A slope determination method, device, vehicle and storage medium

Abstract

The present invention discloses a slope determination method, device, vehicle and storage medium. The slope determination method includes: determining a candidate slope value to be filtered; determining the angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period; determining a target complementary filter coefficient according to an initial complementary filter coefficient and the vehicle acceleration of the vehicle itself, wherein the initial complementary filter coefficient is determined according to an application scenario; performing complementary filtering according to the candidate slope value, the angle change, the target complementary filter coefficient and the previous slope value to determine the current slope value, wherein the previous slope value is the slope value determined once before the current slope value. The above technical scheme determines the current slope value by performing complementary filtering according to the candidate slope value, the angle change, the target complementary filter coefficient and the previous slope value, thereby improving the accuracy of slope determination.

Description

Technical Field

[0001] Embodiments of the present invention relate to the field of intelligent vehicle technology, and in particular, to a slope determination method, device, vehicle and storage medium. Background Art

[0002] During vehicle driving, road slope is an important parameter that affects vehicle safe driving and stable handling. Changes in road slope will affect vehicle starting, moving or parking conditions. Determining the road slope can provide a basis for vehicle control. Therefore, determining the road slope is very important for improving vehicle driving performance.

[0003] In the prior art, when a vehicle is traveling on a sloping road and the road slope is determined by an inertial measurement unit (IMU), the vehicle's forward direction is affected not only by its own gravity acceleration but also by the vehicle's own acceleration when the vehicle accelerates or decelerates. When the slope is determined by combining the vehicle's own acceleration with the acceleration measured by the IMU sensor, an obvious peak will appear, resulting in a low accuracy of the final determined slope. Therefore, how to improve the accuracy of slope determination is a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present invention provides a slope determination method, device, vehicle and storage medium, which can improve the accuracy of slope determination.

[0005] In a first aspect, an embodiment of the present invention provides a slope determination method, comprising:

[0006] Determining candidate slope values ​​to be filtered;

[0007] Determining an angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period;

[0008] Determining a target complementary filter coefficient according to an initial complementary filter coefficient and a vehicle acceleration of the vehicle itself, wherein the initial complementary filter coefficient is determined according to an application scenario;

[0009] Complementary filtering is performed according to the candidate slope value, the angle change, the target complementary filter coefficient and the previous slope value to determine the current slope value, where the previous slope value is the slope value determined once before the current slope value.

[0010] In a second aspect, an embodiment of the present invention provides a slope determination device, comprising:

[0011] A first determination module, used to determine a candidate slope value to be filtered;

[0012] A second determination module is used to determine the angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period;

[0013] A third determination module is used to determine a target complementary filter coefficient according to an initial complementary filter coefficient and a vehicle acceleration of the vehicle itself, wherein the initial complementary filter coefficient is determined according to an application scenario;

[0014] The fourth determination module is used to perform complementary filtering according to the candidate slope value, the angle change, the target complementary filtering coefficient and the previous slope value to determine the current slope value, where the previous slope value is the slope value determined once before the current slope value.

[0015] In a third aspect, an embodiment of the present invention provides a vehicle, including:

[0016] at least one processor; and

[0017] a memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can perform the method according to the first aspect.

[0019] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in the first aspect.

[0020] The technical solution of the embodiment of the present invention first determines the candidate slope value to be filtered; then determines the angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period; secondly determines the target complementary filter coefficient according to the initial complementary filter coefficient and the vehicle acceleration of the vehicle itself, and the initial complementary filter coefficient is determined according to the application scenario; finally, complementary filtering is performed according to the candidate slope value, the angle change, the target complementary filter coefficient and the previous slope value to determine the current slope value, and the previous slope value is the slope value determined once before the current slope value. The above technical solution determines the current slope value by performing complementary filtering according to the candidate slope value, the angle change, the target complementary filter coefficient and the previous slope value, thereby improving the accuracy of slope determination.

