Method and device for correcting IMU installation angle of vehicle, electronic equipment, storage medium and program product

Abstract

The embodiment of the invention provides a method and a device for correcting an IMU (Inertial Measurement Unit) mounting angle of a vehicle, electronic equipment, a storage medium and a program product. The method comprises the steps of obtaining a first speed collected by a front wheel speedometer on a vehicle, obtaining a latest front wheel turning angle, and decomposing the first speed based on the front wheel turning angle to obtain a second speed; wherein the second speed includes a forward speed and a lateral speed of the vehicle. And meanwhile, the vehicle speed of the vehicle at the previous moment obtained by performing fusion processing on the obtained multi-sensor data is obtained, then the IMU mounting angle at the current moment is corrected according to the second speed and the obtained vehicle speed of the vehicle at the previous moment, and the corrected IMU mounting angle at the current moment is obtained. Wherein the corrected IMU mounting angle comprises an IMU pitching mounting angle, an IMU rolling mounting angle and an IMU course mounting angle. The method is used for achieving the effect that three different mounting angles in the IMU mounting angles can be corrected.

Description

Technical Field

[0001] The present application relates to the field of vehicle automatic driving or assisted driving technology, and in particular to a method, device, electronic device, storage medium and program product for correcting the IMU installation angle of a vehicle. Background Art

[0002] An inertial measurement unit (IMU) is installed in the vehicle, and the driving process of the vehicle is controlled by the data collected by the IMU. When controlling the driving process of the vehicle through the data collected by the IMU, the IMU installation angle of the IMU must be determined, and then the data collected by the IMU must be corrected based on the IMU installation angle. The IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle, and the IMU heading installation angle.

[0003] Furthermore, there is an urgent need for a method that can correct the three different installation angles of the IMU installation angle. Summary of the invention

[0004] The embodiments of the present application provide a method, device, electronic device, storage medium and program product for correcting the IMU installation angle of a vehicle, so as to achieve the effect of correcting three different installation angles of the IMU installation angle.

[0005] In a first aspect, an embodiment of the present application provides a method for correcting an IMU installation angle of a vehicle, comprising:

[0006] In response to obtaining a first speed at a current moment collected by a front wheel speedometer on the vehicle, obtaining a front wheel steering angle on the vehicle at a previous moment, and determining a second speed according to the first speed and the front wheel steering angle; wherein the second speed includes a forward speed and a lateral speed of the vehicle;

[0007] Get the vehicle speed at the last moment;

[0008] According to the forward speed and lateral speed in the second speed, and the vehicle speed at the previous moment, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment; wherein the corrected IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle and the IMU heading installation angle.

[0009] In a second aspect, an embodiment of the present application provides a device for correcting an IMU installation angle of a vehicle, comprising:

[0010] a determination module, configured to obtain a front wheel turning angle of the vehicle at a previous moment in response to obtaining a first speed at a current moment collected by a front wheel speedometer on the vehicle, and determine a second speed according to the first speed and the front wheel turning angle; wherein the second speed includes a forward speed and a lateral speed of the vehicle;

[0011] An acquisition module, used to acquire the vehicle speed at the last moment;

[0012] A correction module is used to correct the IMU installation angle at the current moment according to the forward speed and the lateral speed in the second speed, and the vehicle speed at the previous moment, to obtain the corrected IMU installation angle at the current moment; wherein the corrected IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle and the IMU heading installation angle.

[0013] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0014] The memory stores computer-executable instructions;

[0015] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0016] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect above and / or various possible implementations of the first aspect.

[0017] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the above first aspect and / or various possible implementation methods of the first aspect.

[0018] The method, device, electronic device, storage medium and program product for correcting the IMU installation angle of a vehicle provided in the embodiment of the present application, if the first speed at the current moment collected by the front wheel speedometer on the vehicle is obtained, the latest front wheel angle on the vehicle is obtained, and the first speed is decomposed based on the front wheel angle to obtain the second speed. Wherein, the second speed includes the forward speed and lateral speed of the vehicle. At the same time, the vehicle speed of the vehicle at the previous moment is obtained by fusing the obtained multi-sensor data, and then the IMU installation angle error is determined according to the second speed and the vehicle speed of the vehicle at the previous moment; wherein, the IMU installation angle error includes the error value of the IMU pitch installation angle, the error value of the IMU roll installation angle, and the error value of the IMU heading installation angle. Then, according to the IMU installation angle error, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment. Wherein, the corrected IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle and the IMU heading installation angle.

[0019] Since the second speed includes the forward speed and lateral speed of the vehicle, it is possible to distinguish whether the speed difference is caused by the forward acceleration measurement error or the IMU pitch installation angle, and it is also possible to distinguish whether the speed difference is caused by the vehicle turning or the IMU heading installation angle. Thus, the IMU pitch installation angle and the IMU heading installation angle can be accurately corrected.

[0020] Moreover, when the vehicle rolls, the lateral speed of the vehicle increases, while the forward speed of the vehicle may remain unchanged or change slightly. By considering these two speeds at the same time, the roll angle of the vehicle can be accurately estimated. At the same time, the data collected by the IMU will be affected by the roll installation angle of the IMU, thereby affecting the roll angle of the vehicle in the vehicle angle at the current moment obtained by fusion processing of data collected by multiple sensors such as the IMU, and then affecting the lateral speed and forward speed of the vehicle in the vehicle speed at the current moment obtained by fusion processing based on the roll angle of the vehicle at the current moment.

[0021] Next, the error value of the IMU roll installation angle can be determined based on the difference between the lateral speed of the vehicle in the second speed and the lateral speed of the vehicle in the vehicle speed at the previous moment, as well as the difference between the forward speed of the vehicle in the second speed and the forward speed of the vehicle in the vehicle speed at the previous moment. Then, based on the error value of the IMU roll installation angle, the IMU roll installation angle at the current moment is corrected, and the corrected IMU roll installation angle at the current moment can be accurately obtained. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0023] Figure 1 A schematic diagram of a flow chart of a method for correcting an IMU installation angle of a vehicle provided in the present application;

[0024] Figure 2 A schematic diagram of a flow chart of another method for correcting the IMU installation angle of a vehicle provided in the present application;

[0025] Figure 3 A schematic flow chart of another method for correcting the IMU installation angle of a vehicle provided by the present application;

[0026] Figure 4 A schematic diagram of the structure of the IMU installation angle correction device for the vehicle provided in this application;

[0027] Figure 5 A schematic diagram of the structure of the electronic device provided in this application.

