Track determination method and device, vehicle and storage medium

Abstract

The invention discloses a track determination method and device, a vehicle and a readable storage medium, and the method comprises the steps: obtaining a target tire parameter corresponding to a target tire of the vehicle in a vehicle driving process; the target tire parameter comprises a unit wheel speed pulse value corresponding to the target tire; the unit wheel speed pulse value obtaining method comprises the steps that according to the mileage of a target tire in each first time period, the initial unit wheel speed pulse value of the target tire in each first time period is determined; averaging the initial unit wheel speed pulse values of the target tire in the plurality of first time periods to obtain an average unit wheel speed pulse value corresponding to the target tire; if the absolute value of the difference value between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is larger than the unit wheel speed pulse threshold value, the average unit wheel speed pulse value is obtained to serve as the unit wheel speed pulse value; and determining a vehicle track in the vehicle driving process according to the target tire parameters. The accuracy of the vehicle track obtained through the method is high.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a track determination method, device, vehicle, and computer-readable storage medium. Background Art

[0002] In the field of intelligent driving, technicians configure the tire parameters of the installed tires. During the driving process, the vehicle estimates the vehicle's track based on the inertial navigation information and tire parameters, so that the vehicle can perform automatic driving or automatic parking according to the estimated track.

[0003] However, as the tires of the vehicle wear out or when the tires are replaced, the originally configured tire parameters do not match the tires of the vehicle, resulting in a low accuracy of the configured tire parameters, which leads to a low accuracy of the estimated vehicle track. Summary of the invention

[0004] The present application proposes a track determination method, device, vehicle and computer-readable storage medium to improve the above-mentioned defects.

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

[0006] During the driving process of the vehicle, a target tire parameter corresponding to a target tire of the vehicle is obtained; the target tire parameter includes a unit wheel speed pulse value corresponding to the target tire; a method for obtaining the unit wheel speed pulse value includes: determining an initial unit wheel speed pulse value of the target tire in each first time period according to the mileage of the target tire in each first time period; averaging the initial unit wheel speed pulse values ​​of the target tire in multiple first time periods to obtain an average unit wheel speed pulse value corresponding to the target tire; if the absolute value of the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is greater than a unit wheel speed pulse threshold, obtaining the average unit wheel speed pulse value as the unit wheel speed pulse value;

[0007] The vehicle track during vehicle travel is determined based on the target tire parameters.

[0008] In a second aspect, an embodiment of the present application further provides a track determination device, the device comprising:

[0009] An acquisition module is used to acquire target tire parameters corresponding to a target tire of the vehicle during driving; the target tire parameters include a unit wheel speed pulse value corresponding to the target tire; a method for acquiring the unit wheel speed pulse value includes: determining an initial unit wheel speed pulse value of the target tire in each first time period according to the mileage of the target tire in each first time period; averaging the initial unit wheel speed pulse values ​​of the target tire in multiple first time periods to obtain an average unit wheel speed pulse value corresponding to the target tire; if the absolute value of the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is greater than a unit wheel speed pulse threshold, acquiring the average unit wheel speed pulse value as the unit wheel speed pulse value;

[0010] The determination module is used to determine the vehicle track during the vehicle driving process according to the target tire parameters.

[0011] In a third aspect, an embodiment of the present application further provides a vehicle, comprising: one or more processors; a memory; one or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, and the one or more programs are configured to execute the above method.

[0012] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, which stores a program code executable by a processor, and when the program code is executed by the processor, the processor executes the above method.

[0013] The present application provides a track determination method, device, vehicle and computer-readable storage medium. In the present application, the unit wheel speed pulse value of the target tire is adjusted according to the driving conditions of the vehicle in each first time period, and the unit wheel speed pulse threshold is related to the driving conditions of the vehicle in the first time period, so that the determined unit wheel speed pulse value is more consistent with the actual conditions of the target tire of the vehicle, and the accuracy of the unit wheel speed pulse value is high, thereby effectively reducing the situation where the determined vehicle track is inaccurate due to the mismatch between the fixed existing unit wheel speed pulse value and the actual conditions of the target tire of the vehicle and the low accuracy of the existing unit wheel speed pulse value when the vehicle track is determined, thereby improving the accuracy of the determined vehicle track.

[0014] Other features and advantages of the embodiments of the present application will be described in the subsequent description, and partly become apparent from the description, or can be understood by practicing the embodiments of the present application. The purposes and other advantages of the embodiments of the present application can be realized and obtained by the structures specifically pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0016] Figure 1 A schematic diagram of a vehicle hardware environment suitable for an embodiment of the present application is shown.

[0017] Figure 2 A flow chart of a track determination method proposed according to an embodiment of the present application is shown.

[0018] Figure 3 Shows Figure 2 The steps before step S101 in the corresponding embodiment are a flowchart in an embodiment.

[0019] Figure 4 A schematic diagram of a process for determining a unit wheel speed pulse value in an embodiment of the present application is shown.

[0020] Figure 5 A schematic diagram of a process for determining a pulse delay parameter in an embodiment of the present application is shown.

[0021] Figure 6 A structural block diagram of a track determination device proposed in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0022] In order to make those skilled in the art better understand the present application scheme, the technical scheme in the present application embodiment will be clearly and completely described below in conjunction with the drawings in the present application embodiment. Obviously, the described embodiment is only a part of the present application embodiment, rather than all the embodiments. The components of the present application embodiment usually described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the present application for protection, but merely represents the selected embodiment of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0023] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0024] Reference Figure 1 , Figure 1 A schematic diagram of a vehicle hardware environment suitable for an embodiment of the present application is shown, wherein a vehicle 100 includes an autonomous driving system 110. The autonomous driving system 110 may have multiple built-in autonomous driving functions. The autonomous driving system 110 controls the vehicle's autonomous driving according to the built-in autonomous driving functions. The autonomous driving functions may include, for example, an automatic lane changing function and an automatic parking function.

[0025] The automatic driving system 110 may include a vehicle-mounted acquisition device 111, one or more (only one is shown in the figure) processors 112, and a memory 113. The vehicle-mounted acquisition device 111 may include an inertial navigation unit (IMU), and other acquisition devices may include image sensors (such as cameras), radars, global positioning systems (GPS), and real-time kinematic systems (RTK).

[0026] The vehicle-mounted acquisition device 111 is used to collect data required for automatic driving during the driving process of the vehicle. For example, a radar is used to collect point cloud data around the vehicle, an image sensor is used to collect images around the vehicle, and a GPS is used to collect positioning data of the vehicle.

[0027] The processor 112 may be a microcontroller unit (MCU) having a built-in memory 113 . The memory 113 stores a program that can execute the contents of the following embodiments, and the processor 112 may execute the program stored in the memory 113 .

[0028] The processor 112 may include one or more processors. The processor 112 uses various interfaces and lines to connect various parts of the entire vehicle 100, and executes various functions of the vehicle 100 and processes data by running or executing instructions, programs, code sets or instruction sets stored in the memory 113, and calling data stored in the memory 113.

[0029] The memory 113 may include a random access memory (RAM) or a read-only memory (ROM). The memory 15 may be used to store instructions, programs, codes, code sets or instruction sets. The memory 15 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the following various method embodiments, etc.

[0030] See also Figure 2 , Figure 2A flow chart of a track determination method proposed in one embodiment of the present application is shown, which is used for a vehicle, and the method includes:

[0031] S101. During vehicle driving, obtaining target tire parameters corresponding to target tires of the vehicle.