[0021] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 is a flow chart of a slope determination method provided according to Embodiment 1 of the present invention;

[0024] Figure 2 is a flow chart of a slope determination method provided according to Embodiment 2 of the present invention;

[0025] Figure 3 This is a flow chart of a real-time slope detection method based on an IMU sensor combined with a vehicle body CAN signal provided in accordance with Embodiment 3 of the present invention;

[0026] Figure 4 is a flow chart of implementing an adaptive complementary filtering algorithm provided according to Embodiment 3 of the present invention;

[0027] Figure 5 is a structural schematic diagram of a slope determination device provided according to a fourth embodiment of the present invention;

[0028] Figure 6 It is a schematic diagram of the structure of a vehicle for implementing the slope determination method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0029] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first", "second", etc. in the present invention are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0031] It is understandable that before using the technical solutions disclosed in the embodiments of the present invention, the types, scope of use, and usage scenarios of the personal information involved in this disclosure should be informed to the user and the user's authorization should be obtained in an appropriate manner in accordance with relevant laws and regulations.

[0032] Embodiment 1

[0033] Figure 1 1 is a flow chart of a slope determination method provided according to Embodiment 1 of the present invention. This embodiment is applicable to the case where the slope is determined. The method can be executed by a slope determination device, which can be implemented in the form of software and / or hardware and integrated in a vehicle. Figure 1 As shown, the method includes:

[0034] S110: Determine candidate slope values ​​to be filtered.

[0035] The candidate slope value may be a slope value to be subjected to complementary filtering. The method for determining the candidate slope value is not limited, such as determining the measured acceleration by an accelerometer included in an inertial measurement unit (IMU) sensor or by a separate accelerometer, and then compensating the measured acceleration determined by the accelerometer according to the actual vehicle acceleration of the vehicle body, so as to determine the candidate slope value according to the measured acceleration, the vehicle acceleration and the gravity acceleration. The measured acceleration may be an acceleration determined by an accelerometer, and the actual vehicle acceleration of the vehicle body may be an acceleration determined by a controller area network (CAN) signal.

[0036] When the road slope is determined by the IMU sensor, the vehicle's forward direction is affected not only by its own gravity acceleration but also by the vehicle's own acceleration when the vehicle accelerates or decelerates. When the slope is determined by combining the vehicle's own acceleration with the measured acceleration measured by the IMU sensor, the obtained candidate slope value will have an obvious peak. The slope determination method provided by the present invention can perform complementary filtering on the basis of the candidate slope values, so that the final current slope value is closer to the slope value in the actual application scenario, thereby improving the accuracy of slope determination.

[0037] S120: Determine an angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period.

[0038] The set time period may be a time period set for determining the measured angular velocity, and the length of the set time period may be determined according to actual application needs and is not specifically limited. The measured angular velocity may be the ratio of the angle change within the set time period to the length of the set time period.

[0039] Within a set time period, the measured angular velocity of the vehicle may be determined by a gyroscope included in the IMU sensor, or by a separate gyroscope. As long as the measured angular velocity of the vehicle within the set time period can be determined, there is no specific limitation.

[0040] There is no limitation on the method of determining the angle change corresponding to the measured angular velocity based on the measured angular velocity of the vehicle measured within the set time period, such as multiplying the measured angular velocity by the duration corresponding to the set time period to determine the angle change corresponding to the measured angular velocity.

[0041] In one embodiment, when determining the measured acceleration and measured angular velocity through the IMU sensor, the IMU sensor can be first calibrated with internal parameters based on the six-plane method, such as calibrating the zero bias, scale factor or non-orthogonal error of the IMU sensor, to determine the internal parameter matrix of the IMU sensor; then, the internal parameter correction is performed through least squares; then, the vehicle computer coordinate system is converted into the vehicle body coordinate system according to the vehicle body coordinate system and the installation position and posture of the vehicle computer; and then, high-pass filtering or low-pass filtering is performed, and the measured acceleration and measured angular velocity can be obtained after filtering.