[0028] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0029] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0030] First, the terms involved in this application are explained:

[0031] Inertial Measurement Unit (IMU): refers to a sensor that uses inertial changes to collect the acceleration and rotation of an object. For example, an IMU may include an accelerometer, a gyroscope, and a magnetometer. The accelerometer can collect the acceleration of an object (such as the acceleration of a vehicle), the gyroscope can collect the angular velocity of an object (such as the angular velocity of a vehicle), and the magnetometer can collect the magnetic field strength value of an object. The vehicle's angle can be predicted by integrating the acceleration and angular velocity of the vehicle.

[0032] IMU coordinate system: It is a reference coordinate system fixed on the IMU. This coordinate system moves with the movement of the IMU and is used to measure and report the movement and direction of the IMU itself. For example, the origin of the coordinate system can be located at the center of the IMU sensor, the lateral axis (X axis) can be parallel to the width of the vehicle and point to the right side of the vehicle, the longitudinal axis (Y axis) can be parallel to the length of the vehicle and point to the front of the vehicle, and the vertical axis (Z axis) can be perpendicular to the lateral and longitudinal axes.

[0033] Vehicle coordinate system: It is a reference coordinate system fixed on the vehicle. This coordinate system moves with the movement of the vehicle and is used to describe the dynamic behavior of the vehicle itself and the position of vehicle components. For example, the origin of the coordinate system can be located at the center of the rear axle of the vehicle, the lateral axis (X axis) can point to the front of the vehicle, the longitudinal axis (Y axis) can point to the right of the vehicle, and the vertical axis (Z axis) can point to the bottom of the vehicle.

[0034] Global coordinate system: It is a fixed reference coordinate system used to describe the absolute position and orientation of the vehicle in the environment. This coordinate system is usually referenced to the earth, such as the coordinate system used by high-precision maps.

[0035] Euler angle: refers to a method for describing the rotation of a rigid body in three-dimensional space, in which a set of three angles is used to represent the rotation angle around three different coordinate axes. In different application scenarios, the definition of Euler angle (including the order of rigid body rotation and the rotation axis used, etc.) may be different. In the same application scenario, the definition of Euler angle of the same rigid body must be the same to ensure consistency. Euler angle can be a vector in the form of a 3*1 matrix (the 3 values ​​in the 3*1 matrix represent the rotation angles around the 3 coordinate axes respectively), or it can be in the form of a quaternion (of the four elements in the quaternion, the first three elements represent the rotation angles around the 3 coordinate axes respectively, and the last element is a constant 1, which is used to indicate that this is an Euler angle rather than a quaternion). The Euler angles in the various embodiments of the present application are illustrated by taking a vector in the form of a 3*1 matrix as an example.

[0036] Rotation matrix: refers to a mathematical tool used to represent the rotation of a rigid body in three-dimensional space. It is a 3×3 matrix. The Euler angle and its corresponding rotation matrix can be converted to each other through a preset formula (different definitions of Euler angles correspond to different preset formulas for the conversion between Euler angles and rotation matrices). Euler angles and their corresponding rotation matrices can be understood as being essentially the same, but with different forms of expression and different application scenarios. Since the rotation matrix is ​​essentially an orthogonal matrix (its determinant is 1, and its transpose is equal to its inverse matrix), it has good numerical stability when the rotation matrix is ​​compounded multiple times, and therefore, is more suitable for complex mathematical operations. Since the Euler angle is intuitive and easy to understand, it is more suitable for application scenarios with simple angle adjustments.

[0037] IMU installation angle: refers to the rotation angle of the IMU relative to the ideal installation position of the vehicle. Ideally, the IMU should be installed in a fixed position on the vehicle, and its coordinate axis should be aligned with the coordinate axis of the vehicle. However, in actual applications, due to installation errors, manufacturing tolerances, bumps during vehicle driving, IMU wear and other factors, the coordinate axis of the IMU may deviate from the coordinate axis of the vehicle. These deviations are called the installation angle of the IMU, which is the angle of the IMU coordinate system relative to the vehicle body coordinate system when the IMU is installed on the vehicle, including:

[0038] IMU pitch installation angle: the inclination angle of the IMU's longitudinal axis (usually parallel to the front-to-back direction of the vehicle) relative to the vehicle's horizontal plane;

[0039] IMU roll installation angle: The inclination angle of the IMU's lateral axis (usually parallel to the left and right direction of the vehicle) relative to the horizontal plane of the vehicle;

[0040] IMU heading installation angle: the rotation angle of the IMU's vertical axis (usually parallel to the vehicle's up and down direction) relative to the vehicle's forward direction;

[0041] The IMU installation angle in each embodiment of the present application is illustrated by taking the Euler angle in the form of a 3*1 matrix vector as an example, and it is assumed that when determining the IMU installation angle, the Euler angle is defined as first rotating around the z-axis of the vehicle coordinate system to determine the IMU heading installation angle, then rotating around the y-axis of the vehicle coordinate system to determine the IMU pitch installation angle, and finally rotating around the x-axis of the vehicle coordinate system to determine the IMU roll installation angle.

[0042] Vehicle angle: refers to the posture of the vehicle in three-dimensional space, including:

[0043] The pitch angle of a vehicle refers to the up and down tilt angle of the vehicle along the forward direction. When the front end of the vehicle is raised or lowered relative to the rear end, the pitch angle changes;

[0044] Roll angle of a vehicle: refers to the left-right tilt angle of the vehicle along the vertical axis. When one side of the vehicle is raised relative to the other side, a change in the roll angle occurs;

[0045] Yaw: The vehicle's rotation angle relative to a fixed reference direction (such as geographic north). The yaw describes the vehicle's forward direction;

[0046] The vehicle angle in each embodiment of the present application is described by taking the Euler angle in the form of a 3*1 matrix vector as an example, and it is assumed that when determining the vehicle angle, the Euler angle is defined as first rotating around the z-axis of the global coordinate system to determine the heading angle of the vehicle, then rotating around the y-axis of the global coordinate system to determine the pitch angle of the vehicle, and finally rotating around the x-axis of the global coordinate system to determine the roll angle of the vehicle;

[0047] The rotation order of the coordinate axes in the Euler angle definition for determining the vehicle angle and the rotation order of the coordinate axes in the Euler angle definition for determining the IMU installation angle can be the same or different (different Euler angle definitions correspond to different rotation matrices). The embodiments in this application are explained by taking the example that the rotation order of the coordinate axes in the Euler angle definition for determining the vehicle angle and the rotation order of the coordinate axes in the Euler angle definition for determining the IMU installation angle are the same.