[0032] Among them, the target tire parameters include the unit wheel speed pulse value corresponding to the target tire; the method for obtaining the unit wheel speed pulse value includes: determining the initial unit wheel speed pulse value of the target tire in each first time period according to the mileage of the target tire in each first time period; averaging the initial unit wheel speed pulse values ​​of the target tire in multiple first time periods to obtain the average unit wheel speed pulse value corresponding to the target tire; if the absolute value of the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is greater than the unit wheel speed pulse threshold, obtaining the average unit wheel speed pulse value as the unit wheel speed pulse value; the vehicle's posture in the first time period meets the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system reaches the preset number of satellites, the vehicle's speed does not exceed the target speed, and the vehicle's heading change range does not exceed the range threshold. The unit wheel speed pulse value refers to the distance traveled by the vehicle when the target tire rotates one circle.

[0033] The vehicle may be an electric vehicle or a fuel vehicle, or a sedan, SUV, bus, truck, etc. The target tire of the vehicle involved in the present application may refer to the tire whose corresponding tire parameters are used for track estimation in the vehicle, which may be any tire in the vehicle or a plurality of designated tires. For example, if the vehicle is a four-wheel sedan, the target tire in the aforementioned S110 may refer to the left front tire and the right front tire. For another example, the target tire in the aforementioned S110 may refer to the left rear tire and the right rear tire.

[0034] In this embodiment, the duration of the first time period can be set based on demand, and the first time period can include multiple time points, each time point is used as a first collection time point, and at each time point, the vehicle's navigation system (such as GPS) collects the vehicle's location information, and the vehicle's location standard deviation is determined based on the location information of each first collection time point in the first time period. Among them, the first time period can be a time period of 100s, and the interval between adjacent first collection time points can be 0.02s.

[0035] In the present application, the target posture condition may include that the posture standard deviation of the vehicle is not greater than the standard deviation threshold; wherein the posture standard deviation may include the standard deviation X of the vehicle in the x-axis direction of the world coordinate system. std , the standard deviation Y in the y-axis direction in the world coordinate system std 、Heading angle standard deviation std And the standard deviation of pitch angle Pitch std , that is: Ystd ≤Y std_c 、Heading std ≤HHeading std_c and Pitch std ≤Picth std_c , where X std_c is the standard deviation threshold of the x-axis direction in the world coordinate system, Y std_c is the standard deviation threshold of the y-axis direction in the world coordinate system, Heading std_c is the heading angle standard deviation threshold, Picth std_c is the pitch angle standard deviation threshold. std_c , Y std_c 、HHeading std_c And Picth std_c It can be a value set based on demand and is not limited in this application.

[0036] In this embodiment, the first time period may include multiple time points, each time point is used as a first collection time point, and at each time point, the vehicle's navigation system (for example, including GPS and an inertial navigation unit) collects the vehicle's position information and attitude information, and determines the vehicle's attitude standard deviation based on the position information and attitude information of each first collection time point in the first time period. The first time period may be a time period of 100 seconds, and the interval between adjacent first collection time points may be 0.02 seconds.

[0037] It can be understood that the standard deviation threshold is related to the interval between adjacent first acquisition time points. Generally speaking, the larger the interval between adjacent first acquisition time points, the larger the standard deviation threshold, and the smaller the interval between adjacent first acquisition time points, the larger the standard deviation threshold. For example, when the interval between adjacent first acquisition time points can be 0.02s, X std_c Can be 0.05m, Y std_c It can be 0.05m, Heading std_c Can be 0.04rad, Picth std_c It can be 0.02rad.

[0038] During the driving process of the vehicle, the vehicle's navigation system uses receiving satellites to locate the vehicle. However, during the driving process of the vehicle, the number of receiving satellites involved in vehicle positioning may change. For example, at a certain point in time, the number of receiving satellites involved in vehicle positioning is 100. For example, at another point in time, the number of receiving satellites involved in vehicle positioning is 20.

[0039] For each time point, determine the number of received satellites at that time point. For each first acquisition time point in the first time period, determine that the number of received satellites at the first acquisition time point is not less than a preset satellite number threshold. The preset satellite number threshold can be a value set based on demand, for example, the preset satellite number threshold is 30.

[0040] The target vehicle speed can be a value set based on demand, such as the target vehicle speed Vehspd c =2m / s. In the first time period, the speed of the vehicle at each first collection time point is less than the target speed.

[0041] In the present application, the heading angle of the vehicle at each first acquisition time point in the first time period can be determined, and then the difference between the maximum heading angle and the minimum heading angle can be determined as the extreme difference of the heading change of the vehicle in the first time period, that is, the extreme difference of the heading change of the vehicle in the first time period is: (max(Heading1,…,Heading T1 )―min(Heading1,…,Heading T1 )), among which, Heading i is the heading angle of the i-th first acquisition time point, T1 is the number of first acquisition time points in the first time period (the number is determined based on the length of the first time period and the interval between adjacent first acquisition time points. For example, if the first time period is 100s and the interval between adjacent first acquisition time points is 0.02s, then T1 is 5000)

[0042] In the first time period, the heading change range of the vehicle is less than the range threshold, and the range threshold can be set based on demand. c It is 0.04rad.

[0043] In this embodiment, when the vehicle is in a fixed solution state (that is, the navigation system of the vehicle has locked enough satellite signals, and the quality of these signals is very good, so that the navigation system of the vehicle can provide extremely high-precision position information), for each time point in the driving process (the interval between adjacent time points can be a value set based on demand, for example, the interval between adjacent time points is 0.02s), the vehicle's posture, the number of receiving satellites corresponding to the navigation system, and the vehicle's speed are collected. At a certain time point, the vehicle's posture meets the target posture condition (that is, X std ≤X std_c , Y std ≤Y std_c , Heading std ≤HHeading std_c , Pitch std ≤Picthstd_c ), the number of receiving satellites corresponding to the vehicle's navigation system reaches the preset number of satellites and the vehicle's speed does not exceed the target speed (Vehspd (vehicle speed) ≤ Vehspd c ), determine this time point as the first starting time point.

[0044] At this time, the first starting time point can be used as the starting moment of the time period. For each time point after the first starting time point, if the vehicle's posture at the time point meets the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system reaches the preset number of satellites, and the vehicle's speed does not exceed the target speed, and the extreme difference of the heading change corresponding to all time points involved between the first starting time point and the time point is not greater than the extreme difference threshold, the time period continues to be counted until the duration of the time period reaches the first duration (that is, the duration required by the aforementioned first time period), the timing is ended, and the time period is determined as a first A time period, each time point in the first time period is taken as the first acquisition time point; if for any time point after the first starting time point, if the vehicle's posture at this time point does not meet the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system does not reach the preset number of satellites, the vehicle's speed exceeds the target speed, or the heading change range corresponding to all time points involved between the first starting time point and this time point is greater than the range threshold, then this time point is taken as the end time of the time period, if the duration of the time period does not reach the first duration, then the time period is discarded, and the first time period is re-determined according to the above process.

[0045] Generally speaking, the interval between two adjacent time points is fixed. Therefore, the first starting time point can be used as the starting point to count the number of time points, and whether the duration of the time period reaches the first duration can be determined based on the counted number of time points.

[0046] In the present application, multiple first time periods can be determined according to the aforementioned process, and then the mileage of the target tire in each first time period can be determined, and based on the mileage of the target tire in each first time period, the initial unit wheel speed pulse value of the target tire in each first time period can be determined.