[0042] S130. Determine a target complementary filter coefficient according to an initial complementary filter coefficient and the vehicle acceleration of the vehicle itself, wherein the initial complementary filter coefficient is determined according to an application scenario.

[0043] The initial complementary filter coefficient can be regarded as the initial value of the complementary filter coefficient when performing complementary filtering, and the target complementary filter coefficient can be regarded as the complementary filter coefficient finally used to perform complementary filtering. That is, the initial complementary filter coefficient can be a priori value of the complementary filter coefficient determined in advance according to the actual application scenario, and the target complementary filter coefficient can be a complementary filter coefficient obtained by adaptively adjusting the vehicle acceleration based on the initial complementary filter coefficient.

[0044] There is no limitation on the method of determining the target complementary filter coefficient based on the initial complementary filter coefficient and the vehicle's own vehicle acceleration. For example, when the vehicle's own vehicle acceleration is zero, the target complementary filter coefficient may be the same as the initial complementary filter coefficient. For another example, when the vehicle's own vehicle acceleration is not zero, the initial complementary filter coefficient may be continuously adjusted according to the change in the vehicle acceleration to obtain the target complementary filter coefficient. For example, different vehicle accelerations may correspond to different target complementary filter coefficients, and the present invention is not limited to this.

[0045] S140, performing complementary filtering according to the candidate slope value, the angle change, the target complementary filtering coefficient and the previous slope value to determine the current slope value, where the previous slope value is the slope value determined once before the current slope value.

[0046] Among them, the previous slope value is the slope value determined before the current slope value, that is, each time a slope value is determined, such as the previous slope value, the determined previous slope value can be saved locally in the vehicle, so that the pre-saved previous slope value can be obtained from the local vehicle when the slope value is determined next time.

[0047] Complementary filtering is performed based on the candidate slope value, angle change, target complementary filtering coefficient and previous slope value. The method for determining the current slope value is not limited. For example, the current slope value can be determined by the following formula:

[0048] slope k =alpha*acc slope +(1-alpha)*(slope k-1 +delta_gyro_slope)

[0049] Among them, slope k is the current slope value; alpha is the target complementary filter coefficient; acc slope is the candidate slope value; delta_gyro_slope is the angle change; slope k-1 is the previous slope value.

[0050] The technical solution of the embodiment of the present invention first determines the candidate slope value to be filtered; then determines the angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period; secondly determines the target complementary filter coefficient according to the initial complementary filter coefficient and the vehicle acceleration of the vehicle itself, and the initial complementary filter coefficient is determined according to the application scenario; finally, complementary filtering is performed according to the candidate slope value, the angle change, the target complementary filter coefficient and the previous slope value to determine the current slope value, and the previous slope value is the slope value determined once before the current slope value. The above technical solution determines the current slope value by performing complementary filtering according to the candidate slope value, the angle change, the target complementary filter coefficient and the previous slope value, thereby improving the accuracy of slope determination.

[0051] Embodiment 2

[0052] Figure 2 is a flow chart of a slope determination method provided according to Embodiment 2 of the present invention. This embodiment is a further refinement based on the above Embodiment 1. Figure 2 As shown, the method includes:

[0053] S111. Determine a measured acceleration and a vehicle acceleration of the vehicle itself, where the measured acceleration is the acceleration measured by a sensor, and the vehicle acceleration is the acceleration determined by a controller area network (CAN) signal.

[0054] The method of determining the measured acceleration is not limited, for example, the measured acceleration can be determined by a sensor for determining acceleration, such as an IMU sensor or an accelerometer, etc. The method of determining the vehicle acceleration of the vehicle itself is not limited, for example, the vehicle acceleration can be determined by a CAN signal.

[0055] S112. Determine the ratio of the difference between the measured acceleration and the vehicle acceleration to the gravitational acceleration.