[0048] Wheel speed meter: A sensor used to measure vehicle speed, which can be installed on the wheel hub of a vehicle, for example. The vehicle speed can be calculated by first measuring the rotation speed of the wheel, and then calculating the vehicle speed based on parameters such as the rotation speed of the wheel, the circumference of the tire, and the diameter of the tire. For example, a wheel speed meter can be installed on the wheel hub of a rear wheel to collect vehicle speed, or a wheel speed meter can be installed on each of the wheel hubs of two rear wheels to collect vehicle speed together. Similarly, a wheel speed meter can be installed on the wheel hub of a front wheel to collect vehicle speed, or a wheel speed meter can be installed on each of the wheel hubs of two front wheels to collect vehicle speed together. This embodiment does not limit the installation method of the wheel speed meter and the method of calculating the vehicle speed, as long as the vehicle speed can be collected by the wheel speed meter.

[0049] Adjustment coefficient corresponding to the wheel speed meter: The wheel speed meter uses the tire circumference and tire diameter when calculating the vehicle speed. When the tire is worn, or the tire pressure is insufficient, causing the tire to deform and the tire diameter to decrease, the calculated vehicle speed will have errors. Therefore, the adjustment coefficient corresponding to the wheel speed meter is needed to correct the vehicle speed collected by the wheel speed meter. Due to the differences in various factors such as the vehicle's drive form, suspension system, road conditions and load distribution, the movement states of the front and rear wheels of the vehicle are also different when turning, accelerating, braking, etc. Therefore, the vehicle speed collected by the front wheel speed meter is different from the vehicle speed collected by the rear wheel speed meter. Therefore, the adjustment coefficient corresponding to the wheel speed meter includes the front wheel adjustment coefficient corresponding to the front wheel speed meter and the rear wheel adjustment coefficient corresponding to the rear wheel speed meter.

[0050] When there is an IMU installation angle in the vehicle's autonomous driving or assisted driving scenario, the acceleration and angular velocity of the vehicle collected by the IMU are relative to its IMU coordinate system, and the IMU coordinate system is not completely aligned with the vehicle body coordinate system at this time. Therefore, the acceleration and angular velocity of the vehicle collected by the IMU will include the deviation caused by the IMU installation angle. In turn, the autonomous driving or assisted driving decision made based on the vehicle's acceleration and angular velocity is inaccurate.

[0051] Therefore, it is necessary to correct the acceleration and angular velocity of the vehicle collected by the IMU based on the IMU installation angle, so as to eliminate the deviation in the data collected by the IMU, making the data collected by the IMU more accurate, so as to make the vehicle's automatic driving or assisted driving decision more accurate. Among them, the IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle and the IMU heading installation angle.

[0052] In one example, the vehicle can determine the IMU installation angle deviation based on the rear wheel vehicle speed (including only the forward speed of the vehicle) at the current moment acquired by the rear wheel speedometer on the vehicle and the vehicle speed at the previous moment; wherein the IMU installation angle deviation includes the deviation value of the IMU pitch installation angle and the deviation value of the IMU heading installation angle. Then, based on the IMU installation angle deviation, the IMU installation angle at the current moment is updated to obtain the updated IMU installation angle at the current moment; wherein the updated IMU installation angle includes the IMU pitch installation angle and the IMU heading installation angle.

[0053] It is worth noting that the "current moment" in each embodiment of the present application can be understood as the current time point. For example, the rear wheel vehicle speed at the current moment acquired by the rear wheel speedometer on the vehicle can be understood as the rear wheel vehicle speed at the current time point acquired by the rear wheel speedometer on the vehicle.

[0054] It can be understood that, for example, a vehicle can be provided with multiple sensors (such as a rear wheel speedometer, a front wheel speedometer, a steering angle sensor for obtaining the front wheel turning angle, an IMU, etc.), and each sensor collects data at a certain frequency (the frequency of data collection by each sensor can be the same, different, or partially the same, and partially different, and the embodiments in this application do not limit this). After each acquisition of new data collected by a certain sensor, the acquired multi-sensor data (sensors that have not collected new data can use the sensor data collected at the last moment), the updated IMU installation angle at the current moment, the vehicle angle of the vehicle at the last moment, the vehicle speed of the vehicle at the last moment, and the vehicle position of the vehicle at the last moment can be fused based on a filtering algorithm (such as ESKF or KF) to obtain the vehicle speed of the vehicle at the current moment, the vehicle angle of the vehicle at the current moment, and the vehicle position of the vehicle at the current moment. Among them, the "last moment" in each embodiment of this application can be understood as the moment when the data collected by multiple sensors such as IMUs are fused to obtain the vehicle speed, vehicle angle, and vehicle position up to now.

[0055] The pitch angle of the vehicle affects the acceleration of the vehicle in the forward and vertical directions. Therefore, when the vehicle is driving on roads with different slopes, the data collected by the IMU will be affected by the IMU pitch installation angle, thereby affecting the pitch angle of the vehicle in the vehicle angle at the current moment obtained by the fusion processing of the data collected by multiple sensors such as the IMU, and then affecting the forward speed of the vehicle in the vehicle speed at the current moment obtained by the fusion processing based on the pitch angle of the vehicle at the current moment.

[0056] Furthermore, the deviation value of the IMU pitch installation angle can be determined based on the difference between the forward speed of the vehicle in the rear wheel vehicle speed and the forward speed of the vehicle in the vehicle speed at the previous moment (since a new sensor data is obtained, the fusion process will be performed again, and the frequency of sensor data collection is very high, therefore, the vehicle speed of the vehicle at the previous moment obtained by the fusion process can be used as the vehicle speed of the vehicle at the current moment), and then the IMU pitch installation angle at the current moment is updated according to the deviation value of the IMU pitch installation angle to obtain the updated IMU pitch installation angle at the current moment.