[0047] Optionally, in the present application, the navigation coordinates of the vehicle at each first acquisition time point in the first target time period can be projected on the target projection plane to obtain the plane projection coordinates of the vehicle at each first acquisition time point in the first target time period; the first target time period is any one of multiple first time periods; the navigation coordinates of the first acquisition time point are determined based on the navigation data of the navigation system at the first acquisition time point; according to the plane projection coordinates of the vehicle at each first acquisition time point in the first target time period, the driving distance of the vehicle in the first target time period on the target projection plane is determined as the mileage of the target tire in the first target time period. The navigation system here is also the aforementioned combined navigation system.

[0048] That is to say, for each first collection time point within each first target time period, the vehicle is positioned through the vehicle's navigation system to obtain the world coordinates of the vehicle in the world coordinate system at the first collection time point as the navigation coordinates of the vehicle at the first collection time point.

[0049] The target projection plane may refer to the plane of the road on which the vehicle is traveling. Generally speaking, the z-axis coordinates of the vehicle in the navigation coordinates at the first acquisition time point may be extracted to obtain the two-dimensional coordinates of the vehicle at the first acquisition time point as the plane projection coordinates of the vehicle at the first acquisition time point.

[0050] Afterwards, the travel distance of the vehicle on the target projection plane within the first target time period can be determined according to Formula 1 based on the plane projection coordinates of the vehicle at each first collection time point within the first target time period, as the mileage of the target tire within the first target time period. Formula 1 is as follows:

[0051]

[0052] Where s is the mileage of the target tire in the first target time period, (X i , Y i ) is the plane projection coordinate of the vehicle at the i-th first acquisition time point.

[0053] After obtaining the mileage of the target tire in each first time period, the initial unit wheel speed pulse value of the target tire in each first time period can be determined according to the mileage of the target tire in each first time period.

[0054] Optionally, in the present application, the initial unit wheel speed pulse value of the target tire in the first target time period may be determined based on the ratio of the mileage of the target tire in the first target time period to the accumulated wheel speed pulse value of the target tire in the first target time period.

[0055] That is to say, in each first time period, the cumulative wheel speed pulse value of the target tire of the vehicle can also be accumulated. For any first time period, the ratio of the cumulative wheel speed pulse value of the target tire in the first time period is calculated as the initial unit wheel speed pulse value of the target tire in the first time period.

[0056] For example, if the target tires are the left and right wheels (left rear wheel and right rear wheel, or left front wheel and left rear wheel) of the vehicle, the calculation process of the initial unit wheel speed pulse value of the target tire in the first time period is: r =S / N r , pulse l =S / N l , where pulse r is the initial unit wheel speed pulse value of the right wheel in the first time period, pulse l is the initial unit wheel speed pulse value of the left wheel in the first time period, N r is the accumulated value of the wheel speed pulse of the right wheel in the first time period, N l It is the accumulated value of the wheel speed pulses of the left wheel in the first time period.

[0057] After obtaining the initial unit wheel speed pulse value of the target tire in each first time period, the initial unit wheel speed pulse values ​​of the target tire in multiple first time periods can be averaged to obtain the average unit wheel speed pulse value corresponding to the target tire; if the absolute value of the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is greater than the unit wheel speed pulse threshold, the average unit wheel speed pulse value is directly obtained as the unit wheel speed pulse value; wherein the unit wheel speed pulse threshold can be a value set based on demand, for example, the unit wheel speed pulse threshold is 0.0001m.

[0058] It is worth mentioning that in some embodiments, the maximum initial unit wheel speed pulse value and the small initial unit wheel speed pulse value can also be determined in all the first time periods. If the difference between the maximum initial unit wheel speed pulse value and the small initial unit wheel speed pulse value does not exceed the pulse difference threshold (the pulse difference threshold can be set based on demand, for example, the pulse difference threshold is 0.0001m), the accuracy of determining the initial unit wheel speed pulse values ​​in each first time period is relatively high. At this time, the initial unit wheel speed pulse values ​​of the target tire in multiple first time periods are averaged to obtain the average unit wheel speed pulse value corresponding to the target tire; if the absolute value of the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is greater than the unit wheel speed pulse threshold, it means that the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is too large, and the existing unit wheel speed pulse value is inaccurate. At this time, the average unit wheel speed pulse value is directly obtained as the unit wheel speed pulse value to replace the existing unit wheel speed pulse value. If the absolute value of the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is not greater than the unit wheel speed pulse threshold, it means that the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is not large, the existing unit wheel speed pulse value is accurate, and the existing unit wheel speed pulse value can continue to be used.

[0059] If the difference between the maximum initial unit wheel speed pulse value and the minimum initial unit wheel speed pulse value exceeds the pulse difference threshold, and the accuracy of the initial unit wheel speed pulse values ​​in the first time period corresponding to the maximum value and the minimum value is determined to be low, the first time period corresponding to the maximum initial unit wheel speed pulse value and the minimum initial unit wheel speed pulse value can be discarded, and two new first time periods can be reacquired, and the above steps can be continued.

[0060] It is worth mentioning that, in the case of multiple target tires, if the difference between the maximum initial unit wheel speed pulse value and the small initial unit wheel speed pulse value corresponding to each target tire among the multiple target tires does not exceed the pulse difference threshold, the initial unit wheel speed pulse values ​​of each target tire in multiple first time periods can be averaged to obtain the average unit wheel speed pulse value corresponding to each target tire; if there is at least one target tire among the multiple target tires whose difference between the maximum initial unit wheel speed pulse value and the small initial unit wheel speed pulse value exceeds the pulse difference threshold (the difference between the maximum initial unit wheel speed pulse value and the small initial unit wheel speed pulse value corresponding to the target tire exceeds the pulse difference threshold, and the target tire is determined to be a target tire with abnormal data), it is necessary to discard the first time period corresponding to the maximum initial unit wheel speed pulse value and the small initial unit wheel speed pulse value of the target tire with abnormal data, re-acquire a new first time period, and continue to execute the above steps.

[0061] In addition, when there are multiple target tires, for any target tire, if the absolute value of the difference between the average unit wheel speed pulse value of the target tire and the existing unit wheel speed pulse value is greater than the unit wheel speed pulse threshold, the average unit wheel speed pulse value of the target tire is obtained as the unit wheel speed pulse value; if the absolute value of the difference between the average unit wheel speed pulse value of the target tire and the existing unit wheel speed pulse value is not greater than the unit wheel speed pulse threshold, the existing unit wheel speed pulse value of the target tire is obtained as the unit wheel speed pulse value.

[0062] It can be understood that a unit wheel speed pulse value can be built into the vehicle, and the built-in unit wheel speed pulse value serves as the existing unit wheel speed pulse value. After the unit wheel speed pulse value is determined according to the aforementioned process, the unit wheel speed pulse value is used as the new existing unit wheel speed pulse value during the subsequent driving of the vehicle, so as to be used for comparison with the average unit wheel speed pulse value corresponding to the new first time period when determining the new first time period.

[0063] Generally speaking, in order to improve the accuracy of the determined unit wheel speed pulse value, the number of first time periods should not be too small. At the same time, in order to avoid heavy data processing tasks caused by a large number of first time periods, the number of first time periods is preferably 5-7.

[0064] It is worth mentioning that if there are multiple target tires, the initial unit wheel speed pulse value and the unit wheel speed pulse value are determined for each target tire according to the aforementioned process.