[0056] The ratio of the difference between the measured acceleration and the vehicle acceleration to the acceleration due to gravity can be expressed by the following formula:

[0057]

[0058] Among them, acc y To measure acceleration; a v is the vehicle acceleration; G is the acceleration due to gravity.

[0059] S113. Calculate the arc sine of the determined ratio to obtain a candidate slope value.

[0060] The candidate slope value can be determined by the following formula:

[0061]

[0062] In one embodiment, when determining the slope by combining the vehicle acceleration of the vehicle itself with the measured acceleration measured by the IMU sensor, the zero bias of the IMU sensor needs to be considered. At this time, the candidate slope value can be determined by the following formula:

[0063]

[0064] S121. Determine the product of the measured angular velocity and the duration corresponding to the set time period as the angle change corresponding to the measured angular velocity.

[0065] The measured angular velocity may be a ratio of an angle change within a set time period to the duration of the set time period. Therefore, the product of the measured angular velocity and the duration corresponding to the set time period may be determined as the angle change corresponding to the measured angular velocity.

[0066] S131. When the vehicle acceleration is zero, determine the initial complementary filter coefficients as target complementary filter coefficients.

[0067] When the vehicle acceleration is zero, the target complementary filter coefficients may be the same as the initial complementary filter coefficients.

[0068] S132. When the vehicle acceleration is greater than zero, determine the ratio of the initial complementary filter coefficient to the first exponent as the target complementary filter coefficient, where the first exponent is an exponent determined with a natural constant as a base and the vehicle acceleration as a power.

[0069] When the vehicle acceleration is greater than zero, the target complementary filter coefficient can be determined by the following formula:

[0070] alpha=(1 / e av )*priori k ,a v >0

[0071] Among them, alpha is the target complementary filter coefficient; is the first index; a v is the vehicle acceleration; priori k are the initial complementary filter coefficients.

[0072] S133. When the vehicle acceleration is less than zero, the ratio of the initial complementary filter coefficient to the second exponent is determined as the target complementary filter coefficient, and the second exponent is an exponent determined by taking a natural constant as a base and raising the negative number of the vehicle acceleration as a power.

[0073] When the vehicle acceleration is less than zero, the target complementary filter coefficient can be determined by the following formula:

[0074]

[0075] Among them, alpha is the target complementary filter coefficient; is the second index; a v is the vehicle acceleration; priori k are the initial complementary filter coefficients.

[0076] S141. Determine the product of the target complementary filter coefficient and the candidate slope value as a first value.

[0077] The expression for the first value is as follows:

[0078] f1=alpha*acc slope

[0079] Among them, f1 is the first value; alpha is the target complementary filter coefficient; acc slope is the candidate slope value.

[0080] S142: Determine the sum of the previous slope value and the angle change as a second value.

[0081] The expression for the second value is as follows:

[0082] f2=slopek-1 +delta_gyro_slope

[0083] Where f2 is the second value; slope k-1 is the previous slope value; delta_gyro_slope is the angle change.

[0084] S143. Determine a current slope value according to the first value, the second value, and the target complementary filter coefficient.

[0085] In one embodiment, determining the current slope value according to the first value, the second value, and the target complementary filter coefficient includes:

[0086] determining a sum of the first value and the second value;

[0087] determining a product of a target complementary filter coefficient and a second value;

[0088] The difference between the sum and the determined product is determined as the current slope value.

[0089] The current slope value is determined according to the first value, the second value and the target complementary filter coefficient. The current slope value can be determined by the following formula:

[0090] slope k =f1+f2-alpha*f2

[0091] In one embodiment, the method further comprises:

[0092] Perform high-pass filtering or low-pass filtering on the measured acceleration;

[0093] The filtered measured acceleration is determined as a new measured acceleration.

[0094] To address the problem of large peak noise in the measured acceleration measured by the IMU sensor due to vehicle body shaking and other reasons, high-pass filtering or low-pass filtering can be used to process the measured acceleration, and the filtered measured acceleration is then determined as the new measured acceleration.