[0057] The heading angle of the vehicle affects the yaw direction of the vehicle. In some cases, even without the lateral velocity of the vehicle, the IMU heading installation angle deviation can be estimated through the vehicle's kinematic model and forward velocity. For example, when the vehicle is traveling in a straight line and the road has no slope, the deviation value of the IMU heading installation angle can be determined based on the difference between the forward velocity of the vehicle in the rear wheel vehicle velocity and the forward velocity of the vehicle in the vehicle velocity at the previous moment, and then the IMU heading installation angle at the current moment is updated to obtain the updated IMU heading installation angle at the current moment.

[0058] However, since the rear wheel vehicle speed only includes the forward speed of the vehicle but not the lateral speed of the vehicle, and when the vehicle rolls over, the roll angle of the vehicle determined by the data collected by the IMU affects the acceleration of the vehicle in the lateral and vertical directions, the IMU roll installation angle deviation cannot be determined based on the rear wheel vehicle speed and the vehicle speed at the previous moment, and thus, the IMU roll installation angle cannot be corrected.

[0059] Moreover, it is difficult to distinguish whether the speed difference is caused by the forward acceleration measurement deviation or the IMU pitch installation angle based on the forward speed of the vehicle without the lateral speed of the vehicle, so the IMU pitch installation angle cannot be accurately corrected. In addition, when the vehicle turns, it is difficult to distinguish whether the speed difference is caused by the vehicle turning or the IMU heading installation angle based on the forward speed of the vehicle without the lateral speed of the vehicle, so the IMU heading installation angle cannot be accurately corrected.

[0060] The present application provides a method, device, electronic device, storage medium and program product for correcting the IMU installation angle of a vehicle to solve the above-mentioned technical problems.

[0061] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0062] Figure 1 A schematic diagram of a flow chart of a method for correcting the IMU installation angle of a vehicle provided in this application, such as Figure 1 As shown, the method includes:

[0063] S101. In response to obtaining a first speed at a current moment acquired by a front wheel speedometer on a vehicle, obtaining a front wheel turning angle on the vehicle at a previous moment, and determining a second speed based on the first speed and the front wheel turning angle; wherein the second speed includes a forward speed and a lateral speed of the vehicle.

[0064] For example, the execution subject of this embodiment may be a terminal device, a client, or other devices or equipment that can implement the solution of this application, without limitation. Among them, the terminal device may be an on-board terminal or a navigation terminal in a vehicle, or a mobile terminal, a robot, an Internet of Things device, etc.

[0065] This embodiment is introduced with the execution subject being a terminal device.

[0066] Exemplarily, the front wheel speedometer on the vehicle can collect the first speed of the vehicle at the current moment, wherein the first speed is the vehicle speed in the vehicle body coordinate system, and the first speed only includes the forward speed of the vehicle. At the same time, the vehicle can also obtain the front wheel angle at the previous moment, which can also be understood as the latest front wheel angle obtained by the vehicle so far (since the acquisition frequency of the first speed and the front wheel angle is usually different, when the first speed is obtained, the front wheel angle at the previous moment can be obtained at the same time). Among them, the front wheel angle indicates the angle of rotation of the front wheel of the vehicle relative to the plane perpendicular to the forward direction of the vehicle. For example, the front wheel angle can be obtained by the steering angle sensor on the vehicle. This embodiment does not limit the method of obtaining the front wheel angle.

[0067] If the first speed is obtained, the front wheel turning angle of the vehicle at the last moment is obtained, and based on the front wheel turning angle, the first speed is decomposed to obtain the second speed, wherein the second speed includes the forward speed and the lateral speed of the vehicle.

[0068] In an example, assuming that the first speed is V1 and the front wheel turning angle of the vehicle at the previous moment is μ, the second speed is Wherein, (V1 cosμ) is the forward speed of the vehicle at the current moment collected by the front wheel speedometer, and (V1 sinμ) is the lateral speed of the vehicle at the current moment collected by the front wheel speedometer.

[0069] Among them, the principle of decomposing the first speed V1 based on the front wheel turning angle μ to obtain the second speed is: when the vehicle is traveling in a straight line, the front wheel turning angle μ is close to zero, so cosμ is approximately equal to 1, sinμ is approximately equal to 0, at this time, the forward speed in the second speed is almost equal to the first speed, and the lateral speed in the second speed is close to 0; when the vehicle turns, the front wheel turning angle μ is not zero, so cosμ and sinμ are both values ​​not equal to zero, at this time, part of the first speed is converted into the forward speed in the second speed, and the other part is converted into the lateral speed in the second speed.

[0070] S102: Obtain the vehicle speed at the last moment.

[0071] In one example, at the initial moment when the IMU installation angle is not corrected, the vehicle speed at the previous moment is obtained, including the following process:

[0072] The IMU data collected by the IMU of the vehicle at the initial moment is obtained, and the GNSS data collected by the GNSS module of the vehicle at the initial moment is obtained.

[0073] The IMU data and the GNSS data are fused to obtain the vehicle speed, the vehicle angle, and the vehicle position at the initial moment.

[0074] For example, the vehicle speed at the last moment, the vehicle angle at the last moment, and the vehicle position at the last moment can be understood as the vehicle speed, vehicle angle, and vehicle position obtained by the last fusion processing of multi-sensor data up to now.

[0075] In one example, at the initial moment when the IMU installation angle is not corrected, for example, the IMU data collected by the vehicle through the IMU at the initial moment can be obtained, and the GNSS data collected by the vehicle through the GNSS module at the initial moment can be obtained, and based on the filtering algorithm (such as the Error-State Kalman Filter (ESKF) or Kalman Filter (KF)), the IMU data and the GNSS data are fused and processed to obtain the vehicle speed at the initial moment, the vehicle angle at the initial moment, and the vehicle position at the initial moment. The vehicle speed of the vehicle at the initial moment is used as the vehicle speed of the vehicle at the previous moment, the vehicle angle of the vehicle at the initial moment is used as the vehicle angle of the vehicle at the previous moment, and the vehicle position of the vehicle at the initial moment is used as the vehicle position of the vehicle at the previous moment.