[0065] Exemplarily, the target tire includes a left wheel and a right wheel, and the initial unit wheel speed pulse value of the target tire in each first time period is: pulse r_1 , pulse l_1 , pulse r_2 , pulse l_2 ,…,pulse r_n ,pulse l_n , where pulse r_i is the initial unit wheel speed pulse value of the right wheel in the first i-th time period, pulse l_i is the initial unit wheel speed pulse value of the left wheel in the i-th first time period, and n is the number of first time periods.

[0066] If max(pulse r_1 ,…,pulse r_n )―min(pulse r_1 ,…,pulse r_n )≤pulse r_const (pulse r_const is the pulse difference threshold of the right wheel), and max(pulse l_1 ,…,pulsel_n )―min(pulse l_1 ,…,pulse l_n )≤pulse l_const (pulse l_const is the pulse difference threshold of the left wheel), then the average unit wheel speed pulse value of the right wheel is r =(pulse r_1 +…+pulse r_n ) / n, the average unit wheel speed pulse value of the left wheel r =(pulse r_1 +…+pulse r_n ) / n.

[0067] like Or, if The maximum and minimum initial unit wheel speed pulse values ​​are discarded (it may be the maximum and minimum initial unit wheel speed pulse values ​​corresponding to the left wheel, or the maximum and minimum initial unit wheel speed pulse values ​​of the right wheel, or the maximum and minimum initial unit wheel speed pulse values ​​corresponding to the left wheel and the right wheel respectively), and multiple first time periods are reselected, and the average unit wheel speed pulse value of the right wheel and the average unit wheel speed pulse value of the left wheel are continued to be determined according to the above process.

[0068] After determining the average unit wheel speed pulse value of the right wheel and the average unit wheel speed pulse value of the left wheel, r With pulse l The existing unit wheel speed pulse value p_pulse of the right wheel r and the existing unit wheel speed pulse value p_pulse of the right wheel l Comparison: If abs(pulse r ―p_pulse r )>pulse r_const , pulse r Replace p_pulse r , and write it into the vehicle controller to update the existing unit wheel speed pulse value of the right wheel; if abs(pulse l ―p_pulse l )>pulse l_const , the pulse l Replace p_pulse l , and write it into the vehicle's controller to update the existing unit wheel speed pulse value of the right wheel.

[0069] S102: Determine a vehicle track during vehicle travel according to target tire parameters.

[0070] After the unit wheel speed pulse value of the target tire is determined, the vehicle track can be planned based on the unit wheel speed pulse value of the target tire during the vehicle driving process. When there are multiple target tires, the vehicle track of the vehicle can be planned based on the unit wheel speed pulse values ​​of multiple target tires.

[0071] In the present application, the unit wheel speed pulse value of the target tire can be input into the track calculation observer, and the track calculation observer determines the vehicle track of the vehicle within the inference period based on the unit wheel speed pulse value of the target tire within the inference period, the number of pulses counted by the vehicle, and the heading angle change value of the vehicle. Among them, the heading angle change value of the vehicle within the inference period refers to the heading angle change value of the vehicle between any two adjacent time points within the inference period, and the number of pulses of the vehicle within the inference period refers to the number of pulses of the vehicle between any two adjacent time points within the inference period. Among them, the inference period can be any period set based on demand, or it can be a time period that starts at the moment when the vehicle starts driving and ends at the moment when the vehicle stops driving.

[0072] Specifically, the track length of the vehicle can be determined according to the number of pulses and the unit wheel speed pulse value, and the track direction can be determined according to the heading angle change value, so as to determine the vehicle track by combining the track length and the track direction.

[0073] In this embodiment, the unit wheel speed pulse value of the target tire is adjusted according to the driving conditions of the vehicle in each first time period, and the unit wheel speed pulse threshold is related to the actual vehicle condition of the vehicle in the first time period, so that the determined unit wheel speed pulse value is more consistent with the actual conditions of the target tires of the vehicle, and the accuracy of the unit wheel speed pulse value is high, thereby effectively reducing the situation in which the determined vehicle track is inaccurate due to the low accuracy of the existing unit wheel speed pulse value and the mismatch between the fixed existing unit wheel speed pulse value and the actual conditions of the target tires of the vehicle when the vehicle track is determined.

[0074] In one embodiment, the target tire parameters of the target tire also include the pulse delay parameters corresponding to the vehicle, such as Figure 3 As shown, before S101, the method further includes:

[0075] S201. After executing the step of obtaining an average unit wheel speed pulse value as a unit wheel speed pulse value, obtaining an initial pulse delay parameter of a vehicle in a second target time period among a plurality of second time periods.

[0076] The second target time period is any one of multiple second time periods; the initial pulse delay parameter is determined based on the difference between the navigation track and the calculated track of the vehicle in the second target time period; the navigation track refers to the vehicle track determined based on the navigation data of the navigation system in the second target time period, and the calculated track refers to the vehicle track estimated based on the preset pulse delay parameters in the second target time period.

[0077] When the average unit wheel speed pulse value is obtained as the unit wheel speed pulse value, if the existing unit wheel speed pulse value of the target tire is determined to have changed, the pulse delay parameters of the vehicle will also change, and the existing pulse delay parameters corresponding to the vehicle will no longer be accurate. At this time, it is necessary to redetermine the pulse delay parameters, that is, after executing the step of obtaining the average unit wheel speed pulse value as the unit wheel speed pulse value, it is determined that the existing pulse delay parameters of the vehicle need to be updated, and the initial pulse delay parameters of the vehicle in a second target time period among multiple second time periods are obtained, so as to determine the pulse delay parameters of the vehicle based on the initial pulse delay parameters of the vehicle in multiple second time periods.

[0078] It is worth mentioning that, in the case of multiple target tires, for any target tire, if the average unit wheel speed pulse value of the target tire is obtained as the unit wheel speed pulse value, the pulse delay parameter of the vehicle needs to be re-determined.

[0079] The pulse delay parameter is used to indicate the time difference between the vehicle's yaw motion and the odometer. Generally speaking, the time difference between the vehicle's yaw motion and the odometer is t = N delay *T Dr , where T Dr Refers to a set time period, such as T Dr =0.02s, N delay is the pulse delay parameter.

[0080] Based on the definition of pulse delay parameters, it can be seen that the pulse delay parameters are not directly related to a single target tire of a vehicle. Therefore, the pulse delay parameters are actually the pulse delay parameters of the entire vehicle. However, after the target tire of the vehicle changes, the unit wheel speed pulse value of the target tire changes, and the state of the entire vehicle also changes. Therefore, after the unit wheel speed pulse value of the target tire changes, the pulse delay parameters also need to be re-determined.

[0081] In the present application, after determining the unit wheel speed pulse value of the target tire, multiple second time periods can be selected, and the vehicle's position information and posture information can be collected based on a navigation system (for example, including GPS and an inertial navigation unit) (the collected position information and posture information are used as navigation data). According to the vehicle's position information and posture information collected in the second time period, the vehicle track of the vehicle in the second time period can be determined as the navigation track of the vehicle in the second time period.

[0082] At the same time, a preset pulse delay parameter can be set based on demand, and then the vehicle track is estimated with the preset pulse delay parameter, and the estimated track is used as the vehicle's estimated track in the second time period; the vehicle's estimated track in the second target time period is used as the target estimated track.

[0083] For any second time period, an initial pulse delay parameter of the vehicle in the second time period is determined according to a difference between a navigation track and a dead reckoning track of the vehicle in the second time period.

