the previous cycle of the current cycle and the second vehicle yaw rate of the vehicle in the current cycle. The vehicle state determination unit is used to determine the vehicle state of the self-driving vehicle in the current cycle based on the yaw rate of the first vehicle and the yaw rate of the second vehicle; the vehicle state includes turning-related state and straight-going state, and the turning-related state includes turning-in state, turning state and turning-out state. A speed compensation amount determination unit is used to determine the speed compensation amount of the target vehicle in the current cycle based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle when the vehicle state is a turning-related state. The target position includes a longitudinal position and a lateral position, the target vehicle is the tracking target of the voluntary vehicle, and the speed compensation amount represents the deviation between the actual speed of the target vehicle in the current cycle and the speed estimate of the target vehicle estimated by the voluntary vehicle in the current cycle. The speed compensation amount is used to correct the speed estimate. The speed compensation determination unit, in determining the speed compensation amount of the target vehicle in the current cycle based on the yaw rate of the first vehicle, the yaw rate of the second vehicle, and the target position of the target vehicle in the current cycle, is specifically used for: Calculate the difference between the yaw rate of the second vehicle and the yaw rate of the first vehicle, and calculate the first product of the difference and the longitudinal position; when the vehicle state is either the vehicle entering a turn or the vehicle is turning, determine the negative of the first product as the lateral speed compensation amount of the target vehicle in the current cycle; when the vehicle state is either the vehicle exiting a turn, determine the negative of the first product as the lateral speed compensation amount of the target vehicle in the current cycle. Calculate the difference between the yaw rate of the second vehicle and the yaw rate of the first vehicle, and calculate the second product of the difference and the lateral position; when the vehicle state is either entering a turn or turning, determine the second product as the longitudinal speed compensation amount of the target vehicle in the current cycle; when the vehicle state is exiting a turn, determine the second product as the longitudinal speed compensation amount of the target vehicle in the current cycle.

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