[0076] In one example, a vehicle may be provided with multiple sensors, each of which collects data at a certain frequency. Each time new data collected by a certain sensor is obtained, the obtained multi-sensor data (sensors that have not collected new data can use the sensor data collected at the previous moment), the corrected IMU installation angle at the current moment, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment can be fused based on a filtering algorithm (such as ESKF or KF) to obtain the vehicle speed of the vehicle at the current moment, the vehicle angle of the vehicle at the current moment, and the vehicle position of the vehicle at the current moment.

[0077] Among them, the corrected IMU installation angle at the current moment can be understood as, for example, the latest IMU installation angle up to now. At the initial moment (it can be understood that at this time, the IMU installation angle has not been corrected), the corrected IMU installation angle at the current moment can be, for example, when the vehicle is stationary, the acceleration measured by the accelerometer of the IMU is input into the preset first formula to obtain the IMU pitch installation angle and the IMU roll installation angle; the magnetic field strength value measured by the magnetometer of the IMU is input into the preset second formula to obtain the heading installation angle of the IMU. The embodiments of this application do not limit the method of obtaining the corrected IMU installation angle at the current moment at the initial moment. At moments after the initial moment, the IMU installation angle at the current moment can be understood as, for example, the latest corrected IMU installation angle at the current moment obtained up to now.

[0078] At moments after the initial moment, the vehicle speed, vehicle angle, and vehicle position obtained from the last fusion processing of the multi-sensor data up to now can be used as the vehicle speed of the vehicle at the previous moment, the vehicle angle of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment, respectively.

[0079] At this time, the vehicle speed obtained at the last moment is the speed in the global coordinate system. In order to facilitate the subsequent calculation of the correction of the IMU installation angle, it is necessary to convert the vehicle speed of the vehicle at the last moment into the vehicle speed in the body coordinate system based on the vehicle angle of the vehicle at the last moment and the corrected IMU installation angle at the current moment. In this application, each embodiment does not limit the conversion method of the vehicle speed in the global coordinate system at the last moment to the vehicle speed in the body coordinate system at the last moment, as long as the conversion of the vehicle speed from the global coordinate system to the body coordinate system can be achieved.

[0080] S103. According to the forward speed and the lateral speed in the second speed and the vehicle speed at the previous moment, the IMU installation angle at the current moment is corrected to obtain a corrected IMU installation angle at the current moment; wherein the corrected IMU installation angle includes an IMU pitch installation angle, an IMU roll installation angle and an IMU heading installation angle.

[0081] For example, after obtaining the second speed and the vehicle speed in the vehicle body coordinate system at the current moment, the IMU installation angle error can be determined according to the forward speed and lateral speed in the second speed and the vehicle speed at the previous moment; wherein the IMU installation angle error includes the error value of the IMU pitch installation angle, the error value of the IMU roll installation angle, and the error value of the IMU heading installation angle. Then, according to the IMU installation angle error, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment.

[0082] It is worth noting that the front wheel speedometer can, for example, collect the first speed at a certain frequency, and after each collection of the first speed, steps S101 to S103 can be executed, thereby dynamically correcting the IMU installation angle during the vehicle's automatic driving or assisted driving.

[0083] The present application provides a method for correcting the IMU installation angle of a vehicle. If the first speed at the current moment collected by the front wheel speedometer on the vehicle is obtained, the latest front wheel angle on the vehicle is obtained, and based on the front wheel angle, the first speed is decomposed to obtain the second speed. Wherein, the second speed includes the forward speed and lateral speed of the vehicle. At the same time, the vehicle speed of the vehicle at the previous moment is obtained by fusing the obtained multi-sensor data, and then the IMU installation angle error is determined according to the second speed and the vehicle speed of the vehicle at the previous moment; wherein, the IMU installation angle error includes the error value of the IMU pitch installation angle, the error value of the IMU roll installation angle, and the error value of the IMU heading installation angle. Then, according to the IMU installation angle error, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment. Wherein, the corrected IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle, and the IMU heading installation angle.

[0084] Since the second speed includes the forward speed and lateral speed of the vehicle, it is possible to distinguish whether the speed difference is caused by the forward acceleration measurement error or the IMU pitch installation angle, and it is also possible to distinguish whether the speed difference is caused by the vehicle turning or the IMU heading installation angle. Thus, the IMU pitch installation angle and the IMU heading installation angle can be accurately corrected.

[0085] Moreover, when the vehicle rolls, the lateral speed of the vehicle increases, while the forward speed of the vehicle may remain unchanged or change slightly. By considering these two speeds at the same time, the roll angle of the vehicle can be accurately estimated. At the same time, the data collected by the IMU will be affected by the roll installation angle of the IMU, thereby affecting the roll angle of the vehicle in the vehicle angle at the current moment obtained by fusion processing of data collected by multiple sensors such as the IMU, and then affecting the lateral speed and forward speed of the vehicle in the vehicle speed at the current moment obtained by fusion processing based on the roll angle of the vehicle at the current moment.

[0086] Next, the error value of the IMU roll installation angle can be determined based on the difference between the lateral speed of the vehicle in the second speed and the lateral speed of the vehicle in the vehicle speed at the previous moment, as well as the difference between the forward speed of the vehicle in the second speed and the forward speed of the vehicle in the vehicle speed at the previous moment. Then, based on the error value of the IMU roll installation angle, the IMU roll installation angle at the current moment is corrected, and the corrected IMU roll installation angle at the current moment can be accurately obtained.

[0087] Figure 2 A flow chart of another method for correcting the IMU installation angle of a vehicle provided in this application is shown in FIG. Figure 2 As shown, in this embodiment Figure 1Based on the embodiment, a method for correcting the IMU installation angle of a vehicle is described in detail, and the method includes:

[0088] S201. In response to obtaining a first speed at a current moment acquired by a front wheel speedometer on the vehicle, obtaining a front wheel turning angle on the vehicle at a previous moment, and determining a second speed based on the first speed and the front wheel turning angle; wherein the second speed includes a forward speed and a lateral speed of the vehicle.