[0084] In some embodiments, there are multiple preset pulse delay parameters; each preset pulse delay parameter corresponds to an estimated track; S201 may include: based on the heading angle change value, the unit wheel speed pulse value and the target pulse delay parameter within the second target time period, determining the target estimated track of the vehicle within the second target time period under the target delay parameter; the target pulse delay parameter is any one of the multiple preset pulse delay parameters; based on the navigation data of the navigation system at multiple second acquisition time points within the second target time period, determining the navigation track of the vehicle within the second target time period; based on the target estimated track and the navigation track, determining the track mean square error of the vehicle within the second target time period under the target pulse delay parameter; obtaining the preset pulse delay parameter corresponding to the track mean square error with the smallest value as the initial pulse delay parameter of the vehicle in the second target time period.

[0085] The preset pulse delay parameter can be set based on demand. Generally speaking, the preset pulse delay parameter N delay_i Set to N min ~N max In this application, N is preferred max =30,N min = -30, take the scattering point spacing k (that is, the difference between two adjacent pulse delay parameters), in this application, preferably k = 2, and a total of m preset pulse delay parameters are obtained, m = Ceil ((N max ―N min )\k)+1, where the preset pulse delay parameter corresponding to the i-th scattering point is N delay_i =(i-1)*k+N min ,i=1,2,…,m.

[0086] The heading angle change value, unit wheel speed pulse value and target pulse delay parameter within the second target period can be input into the track estimation observer of the track inference module for track estimation, and the obtained track is used as the target estimated track of the vehicle within the second target period under the target delay parameter.

[0087] Specifically, the vehicle's track length can be determined based on the number of pulses in the second target time period (the number of pulses between two adjacent time points in the second target time period) and the unit wheel speed pulse value, and the track direction can be determined based on the heading angle change value. The vehicle's estimated track can then be determined by combining the track length and track direction, and then the estimated track can be corrected using the target pulse delay parameters to obtain the corrected estimated track as the target estimated track of the vehicle in the second target time period under the target delay parameters.

[0088] At the same time, the vehicle's navigation data (which may include position information and attitude information) can be collected based on the vehicle's navigation system (for example, including GPS and an inertial navigation unit) during the second target time period, and the track can be determined based on the vehicle's navigation data during the second target time period as the vehicle's navigation track during the second target time period.

[0089] Afterwards, based on the target dead reckoning track of the vehicle in the second target time period under the target delay parameters and the navigation track of the vehicle in the second target time period, the mean square error between the target dead reckoning track and the navigation track is determined as the mean square error of the track of the vehicle in the second target time period under the target pulse delay parameters.

[0090] Traverse all preset pulse delay parameters, obtain the mean square error of the vehicle's track in the second target time period under each pulse delay parameter, select the preset pulse delay parameter corresponding to the minimum mean square error of the track, and use it as the initial pulse delay parameter of the target tire in the second target time period. Traverse each second time period in this way to determine the initial pulse delay parameter of the vehicle in each second time period.

[0091] In the present application, the target dead reckoning track (that is, the dead reckoning track of the vehicle in the second target time period under the target pulse delay parameters) includes the dead reckoning track points of the vehicle at each second collection time point in the second target time period; the navigation track (that is, the navigation track of the vehicle in the second target time period) includes the navigation track points of the vehicle at each second collection time in the second target time period; accordingly, based on the first track point in the target dead reckoning track and the second track point corresponding to the first track point in the navigation track, the elementary row transformation parameters are determined; based on the elementary row transformation parameters, each dead reckoning track point in the target dead reckoning track is transformed to obtain the target transformed track corresponding to the target dead reckoning track under the target pulse delay parameters; the target transformed track includes the transformed track points of the vehicle at each second collection time point in the second target time period; according to each dead reckoning track point in the target dead reckoning track and each transformed track point in the target transformed track, the mean square error of the track of the vehicle in the second target time period under the target pulse delay parameters is determined.

[0092] The second time period may include multiple time points, each of which is a second collection time point. Accordingly, for the aforementioned target dead reckoning track, the target dead reckoning track includes the dead reckoning track point of the vehicle at each second collection time point in the second target time period. Similarly, for the navigation track (i.e., the navigation track of the vehicle in the second target time period), the navigation track includes the navigation track point of the vehicle at each second collection time in the second target time period.

[0093] The first track point may be at least one track point selected in the target dead reckoning track, the second track point refers to a track point in the navigation track corresponding to the first track point, and the first track point corresponds to the second track point in that they are located at the same time point. For example, the first track point may be a track point in the target dead reckoning track that is 0.04s away from the start time of the second target period, and the second track point may be a track point in the navigation track that is 0.04s away from the start time of the second target period.

[0094] In this embodiment, the number of the first track points and the number of the second track points can be multiple, and the number of the first track points and the number of the second track points can be the same. For example, six first track points and six second track points can be selected: four first track points whose distances from the start time of the second target time period are 0.04s, 0.08s, 0.12s, 0.16s, 0.20s and 0.24s are selected in the target dead reckoning track, and four second track points whose distances from the start time of the second target time period are 0.04s, 0.08s, 0.12s, 0.16s, 0.20s and 0.24s are selected in the navigation track.

[0095] The target dead reckoning track and the navigation track can be moved to their respective coordinate origins by subtracting their respective initial positions (positions at the beginning of the second target time period) from the end position of the target dead reckoning track (position at the end of the second target time period) and the end position of the navigation track. Then the target dead reckoning track and the navigation track are projected on the target projection plane to obtain a projected target dead reckoning track and a projected navigation track. The projected target dead reckoning track includes at least a first projected track point corresponding to the first track point, and the projected navigation track includes at least a second projected track point corresponding to the second track point. Because the first track point corresponds to the second track point, the first projected track point of the first track point corresponds to the second projected track point of the second track point.

[0096] Afterwards, the elementary line transformation parameters can be determined based on the corresponding first projection track point and the second projection track point according to Formula 2, which is as follows:

[0097] x1=X1*cos(θ)+Y1*sin(θ)

[0098] y1=―X1*sin(θ)+Y1*cos(θ)

[0099] The elementary row transformation parameters include cos(θ) and sin(θ), x1 and y1 are the coordinates of the first projection track point, and X1 and Y1 are the coordinates of the second projection track point corresponding to the first projection track point.

[0100] When there are multiple first track points and second track points determined, there are also multiple first projection track points and second projection track points obtained, and there are also multiple elementary row transformation parameters determined according to Formula 2. At this time, the multiple elementary row transformation parameters are averaged as the elementary row transformation parameters used in subsequent calculation processes.

[0101] After obtaining the elementary row transformation parameters, each dead reckoning track point in the target dead reckoning track is transformed based on the elementary row transformation parameters to obtain a target transformed track corresponding to the target dead reckoning track under the target pulse delay parameters; the target transformed track includes transformed track points of the vehicle at each second collection time point within the second target time period, and one transformed track point corresponds to one dead reckoning track point at one second collection time point in the target dead reckoning track (that is, after one dead reckoning track point is transformed, one transformed track point is obtained).

[0102] After obtaining the target dead reckoning track and the corresponding target transformed track, the mean square error between the target dead reckoning track and the target transformed track can be determined according to each dead reckoning track point in the target dead reckoning track and each transformed track point in the target transformed track, as the mean square error of the track of the vehicle in the second target time period under the target pulse delay parameter.