[0095] In one embodiment, the measured angular velocity measured by the IMU sensor may be subjected to high-pass filtering or low-pass filtering, and the filtered measured angular velocity may be determined as a new measured angular velocity.

[0096] The technical solution of the embodiment of the present invention determines the current slope value by complementary filtering based on candidate slope values, angle change, target complementary filter coefficient and previous slope value, thereby improving the accuracy of slope determination; in order to address the problem of obvious peaks appearing when the slope is determined by combining the vehicle acceleration of the vehicle itself with the measured acceleration measured by the IMU sensor, the vehicle body CAN signal is used to determine the vehicle acceleration and the measured acceleration is compensated according to the vehicle acceleration, and at the same time, the initial complementary filter coefficient is adaptively adjusted according to the vehicle acceleration to obtain the target complementary filter coefficient, and complementary filtering is performed by the target complementary filter coefficient, so that smooth updating of the slope value can be achieved.

[0097] Embodiment 3

[0098] The embodiments of the present invention are illustrative descriptions of the above embodiments.

[0099] The embodiment of the present invention provides a real-time slope detection method based on an IMU sensor combined with a vehicle body CAN signal, the method mainly comprising: calibration of the internal parameters of the IMU; compensation of the IMU raw data based on the calibrated internal parameters; slope estimation based on the results measured by the gyroscope and accelerometer contained in the IMU combined with a complementary filtering algorithm. This solution can not only estimate the slope of the vehicle in a stationary state, but also accurately estimate the slope when the vehicle is in motion, and even in the extreme motion state of the vehicle (such as 100-meter acceleration and deceleration or continuous uphill and downhill, etc.), it can also accurately estimate the slope in real time.

[0100] In view of the IMU's own zero bias / scale factor / non-orthogonal error, the six-plane method is used to calibrate the IMU's own internal parameters.

[0101] In order to solve the problem of requiring the vehicle to output accurate parameters immediately after powering on in certain scenarios, a reliable information storage method is used to store the required information. When the vehicle's speed is detected to be less than 1km / h, the existing key result information (such as when the key result information is updated) is written into the read-only memory (ROM). When the vehicle is powered off and stopped, the key result information will not be lost; when the vehicle is powered on next time, it only needs to read the key result information from the ROM for output. This method can effectively reduce file reading and writing and reduce resource waste. Among them, there is no limitation on the key result information, such as the key result information can be the previous slope value, vehicle acceleration or measured acceleration, etc.

[0102] To address the problem of large peak noise in the IMU raw data caused by vehicle body shaking and other reasons, low-pass filtering / high-pass filtering can be used to pre-process the IMU raw data (i.e., measured acceleration or measured angular velocity).

[0103] In order to address the problem that the acceleration information generated by acceleration and deceleration will cause an obvious peak in the slope value, the vehicle CAN signal is used to estimate the vehicle acceleration of the vehicle body, and the measured acceleration measured by the IMU is compensated according to the vehicle acceleration. At the same time, the actual motion state of the vehicle is detected (such as stationary / moving / accelerating / decelerating, which can be determined according to the vehicle acceleration), and the initial complementary filter coefficients are adaptively adjusted to obtain the target complementary filter coefficients, so as to achieve smooth update of the slope.

[0104] Due to the different characteristics of gyroscopes and accelerometers, it is impossible to accurately estimate the slope in multiple scenarios (such as stationary / moving / acceleration / deceleration) by relying on a single sensor. Therefore, an adaptive complementary filtering algorithm is proposed to achieve accurate slope estimation.