[0089] For example, the execution subject of this embodiment may be a terminal device, a client, or other devices or equipment that can implement the solution of this application, without limitation. Among them, the terminal device may be an on-board terminal or a navigation terminal in a vehicle, or a mobile terminal, a robot, an Internet of Things device, etc.

[0090] This embodiment is introduced with the execution subject being a terminal device.

[0091] Exemplarily, the implementation of step S201 is similar to that of step S101. For a detailed description, please refer to the description of step S101, which will not be repeated here.

[0092] S202: Obtain the vehicle speed at the last moment.

[0093] Exemplarily, the implementation of step S202 is similar to that of step S102. For detailed description, please refer to the description of step S102, which will not be repeated here.

[0094] S203, adjusting the forward speed and the lateral speed in the second speed according to the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment to obtain a third speed.

[0095] Exemplarily, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the last moment can be understood as the latest front wheel adjustment coefficient up to now. Among them, at the initial moment when the front wheel adjustment coefficient has not been corrected, the preset initial front wheel adjustment coefficient can be used as the front wheel adjustment coefficient corresponding to the front wheel speedometer at the last moment, and the preset initial front wheel adjustment coefficient can be 1, for example. After the front wheel adjustment coefficient is corrected for the first time through step S206, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the last moment can be understood as the latest front wheel adjustment coefficient corrected through step S206 up to now.

[0096] In one example, based on the example of step S101, assuming that the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment is k1, the third speed can be the second speed Divide by k1, that is Wherein, (V1 cosμ) / k1 is the forward speed of the vehicle after the forward speed in the second speed is adjusted more accurately, and (V1 sinμ) / k1 is the lateral speed of the vehicle after the lateral speed in the second speed is adjusted more accurately.

[0097] S204: If it is determined that the difference between the third speed and the vehicle speed at the last moment is less than a first preset threshold, determine a first installation angle error according to the second speed, the third speed, and the vehicle speed at the last moment.

[0098] In one example, the step S204 of “determining the first installation angle error according to the second speed, the third speed, and the vehicle speed at the last moment” includes the following process:

[0099] A matrix conversion process is performed on the vehicle angle of the vehicle at the previous moment to obtain a third rotation matrix, where the third rotation matrix indicates a rotation matrix corresponding to the vehicle angle of the vehicle at the previous moment.

[0100] The IMU installation angle at the current moment is subjected to matrix conversion processing to obtain a second rotation matrix, where the second rotation matrix indicates the rotation matrix corresponding to the IMU installation angle at the current moment.

[0101] A first error equation is established based on the third rotation matrix, the second rotation matrix, the second speed, the third speed, the vehicle speed at the previous moment, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment, and the first installation angle error to be solved.

[0102] The first error equation is solved to obtain a first installation angle error.

[0103] In one example, the first installation angle error includes a first error value of the IMU pitch installation angle, a first error value of the IMU roll installation angle, and a first error value of the IMU heading installation angle.

[0104] Exemplarily, if the difference between the third speed and the vehicle speed at the previous moment is determined to be less than the first preset threshold, it can be understood that the third speed collected from the front wheel speedometer is significantly different from the vehicle speed at the previous moment obtained after fusion processing of the multi-sensor data. At this time, the third speed may not be accurate, so the processing can be stopped and no further execution is performed.

[0105] If it is determined that the difference between the third speed and the vehicle speed at the last moment is less than the first preset threshold, it can be understood that the third speed collected by the front wheel speedometer is less different from the vehicle speed at the last moment obtained after fusion processing of the multi-sensor data. At this time, the third speed is more accurate. Therefore, the first installation angle error can be determined based on the second speed, the third speed, and the vehicle speed at the last moment.

[0106] Among them, it can be known from the above introduction that the third speed is in the form of a 3*1 matrix, and the vehicle speed of the vehicle at the previous moment is also in the form of a 3*1 matrix. Therefore, the difference between the third speed and the vehicle speed of the vehicle at the previous moment is also in the form of a 3*1 matrix. If the first preset threshold is also a 3*1 matrix, then each value of the matrix corresponding position of the difference between the third speed and the vehicle speed of the vehicle at the previous moment must be less than each value of the matrix corresponding position of the first preset threshold, in order to determine that the difference between the third speed and the vehicle speed of the vehicle at the previous moment is less than the first preset threshold. If the first preset threshold is a constant, then each value of the matrix corresponding position of the difference between the third speed and the vehicle speed of the vehicle at the previous moment must be less than the first preset threshold, in order to determine that the difference between the third speed and the vehicle speed of the vehicle at the previous moment is less than the first preset threshold. This embodiment does not limit the form of the first preset threshold.

[0107] The first installation angle error is determined according to the second speed, the third speed, and the vehicle speed at the last moment. For example:

[0108] The vehicle angle of the vehicle at the last moment can be understood as the vehicle angle obtained by the last fusion processing of the multi-sensor data up to now. In an example, at the initial moment when the IMU installation angle is not corrected, for example, the IMU data collected by the vehicle through the IMU at the initial moment can be obtained, and the GNSS data collected by the vehicle through the GNSS module at the initial moment can be obtained, and based on the filtering algorithm (such as ESKF), the IMU data, GNSS data, the vehicle angle of the vehicle at the last moment, the vehicle speed of the vehicle at the last moment, and the vehicle position of the vehicle at the last moment are fused to obtain the vehicle speed of the vehicle at the initial moment, the vehicle angle of the vehicle at the initial moment, and the vehicle position of the vehicle at the initial moment. And the vehicle angle of the vehicle at the initial moment is used as the vehicle angle of the vehicle at the last moment.

[0109] In one example, at a moment after the initial moment, the vehicle angle obtained by the last fusion processing of multi-sensor data up to now (that is, the latest vehicle angle obtained by the processing of step S207 up to now) can be used as the vehicle angle of the vehicle at the previous moment.

[0110] Assume that the vehicle angle at the last moment is Where θ represents the pitch angle of the vehicle, Characterizes the vehicle's roll angle, Represents the heading angle of the vehicle.