[0103] Specifically, the aforementioned track mean square error calculation process refers to Formula 3, which is as follows:

[0104]

[0105] Where T2 is the number of second acquisition time points in the second target period (the same as the number of dead reckoning track points in the target dead reckoning track and the number of transformed track points in the target dead reckoning track) x i and i is the coordinate of the i-th dead reckoning track point in the target dead reckoning track after projection on the target projection plane, X R_i and Y R_i is the coordinate of the i-th transformed track point in the target transformed track after projection on the target projection plane, wherein the i-th dead reckoning track point corresponds to the i-th transformed track point (that is, the i-th transformed track point is obtained by transforming the i-th dead reckoning track point).

[0106] It is worth mentioning that in the present application, the plane coordinates are used to determine the mean square error of the track. Therefore, in some embodiments, each dead reckoning track point in the target dead reckoning track can also be projected on the target projection plane to obtain the target projection dead reckoning track. At this time, the target projection dead reckoning track includes the projection dead reckoning track points at each second acquisition time point (one projection dead reckoning track point corresponds to one dead reckoning track point); then, each projection dead reckoning track point in the target projection dead reckoning track is transformed based on the elementary row transformation parameter to obtain the target projection transformed track corresponding to the target projection dead reckoning track under the target pulse delay parameter; the target projection transformed track includes the projection transformed track points at each second acquisition time point (one projection transformed track point corresponds to one projection dead reckoning track point); then, based on each projection dead reckoning track point in the target projection dead reckoning track and each projection transformed track point in the target projection transformed track, the mean square error between the target projection dead reckoning track and the target transformed track is determined in accordance with Formula 3 as the mean square error of the track of the vehicle in the second target time period.

[0107] According to the above process, for each second time period, the mean square error of the vehicle's track in the second time period can be determined as m (m is the number of the above-mentioned preset pulse delay parameters), and the preset pulse delay parameter corresponding to the smallest track mean square error is selected as the initial pulse delay parameter of the vehicle in the second time period.

[0108] In this embodiment, the vehicle's posture during the second time period meets the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system reaches a preset number of satellites, the vehicle's speed does not exceed the target speed, and the vehicle's heading angle change value meets the heading range condition.

[0109] Each second time period may include multiple second collection time points, and the vehicle's heading angle change value refers to the heading angle change value of the combined navigation system between two adjacent second collection time points in the second time period. The heading range condition may mean that the minimum value of the vehicle's heading angle change value is not greater than the first threshold or the minimum value of the heading angle change value is not less than the second threshold, wherein the first threshold is less than the second threshold. The first threshold value being less than the second threshold value may be a value set based on demand, for example, the first threshold value is -1.0rad and the second threshold value is 1.0rad. That is, the heading range condition is: Max. ΔHeading ≥ΔHeading c or Min ΔHeading ≤―ΔHeading c , where Max ΔHeading is the maximum value of the heading angle change at the second time end; Min ΔHeading is the minimum value of the heading angle change in the second time period.

[0110] In this embodiment, after executing the step of obtaining the average unit wheel speed pulse value as the unit wheel speed pulse value, for each time point (the interval between adjacent time points can be a value set based on demand, for example, the interval between adjacent time points is 0.02s), the vehicle posture, the number of receiving satellites corresponding to the navigation system, and the vehicle speed are collected. At a certain time point, the vehicle posture meets the target posture condition (that is, X std ≤X std_c ,Y std ≤Y std_c , Heading std ≤Heading std_c ,Pitch std ≤Picth std_c ), the number of receiving satellites corresponding to the vehicle's navigation system reaches the preset number of satellites and the vehicle's speed does not exceed the target speed (Vehspd (vehicle speed) ≤ Vehspd c ), determine this time point as the second starting time point.

[0111] At this time, the second starting time point can be used as the starting moment of the time period. For each time point after the second starting time point, if the vehicle's posture at this time point meets the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system reaches the preset number of satellites, and the vehicle's speed does not exceed the target speed, and the heading angle change values ​​of all time points involved between the second starting time point and this time point meet the heading range condition, the time period continues to be timed until the duration of the time period reaches the second duration (that is, the duration required by the aforementioned second time period), the timing is ended, and the time period is determined as a second time period, and each time point in the second time period is determined as a second collection time point.

[0112] If at any time point after the second starting time point, if the vehicle's posture at this time point does not meet the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system does not reach the preset number of satellites, the vehicle's speed exceeds the target speed, or the heading angle change values ​​​​at all time points involved between the second starting time point and this time point do not meet the heading range condition, then this time point is used as the end time of the time period. If the duration of the time period does not reach the second duration, the time period is discarded and the second time period is re-determined according to the above process.

[0113] Generally speaking, the interval between two adjacent time points is fixed. Therefore, the number of time points can be counted starting from the second starting time point, and whether the duration of the time period reaches the second duration can be determined based on the counted number of time points.

[0114] In the present application, multiple second time periods can be determined according to the aforementioned process, and then the initial pulse delay parameters of the vehicle in each second time period can be determined.

[0115] S202: Determine an average value of initial pulse delay parameters of the vehicle in multiple second time periods as a pulse delay parameter.

[0116] The delay parameter threshold may be a value set based on demand, for example, 2k (k is the aforementioned point spacing).

[0117] In this embodiment, the average value of the initial pulse delay parameters of the vehicle in multiple second time periods may be directly calculated as the pulse delay parameter.

[0118] In other embodiments, S202 may also include: if the difference between the maximum initial pulse delay parameter and the minimum initial pulse delay parameter of the vehicle in multiple second time periods does not exceed the delay parameter threshold, determining the average value of the initial pulse delay parameters of the vehicle in multiple second time periods as the pulse delay parameter.

[0119] If the difference between the maximum initial pulse delay parameter and the minimum initial pulse delay parameter of the vehicle in multiple second time periods does not exceed the delay parameter threshold, the accuracy of determining the data in each second time period is high, and the average value of the initial pulse delay parameters of the vehicle in multiple second time periods is directly calculated as the pulse delay parameter in the target tire parameter to replace the existing pulse delay parameters of the vehicle. That is, In the case of Where n is the number of the second time period, is the initial pulse delay parameter of the vehicle in the i-th second time period.

[0120] If the difference between the maximum initial pulse delay parameter and the minimum initial pulse delay parameter of the vehicle in multiple second time periods exceeds the delay parameter threshold, the accuracy of the data in the second time period corresponding to the maximum and minimum values ​​is determined to be low, and the maximum initial pulse delay parameter and the minimum initial pulse delay parameter can be discarded, and the two second time periods can be re-determined to repeat the above process.

[0121] It can be understood that, in this embodiment, step S102 refers to determining the vehicle track during the vehicle driving process through a dead reckoning observer based on both the unit wheel speed pulse value corresponding to the target tire and the pulse delay parameter of the vehicle.

[0122] In this embodiment, the track determination process is as follows: Figure 4-5 As shown. First, the unit wheel speed pulse value is determined. Figure 4 As shown, firstly, the first precondition is determined. If the vehicle's posture meets the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system reaches the preset number of satellites, and the vehicle's speed does not exceed the target speed, it is determined that the condition is met, and the T1 counter starts counting (counting time points, with a fixed interval between adjacent time points). During the counting period of the T1 counter, the first condition is determined. If the vehicle's posture meets the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system reaches the preset number of satellites, the vehicle's speed does not exceed the target speed, and the vehicle's heading change range does not exceed the range threshold, it is determined that the first condition is met, and the T1 counter continues to count until the number of time points reaches the first number of time points (that is, the duration of the time period at this time reaches the aforementioned first duration), and a first time period is obtained; if during the counting period of the T1 counter, before the number of time points reaches the first number of time points, the first condition is not met, the T1 counter is reset, the count is discarded, and the first precondition is determined again.