[0105] Figure 3 1 is a flow chart of a real-time slope detection method based on an IMU sensor combined with a vehicle body CAN signal according to Embodiment 3 of the present invention, which is specifically described as follows:

[0106] The IMU residual equation is constructed based on the six-face method, and the IMU internal parameters are estimated by least squares, that is, the IMU internal parameter calibration is performed, mainly calibrating the bias, scale factor, and non-orthogonal error, and finally obtaining the IMU internal parameter matrix;

[0107] Perform internal reference correction;

[0108] Convert the IMU coordinate system (also known as the vehicle coordinate system) to the body coordinate system (i.e., the vehicle body coordinate system), that is, determine the installation position and posture of the vehicle, define the body coordinate system as XYZ (right front upper coordinate system), determine the rotation matrix according to the installation posture of the vehicle, and convert the vehicle coordinate system to the body coordinate system according to the vehicle coordinate system and the rotation matrix;

[0109] IMU low-pass filtering / high-pass filtering, that is, low-pass filtering / high-pass filtering of measured acceleration or measured angular velocity;

[0110] Perform vehicle acceleration compensation based on the vehicle body CAN signal, and determine the slope based on the accelerometer (i.e., determine the ratio of the difference between the measured acceleration and the vehicle acceleration to the gravity acceleration; and calculate the arc sine of the determined ratio to obtain a candidate slope value);

[0111] Calculate the slope change based on the gyroscope (GYRO) (i.e., determine the angle change corresponding to the measured angular velocity based on the measured angular velocity of the vehicle within a set time period);

[0112] The complementary filter coefficient is adaptively adjusted according to the vehicle's motion state (i.e., the target complementary filter coefficient is determined according to the initial complementary filter coefficient and the vehicle's own acceleration), and complementary filtering is performed to achieve slope estimation (i.e., complementary filtering is performed according to the candidate slope value, angle change, target complementary filter coefficient and the previous slope value to determine the current slope value).

[0113] Figure 4 This is a flowchart of implementing an adaptive complementary filtering algorithm according to Embodiment 3 of the present invention, which is specifically described as follows:

[0114] Calculate delta_gyro_slope (i.e. angle change) based on GYRO;

[0115] Based on the vehicle body acceleration a v (i.e. vehicle acceleration), acc measured by the accelerometer (i.e. measured acceleration) to calculate acc slope (i.e., candidate slope value), that is, estimate the vehicle acceleration in the forward direction of the vehicle body according to the vehicle body CAN (wheel speed) signal, determine the basic motion state of the vehicle (acceleration / deceleration / constant speed / stationary); compensate the measured acceleration according to the vehicle acceleration of the vehicle body; determine the acc according to the vehicle acceleration, measured acceleration and gravity acceleration slope ;

[0116] Calculate alpha (i.e., target complementary filter coefficient) based on the vehicle body acceleration. The expression of alpha is as follows:

[0117]

[0118] Among them, a v is the vehicle acceleration; priori k are the initial complementary filter coefficients.

[0119] Complementary filtering calculates the slope, that is, determines the current slope value. The expression of the current slope value is as follows:

[0120] slope k =alpha*acc slope +(1-alpha)*(slope k-1 +delta_gyro_slope)

[0121] Among them, slope k is the current slope value; alpha is the target complementary filter coefficient; acc slope is the candidate slope value; delta_gyro_slope is the angle change; slope k-1 is the previous slope value.

[0122] The technical solution of the embodiment of the present invention can realize accurate estimation of the slope when the vehicle is stationary or in motion, and the deviation between the slope value determined when the vehicle is stationary or in motion and the actual slope value can be kept below 0.3 degrees.

[0123] Embodiment 4

[0124] Figure 5 is a schematic diagram of the structure of a slope determination device provided according to the fourth embodiment of the present invention. This embodiment is applicable to the case of determining the slope. Figure 5 As shown, the specific structure of the device includes:

[0125] A first determination module 21, used to determine a candidate slope value to be filtered;

[0126] A second determination module 22, configured to determine an angle change corresponding to a measured angular velocity according to a measured angular velocity of the vehicle measured within a set time period;

[0127] A third determination module 23, used to determine a target complementary filter coefficient according to an initial complementary filter coefficient and a vehicle acceleration of the vehicle itself, wherein the initial complementary filter coefficient is determined according to an application scenario;

[0128] The fourth determination module 24 is used to perform complementary filtering according to the candidate slope value, the angle change, the target complementary filter coefficient and the previous slope value to determine the current slope value, where the previous slope value is the slope value determined once before the current slope value.