[0111] After obtaining the vehicle angle at the previous moment, the vehicle angle at the previous moment can be converted from Euler angle to rotation matrix according to the following formula (1) to obtain the third rotation matrix:

[0112]

[0113] The IMU installation angle at the current moment can refer to the introduction of the IMU installation angle at the current moment in step S102, which will not be repeated here. Assume that the IMU installation angle at the current moment is Where θi represents the IMU pitch installation angle, Characterize the IMU roll installation angle, To represent the IMU heading installation angle, the IMU installation angle at the current moment can be converted from the Euler angle to the rotation matrix according to the following formula (2) to obtain the second rotation matrix:

[0114]

[0115] Then, the first error equation can be established according to the following formula (3):

[0116]

[0117] in, for The difference between the vehicle speed at the previous moment and the vehicle speed at the previous moment, is the third speed, k1 is the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment; is the second rotation matrix; is the antisymmetric matrix of the vehicle's velocity at the previous moment; is the third rotation matrix; is the antisymmetric matrix of the second speed; δβ is the first angle error of the vehicle to be solved, which indicates the difference between the real angle of the vehicle in the global coordinate system and the vehicle angle at the previous moment; δVm is the front wheel vehicle speed error to be solved, which indicates the real speed of the vehicle in the global coordinate system and the difference between the vehicle speed at the previous moment; δγ is the first installation angle error to be solved, which indicates the real IMU installation angle and the difference between the IMU installation angle at the current moment; δk1 is the front wheel adjustment coefficient error to be solved, which indicates the real front wheel adjustment coefficient and the difference between the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment; the space in the first error equation means that the matrices on both sides of the space are arranged side by side to form a new matrix.

[0118] Next, the first error equation represented by formula (3) is solved to obtain the first installation angle error.

[0119] S205. Correct the IMU installation angle at the current moment according to the first installation angle error to obtain a corrected IMU installation angle at the current moment.

[0120] In one example, step S205 includes the following steps:

[0121] The first step of step S205 is to perform matrix conversion processing on the first installation angle error to obtain a first rotation matrix, where the first rotation matrix indicates a rotation matrix corresponding to the first installation angle error.

[0122] The second step of step S205: perform matrix conversion processing on the IMU installation angle at the current moment to obtain a second rotation matrix, and the second rotation matrix indicates the rotation matrix corresponding to the IMU installation angle at the current moment.

[0123] The third step of step S205: multiply the second rotation matrix by the first rotation matrix to obtain a first intermediate matrix; the first intermediate matrix indicates the rotation matrix corresponding to the corrected IMU installation angle at the current moment.

[0124] The fourth step of step S205: perform matrix conversion processing on the first intermediate matrix to obtain the corrected IMU installation angle at the current moment.

[0125] Exemplarily, after obtaining the first installation angle error, the IMU installation angle at the current moment may be corrected to obtain a corrected IMU installation angle at the current moment.

[0126] For example, assuming the first installation angle error is Among them, θw represents the first error value of the IMU pitch installation angle, The first error value representing the IMU roll installation angle, The first error value representing the IMU heading installation angle is converted from the Euler angle to the rotation matrix according to the following formula (4), and the first rotation matrix is ​​obtained as follows:

[0127]

[0128] Then, the second rotation matrix is ​​multiplied with the first rotation matrix to obtain the first intermediate matrix. The second rotation matrix has been obtained in step S204. Since the second rotation matrix is ​​essentially the IMU installation angle at the current moment, and the first rotation matrix is ​​essentially the first installation angle error, the first intermediate matrix is ​​essentially the corrected IMU installation angle at the current moment, but it is still in the form of a 3*3 rotation matrix.

[0129] Next, the first intermediate matrix is ​​converted from a rotation matrix to an Euler angle to obtain a corrected IMU installation angle at the current moment.

[0130] It is worth noting that the front wheel speedometer can, for example, collect the first speed at a certain frequency, and after each collection of the first speed, steps S201 to S205 can be executed, thereby dynamically correcting the IMU installation angle during the vehicle's automatic driving or assisted driving.

[0131] S206, solving the first error equation to obtain a front wheel adjustment coefficient error; and adjusting the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment according to the front wheel adjustment coefficient error to obtain the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment.

[0132] In one example, the first error equation indicates a front wheel adjustment coefficient error to be solved.

[0133] Exemplarily, by solving the first error equation represented by formula (3), the front wheel adjustment coefficient error can also be obtained. By adding the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment and the front wheel adjustment coefficient error, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment can be obtained.

[0134] It is worth noting that the front wheel speedometer can, for example, collect the first speed at a certain frequency, and after each collection of the first speed, steps S201 to S206 can be executed, thereby dynamically correcting the front wheel adjustment coefficient during the vehicle's automatic driving or assisted driving.

[0135] S207, solving the first error equation to obtain the first angle error of the vehicle and the front wheel vehicle speed error. Based on the filtering algorithm, the sensor data collected by the vehicle, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment, the corrected IMU installation angle at the current moment, the first angle error of the vehicle, the front wheel vehicle speed error, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment are integrated to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment.

[0136] In one example, the first error equation indicates a first vehicle angle error to be solved and a front wheel vehicle speed error to be solved.

[0137] Exemplarily, by solving the first error equation represented by formula (3), the first vehicle angle error and the front wheel vehicle speed error can also be obtained.

[0138] In one example, the front wheel speedometer on the vehicle can collect the first speed at the current moment at a certain frequency. Each time the first speed is obtained and processed through the above steps, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment, the corrected IMU installation angle at the current moment, the vehicle first angle error, and the front wheel vehicle speed error can be obtained. Then, based on the filtering algorithm, the sensor data collected by the vehicle, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment, the corrected IMU installation angle at the current moment, the vehicle first angle error, the front wheel vehicle speed error, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment can be fused to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment. Among them, the sensor data collected by the vehicle at least includes data collected by the IMU sensor, data collected by the GNSS, data collected by the front wheel speedometer, and the front wheel steering angle.

[0139] Among them, the method for obtaining the vehicle angle of the vehicle at the last moment, the vehicle speed of the vehicle at the last moment, and the vehicle position of the vehicle at the last moment can be referred to the introduction in step S202, and will not be repeated here.