[0123] Repeat n times to obtain n first time periods, then determine the initial unit wheel speed pulse value of each of the n first time periods, and compare the initial unit wheel speed pulse values ​​in the n first time periods. If the difference between the largest initial unit wheel speed pulse value and the smallest initial unit wheel speed pulse value does not exceed the pulse difference threshold, determine the average of the initial unit wheel speed pulse values ​​of each of the n first time periods, and replace the existing unit wheel speed pulse value according to the average to update the unit wheel speed pulse value. At this time, determine the tire flag to be 1. If the difference between the largest initial unit wheel speed pulse value and the smallest initial unit wheel speed pulse value exceeds the pulse difference threshold, discard the maximum value and the minimum value, and return to repeat the determination of the first time period twice to replace the discarded maximum value and the minimum value to update the unit wheel speed pulse value.

[0124] When the tire flag is 1, it is determined that the unit wheel speed pulse value has changed, and the existing pulse delay parameters need to be adjusted. At this time, the pulse delay parameters are determined. Figure 5 As shown, the first precondition is first determined. When the first precondition is met, the T2 counter starts counting (counting time points, with the intervals between adjacent time points being fixed). During the counting period of the T2 counter, the second condition is determined. If the vehicle's posture meets the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system reaches the preset number of satellites, the vehicle's speed does not exceed the target speed, and the vehicle's heading angle change value meets the heading range condition, it is determined that the second condition is met, and the T2 counter continues counting until the number of time points reaches the second number of time points (that is, the duration of the time period at this time reaches the aforementioned second duration), and a second time period is obtained; if during the counting period of the T2 counter, before the number of time points reaches the second number of time points, the second condition is not met, the T2 counter is reset, the count is discarded, and the first precondition is determined again.

[0125] After obtaining the second time period, for multiple preset pulse delay parameters, the corresponding extrapolated track is determined for each preset pulse delay parameter based on the data in the second time period, and the track mean square error corresponding to each preset pulse delay parameter is determined based on the extrapolated track corresponding to each preset pulse delay parameter, and the preset pulse delay parameter corresponding to the minimum mean square error is determined as the initial pulse delay parameter for the second time period.

[0126] Repeat the above process m times to obtain the initial pulse delay parameters of m second time periods, and then compare the m initial pulse delay parameters. If the difference between the maximum initial pulse delay parameter and the minimum initial pulse delay parameter does not exceed the delay parameter threshold, determine the average value of the initial pulse delay parameters in the m second time periods, replace the existing pulse delay parameters with the average value, and update the pulse delay parameters. After the pulse delay parameters are updated, the tire flag is 0. If the difference between the maximum initial pulse delay parameter and the minimum initial pulse delay parameter exceeds the delay parameter threshold, discard the maximum value and the minimum value, and return to repeat the determination of the first time period twice to replace the discarded maximum value and the minimum value to determine the updated pulse delay parameter.

[0127] Afterwards, when the vehicle determines that the tire mark is 0, the vehicle track is determined based on the most recently obtained pulse delay parameter (updated according to the above process) and the unit wheel speed pulse value (updated according to the above process).

[0128] In this embodiment, the pulse delay parameters of the vehicle are adjusted according to the driving conditions of the vehicle in each second time period. The pulse delay parameters of the vehicle are related to the actual vehicle condition of the vehicle in the second time period, so that the determined pulse delay parameters are more consistent with the actual conditions of the target tires of the vehicle, and the accuracy of the pulse delay parameters is high, thereby effectively reducing the situation in which the determined vehicle track is inaccurate due to the mismatch between the fixed existing pulse delay parameters and the actual conditions of the target tires of the vehicle and the low accuracy of the existing pulse delay parameters when determining the vehicle track, thereby improving the accuracy of the determined vehicle track.

[0129] See attached Figure 6 , Figure 6 The structure block diagram of a track determination device proposed in one embodiment of the present application is shown. The device 1200 includes:

[0130] The acquisition module 1210 is used to acquire target tire parameters corresponding to the target tire of the vehicle during the driving process; the target tire parameters include the unit wheel speed pulse value corresponding to the target tire; the method for acquiring the unit wheel speed pulse value includes: determining the initial unit wheel speed pulse value of the target tire in each first time period according to the mileage of the target tire in each first time period; averaging the initial unit wheel speed pulse values ​​of the target tire in multiple first time periods to obtain the average unit wheel speed pulse value corresponding to the target tire; if the absolute value of the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is greater than the unit wheel speed pulse threshold, acquiring the average unit wheel speed pulse value as the unit wheel speed pulse value;

[0131] The determination module 1220 is used to determine the vehicle track during the vehicle driving process according to the target tire parameters.

[0132] Optionally, each first time period includes multiple first collection time points; the device also includes a first parameter determination module, which is used to determine the initial unit wheel speed pulse value of the target tire in the first target time period based on the ratio of the mileage of the target tire in the first target time period to the cumulative value of the wheel speed pulse of the target tire in the first target time period; the first target time period is any one of the multiple first time periods.

[0133] Optionally, the target tire parameters also include a pulse delay parameter corresponding to the vehicle; the device also includes a second parameter determination module, which is used to obtain an initial pulse delay parameter of the vehicle in a second target time period among multiple second time periods after executing the step of obtaining an average unit wheel speed pulse value as the unit wheel speed pulse value; the second target time period is any one of the multiple second time periods; the initial pulse delay parameter is determined based on the difference between the navigation track and the calculated track of the vehicle in the second target time period; the navigation track refers to the vehicle track determined based on the navigation data of the navigation system in the second target time period, and the calculated track refers to the vehicle track estimated based on the preset pulse delay parameter in the second target time period; determine the average value of the initial pulse delay parameters of the vehicle in multiple second time periods as the pulse delay parameter.

[0134] Optionally, there are multiple preset pulse delay parameters; each preset pulse delay parameter corresponds to an estimated track; the second parameter determination module is also used to determine the target estimated track of the vehicle in the second target time period under the target delay parameter based on the heading angle change value, the unit wheel speed pulse value and the target pulse delay parameter in the second target time period; the target pulse delay parameter is any one of the multiple preset pulse delay parameters; based on the navigation data of the navigation system at multiple second acquisition time points in the second target time period, the navigation track of the vehicle in the second target time period is determined; based on the target estimated track and the navigation track, the track mean square error of the vehicle in the second target time period under the target pulse delay parameter is determined; the preset pulse delay parameter corresponding to the track mean square error with the smallest value is obtained as the initial pulse delay parameter of the vehicle in the second target time period.

[0135] Optionally, the target dead reckoning track includes the dead reckoning track points of the vehicle at each second collection time point in the second target time period; the navigation track includes the navigation track points of the vehicle at each second collection time in the second target time period; the second parameter determination module is further used to determine the elementary row transformation parameters based on the first track point in the target dead reckoning track and the second track point corresponding to the first track point in the navigation track; transform each dead reckoning track point in the target dead reckoning track based on the elementary row transformation parameters to obtain a target transformed track corresponding to the target dead reckoning track under the target pulse delay parameters; the target transformed track includes the transformed track points of the vehicle at each second collection time point in the second target time period; and determine the mean square error of the track of the vehicle in the second target time period under the target pulse delay parameters according to each dead reckoning track point in the target dead reckoning track and each transformed track point in the target transformed track.