[0129] The slope determination device provided in this embodiment first determines the candidate slope value to be filtered through a first determination module; then determines the angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period through a second determination module; then determines the target complementary filter coefficient according to the initial complementary filter coefficient and the vehicle acceleration of the vehicle itself through a third determination module, and the initial complementary filter coefficient is determined according to the application scenario; finally, complementary filtering is performed by a fourth determination module according to the candidate slope value, the angle change, the target complementary filter coefficient and the previous slope value to determine the current slope value, and the previous slope value is the slope value determined once before the current slope value.

[0130] Furthermore, the fourth determining module 24 is specifically configured to:

[0131] Determine the product of the target complementary filter coefficient and the candidate slope value as a first value;

[0132] Determine the sum of the previous slope value and the angle change as a second value;

[0133] The current slope value is determined according to the first value, the second value and the target complementary filter coefficient.

[0134] Furthermore, the fourth determining module 24 is specifically configured to:

[0135] determining a sum of the first value and the second value;

[0136] Determining a product of the target complementary filter coefficient and the second value;

[0137] The difference between the sum and the determined product is determined as the current slope value.

[0138] Furthermore, the third determining module 23 is specifically configured to:

[0139] When the vehicle acceleration is zero, determining the initial complementary filter coefficient as the target complementary filter coefficient;

[0140] When the vehicle acceleration is greater than zero, determining the target complementary filter coefficient by a ratio of the initial complementary filter coefficient to a first exponent, wherein the first exponent is an exponent determined by taking a natural constant as a base and the vehicle acceleration as a power;

[0141] When the vehicle acceleration is less than zero, the ratio of the initial complementary filter coefficient to a second exponent is determined as the target complementary filter coefficient, wherein the second exponent is an exponent determined by taking a natural constant as a base and raising the negative number of the vehicle acceleration as a power.

[0142] Furthermore, the second determining module 22 is specifically configured to:

[0143] The product of the measured angular velocity and the duration corresponding to the set time period is determined as the angle change corresponding to the measured angular velocity.

[0144] Furthermore, the first determining module 21 is specifically configured to:

[0145] Determine a measured acceleration and a vehicle acceleration of the vehicle itself, wherein the measured acceleration is an acceleration measured by a sensor, and the vehicle acceleration is an acceleration determined by a controller area network (CAN) signal;

[0146] determining a ratio of a difference between the measured acceleration and the vehicle acceleration to the acceleration due to gravity;

[0147] The candidate slope value is obtained by taking the arc sine of the determined ratio.

[0148] Furthermore, the device also includes:

[0149] A filtering module, used for performing high-pass filtering or low-pass filtering on the measured acceleration;

[0150] The fifth determination module is used to determine the filtered measured acceleration as a new measured acceleration.

[0151] The slope determination device provided in the embodiment of the present invention can execute the slope determination method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0152] Embodiment 5

[0153] Figure 6 1 is a schematic diagram of a vehicle structure for implementing the slope determination method of an embodiment of the present invention. The components, their connections and relationships, and their functions shown herein are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0154] like Figure 6 As shown, the vehicle 10 includes at least one processor 11, and a memory connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 to the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the vehicle 10 can also be stored. The processor 11, ROM 12 and RAM 13 are connected to each other through a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0155] A number of components in the vehicle 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the vehicle 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0156] The processor 11 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as a slope determination method.

[0157] In some embodiments, the slope determination method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on the vehicle 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the slope determination method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the slope determination method in any other suitable manner (e.g., by means of firmware).