[0136] Optionally, the first parameter determination module is also used to project the navigation coordinates of the vehicle at each first collection time point within the first target time period onto the target projection plane to obtain the plane projection coordinates of the vehicle at each first collection time point within the first target time period; the first target time period is any one of multiple first time periods; the navigation coordinates at the first collection time point are determined based on the navigation data of the navigation system at the first collection time point; according to the plane projection coordinates of the vehicle at each first collection time point within the first target time period, the driving distance of the vehicle on the target projection plane within the first target time period is determined as the mileage of the target tire within the first target time period.

[0137] In several embodiments provided in the present application, the coupling between modules may be electrical, mechanical or other forms of coupling.

[0138] In addition, each functional module in each embodiment of the present application can be integrated into a processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The above integrated modules can be implemented in the form of hardware or software functional modules.

[0139] On the other hand, the present application also provides a computer-readable storage medium, in which program code is stored. The program code can be called by a processor to execute the method described in the above method embodiment.

[0140] The computer readable storage medium can be an electronic memory such as a flash memory, an EEPROM (electrically erasable programmable read-only memory), an EPROM, a hard disk, or a cluster of ROMs. Optionally, the computer readable storage medium includes a non-transitory computer-readable storage medium. The computer readable storage medium has storage space for program codes that execute any of the method steps in the above method. These program codes can be read from or written to one or more computer program products. The program code can be compressed, for example, in an appropriate form.

[0141] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for determining a track, characterized in that: The method comprises: During vehicle driving, target tire parameters corresponding to the target tire of the vehicle are obtained; the target tire parameters include a unit wheel speed pulse value corresponding to the target tire; a method for obtaining the unit wheel speed pulse value includes: determining an initial unit wheel speed pulse value of the target tire in each first time period according to the mileage of the target tire in each first time period; averaging the initial unit wheel speed pulse values ​​of the target tire in the multiple first time periods to obtain an average unit wheel speed pulse value corresponding to the target tire; if the absolute value of the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is greater than a unit wheel speed pulse threshold, obtaining the average unit wheel speed pulse value as the unit wheel speed pulse value; The vehicle track during the vehicle driving process is determined according to the target tire parameters.

2. The method according to claim 1, characterized in that Each of the first time periods includes a plurality of first collection time points; determining the initial unit wheel speed pulse value of the target tire in each of the first time periods according to the mileage of the target tire in each of the first time periods includes: Based on the ratio of the mileage of the target tire in the first target time period to the accumulated wheel speed pulse value of the target tire in the first target time period, the initial unit wheel speed pulse value of the target tire in the first target time period is determined; the first target time period is any one of the multiple first time periods.

3. The method according to claim 1, characterized in that The target tire parameters also include pulse delay parameters corresponding to the vehicle; The method for obtaining the pulse delay parameter includes: After executing the step of obtaining the average unit wheel speed pulse value as the unit wheel speed pulse value, obtaining an initial pulse delay parameter of the vehicle in a second target time period among a plurality of second time periods; the second target time period is any one of the plurality of second time periods; the initial pulse delay parameter is determined according to the difference between the navigation track and the dead reckoning track of the vehicle in the second target time period; the navigation track refers to the vehicle track determined based on the navigation data of the navigation system in the second target time period, and the dead reckoning track refers to the vehicle track of the vehicle in the second target time period estimated based on the preset pulse delay parameter; An average value of the initial pulse delay parameters of the vehicle in the plurality of second time periods is determined as the pulse delay parameter.

4. The method according to claim 3, characterized in that: There are multiple preset pulse delay parameters; each preset pulse delay parameter corresponds to a dead reckoning track; The obtaining of the initial pulse delay parameter of the vehicle in a second target time period among the plurality of second time periods comprises: Determining a target dead reckoning track of the vehicle within the second target period under the target delay parameter based on the heading angle change value within the second target period, the unit wheel speed pulse value and the target pulse delay parameter; the target pulse delay parameter being any one of the plurality of preset pulse delay parameters; determining a navigation track of the vehicle within the second target time period based on navigation data of the navigation system at a plurality of second collection time points within the second target time period; Determining a mean square error of a track of the vehicle within the second target time period under the target pulse delay parameter based on the target dead reckoning track and the navigation track; A preset pulse delay parameter corresponding to the track mean square error with the smallest value is obtained as the initial pulse delay parameter of the vehicle in the second target time period.

5. The method according to claim 4, characterized in that The target dead reckoning track includes the dead reckoning track point of the vehicle at each second collection time point in the second target period; the navigation track includes the navigation track point of the vehicle at each second collection time in the second target period; The determining, based on the target dead reckoning track and the navigation track, a track mean square error of the vehicle within the second target time period under the target pulse delay parameter comprises: determining an elementary row transformation parameter based on a first track point in the target dead reckoning track and a second track point in the navigation track corresponding to the first track point; Transforming each dead reckoning track point in the target dead reckoning track based on the elementary row transformation parameter to obtain a target transformed track corresponding to the target dead reckoning track under the target pulse delay parameter; the target transformed track includes the transformed track points of the vehicle at each second collection time point within the second target time period; According to each dead reckoning track point in the target dead reckoning track and each transformed track point in the target transformed track, a mean square error of the track of the vehicle in the second target time period under the target pulse delay parameter is determined.

6. The method according to any one of claims 3 to 5, characterized in that: During the first time period, the position and posture of the vehicle meets the target position and posture condition, the number of receiving satellites corresponding to the navigation system of the vehicle reaches a preset number of satellites, the speed of the vehicle does not exceed the target speed, and the extreme difference of the heading change of the vehicle does not exceed the extreme difference threshold; During the second time period, the vehicle's posture meets the target posture condition, the number of receiving satellites corresponding to the vehicle's navigation system reaches a preset number of satellites, the vehicle's speed does not exceed the target speed, and the vehicle's heading angle change value meets the heading range condition.

7. The method according to claim 1, characterized in that Each of the first time periods includes a plurality of first collection time points; before determining the initial unit wheel speed pulse value of the target tire in each of the first time periods according to the mileage of the target tire in each of the first time periods, the method further includes: Projecting the navigation coordinates of the vehicle at each first collection time point in a first target time period onto a target projection plane to obtain the plane projection coordinates of the vehicle at each first collection time point in the first target time period; the first target time period is any one of the multiple first time periods; the navigation coordinates of the first collection time point are determined based on the navigation data of the navigation system at the first collection time point; According to the plane projection coordinates of the vehicle at each first collection time point in the first target time period, the travel distance of the vehicle on the target projection plane in the first target time period is determined as the mileage of the target tire in the first target time period.

8. A track determination device, characterized in that: The device comprises: An acquisition module is used to acquire target tire parameters corresponding to a target tire of the vehicle during vehicle driving; the target tire parameters include a unit wheel speed pulse value corresponding to the target tire; a method for acquiring the unit wheel speed pulse value includes: determining an initial unit wheel speed pulse value of the target tire in each first time period according to the mileage of the target tire in each first time period; averaging the initial unit wheel speed pulse values ​​of the target tire in the multiple first time periods to obtain an average unit wheel speed pulse value corresponding to the target tire; if the absolute value of the difference between the average unit wheel speed pulse value and the existing unit wheel speed pulse value is greater than a unit wheel speed pulse threshold, acquiring the average unit wheel speed pulse value as the unit wheel speed pulse value; A determination module is used to determine the vehicle track during the vehicle's travel according to the target tire parameters.

9. A vehicle, characterized in that: include: one or more processors; Memory; One or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, and the one or more applications are configured to execute the method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a program code executable by a processor, and when the program code is executed by the processor, the processor executes the method according to any one of claims 1 to 7.

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