[0158] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0159] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0160] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in combination with an instruction execution system, device or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0161] To provide interaction with a user, the systems and techniques described herein can be implemented on a vehicle having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the vehicle. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0162] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0163] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0164] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0165] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A slope determination method, characterized in that: include: Determining candidate slope values ​​to be filtered; Determining an angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period; Determining a target complementary filter coefficient according to an initial complementary filter coefficient and a vehicle acceleration of the vehicle itself, wherein the initial complementary filter coefficient is determined according to an application scenario; Performing complementary filtering according to the candidate slope value, the angle change, the target complementary filtering coefficient and a previous slope value to determine a current slope value, wherein the previous slope value is a slope value determined once before the current slope value; Among them, performing complementary filtering according to the candidate slope value, the angle change, the target complementary filtering coefficient and the previous slope value to determine the current slope value includes: Determine the product of the target complementary filter coefficient and the candidate slope value as a first value; Determine the sum of the previous slope value and the angle change as a second value; The current slope value is determined according to the first value, the second value and the target complementary filter coefficient.

2. The method according to claim 1, characterized in that Determining the current slope value according to the first value, the second value, and the target complementary filter coefficient includes: determining a sum of the first value and the second value; Determining a product of the target complementary filter coefficient and the second value; The difference between the sum and the determined product is determined as the current slope value.

3. The method according to claim 1, characterized in that According to the initial complementary filter coefficients and the vehicle acceleration of the vehicle itself, the target complementary filter coefficients are determined, including: When the vehicle acceleration is zero, determining the initial complementary filter coefficient as the target complementary filter coefficient; When the vehicle acceleration is greater than zero, determining the target complementary filter coefficient by a ratio of the initial complementary filter coefficient to a first exponent, wherein the first exponent is an exponent determined by taking a natural constant as a base and the vehicle acceleration as a power; When the vehicle acceleration is less than zero, the ratio of the initial complementary filter coefficient to a second exponent is determined as the target complementary filter coefficient, wherein the second exponent is an exponent determined by taking a natural constant as a base and raising the negative number of the vehicle acceleration as a power.

4. The method according to claim 1, characterized in that: Determining an angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period includes: The product of the measured angular velocity and the duration corresponding to the set time period is determined as the angle change corresponding to the measured angular velocity.

5. The method according to claim 1, characterized in that Determine the candidate slope value to be filtered, including: Determine a measured acceleration and a vehicle acceleration of the vehicle itself, wherein the measured acceleration is an acceleration measured by a sensor, and the vehicle acceleration is an acceleration determined by a controller area network (CAN) signal; determining a ratio of a difference between the measured acceleration and the vehicle acceleration to the acceleration due to gravity; The candidate slope value is obtained by taking the arc sine of the determined ratio.

6. The method according to claim 5, characterized in that Also includes: Performing high-pass filtering or low-pass filtering on the measured acceleration; The filtered measured acceleration is determined as a new measured acceleration.

7. A slope determination device, characterized in that: include: A first determination module, used to determine a candidate slope value to be filtered; A second determination module is used to determine the angle change corresponding to the measured angular velocity according to the measured angular velocity of the vehicle measured within a set time period; A third determination module is used to determine a target complementary filter coefficient according to an initial complementary filter coefficient and a vehicle acceleration of the vehicle itself, wherein the initial complementary filter coefficient is determined according to an application scenario; a fourth determination module, configured to perform complementary filtering according to the candidate slope value, the angle change, the target complementary filtering coefficient and a previous slope value to determine a current slope value, wherein the previous slope value is a slope value determined once before the current slope value; Wherein, the fourth determination module is specifically used for: Determine the product of the target complementary filter coefficient and the candidate slope value as a first value; Determine the sum of the previous slope value and the angle change as a second value; The current slope value is determined according to the first value, the second value and the target complementary filter coefficient.

8. A vehicle, characterized in that: include: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can perform the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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