[0140] In the method for correcting the IMU installation angle of a vehicle provided in an embodiment of the present application, since the first installation angle error includes the first error value of the IMU pitch installation angle, the first error value of the IMU roll installation angle, and the first error value of the IMU heading installation angle, the IMU installation angle at the current moment is corrected according to the forward speed and the lateral speed in the second speed, and the vehicle speed of the vehicle at the previous moment. When the corrected IMU installation angle at the current moment is obtained, the IMU pitch installation angle, the IMU roll installation angle, and the IMU heading installation angle can be corrected at the same time, so that the corrected IMU installation angle is more accurate.

[0141] After each time the third speed is obtained, the IMU installation angle is corrected only if it is determined that the difference between the third speed and the vehicle speed at the previous moment is less than a first preset threshold value; otherwise, the processing is stopped. This avoids correcting the IMU installation angle based on an inaccurate third speed, thereby ensuring the accuracy of the corrected IMU installation angle.

[0142] In an embodiment of the present application, each time the first speed is collected and the front wheel adjustment coefficient error is obtained, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment is adjusted according to the front wheel adjustment coefficient error to obtain the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment, thereby realizing dynamic correction of the front wheel adjustment coefficient during the vehicle's automatic driving or assisted driving.

[0143] Then, the forward speed and lateral speed in the second speed are adjusted according to the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment, and the obtained third speed can more accurately reflect the actual vehicle speed than the second speed. In addition, whenever a new sensor data is obtained, the corrected front wheel adjustment coefficient will also be used when the sensor data collected by the vehicle is fused based on the filtering algorithm, so that the vehicle speed of the vehicle at the current moment obtained by the fusion process is more accurate, and the first installation angle error determined based on the vehicle speed at the previous moment and the third speed will also be more accurate, so that the IMU installation angle corrected based on the first installation angle error will also be more accurate.

[0144] Figure 3 A flow chart of another method for correcting the IMU installation angle of a vehicle provided by the present application is shown as follows: Figure 3 As shown, in this embodiment Figure 2 Based on the embodiment, a method for correcting the IMU installation angle of a vehicle is further described in detail, and the method includes:

[0145] S301. In response to obtaining a first speed at a current moment acquired by a front wheel speedometer on the vehicle, obtaining a front wheel turning angle on the vehicle at a previous moment, and determining a second speed based on the first speed and the front wheel turning angle; wherein the second speed includes a forward speed and a lateral speed of the vehicle.

[0146] For example, the execution subject of this embodiment may be a terminal device, a client, or other devices or equipment that can implement the solution of this application, without limitation. Among them, the terminal device may be an on-board terminal or a navigation terminal in a vehicle, or a mobile terminal, a robot, an Internet of Things device, etc.

[0147] This embodiment is introduced with the execution subject being a terminal device.

[0148] Exemplarily, the implementation of step S301 is similar to that of step S201. For a detailed description, please refer to the description of step S201, which will not be repeated here.

[0149] S302: Obtain the vehicle speed at the last moment.

[0150] Exemplarily, the implementation of step S302 is similar to that of step S202. For the same introduction, reference may be made to the description of step S202, which will not be repeated here.

[0151] Here, the differences between step S302 and step S202 are specially explained: Figure 2 In the embodiment, since the fusion processing of multi-sensor data only exists in step S207 at the moment after the initial moment, in step 202, at the moment after the initial moment, the vehicle speed, vehicle angle, and vehicle position obtained by the last fusion processing of multi-sensor data up to now (that is, the latest vehicle speed, vehicle angle, and vehicle position obtained by the processing of step S207 up to now) can be used as the vehicle speed of the vehicle at the previous moment, the vehicle angle of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment, respectively.

[0152] In this embodiment, since the multi-sensor data is fused in step S307, step S311, and step S317 at the moment after the initial moment, in step 302, at the moment after the initial moment, the vehicle speed, vehicle angle, and vehicle position obtained by the last fusion processing of the multi-sensor data up to now (that is, the latest vehicle speed, vehicle angle, and vehicle position obtained in step S307, or step S311, or step S317 up to now) can be used as the vehicle speed of the vehicle at the previous moment, the vehicle angle of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment, respectively.

[0153] S303, adjusting the forward speed and the lateral speed in the second speed according to the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment to obtain a third speed.

[0154] Exemplarily, the implementation of step S303 is similar to that of step S203. For a detailed description, please refer to the description of step S203, which will not be repeated here.

[0155] S304: If it is determined that the difference between the third speed and the vehicle speed at the last moment is less than a first preset threshold, determine a first installation angle error according to the second speed, the third speed, and the vehicle speed at the last moment.

[0156] Exemplarily, the implementation of step S304 is similar to that of step S204. For a detailed description, please refer to the description of step S204, which will not be repeated here.

[0157] Here, the difference between step S304 and step S204 is specially explained: at the moment after the initial moment, the vehicle angle obtained by the last fusion processing of the multi-sensor data up to now is used as the vehicle angle of the vehicle at the previous moment, and then the vehicle angle of the vehicle at the previous moment is converted from the Euler angle to the rotation matrix to obtain the third rotation matrix. In step S204, the last fusion processing of the multi-sensor data refers to the latest vehicle angle obtained by the processing of step S207 up to now; in step S304, the last fusion processing of the multi-sensor data refers to the latest vehicle angle obtained by the processing of step S307, or step S311, or step S317 up to now, therefore, the third rotation matrix used in the first error equation of step S304 is more accurate.

[0158] At a moment after the initial moment, when the IMU installation angle at the current moment is converted from the Euler angle to the rotation matrix to obtain the second rotation matrix, in step S204, the IMU installation angle at the current moment is the latest corrected IMU installation angle at the current moment obtained by executing step S205 so far; in step S304, the IMU installation angle at the current moment is the latest corrected IMU installation angle at the current moment obtained by executing step S305, or step S310, or step S315 so far, and therefore, the second rotation matrix used in the first error equation of step S304 is more accurate.

[0159] S305. Correct the IMU installation angle at the current moment according to the first installation angle error to obtain a corrected IMU installation angle at the current moment.

[0160] Exemplarily, the implementation of step S305 is similar to that of step S205. For a detailed description, please refer to the description of step S205, which will not be repeated here.

[0161] S306, solving the first error equation to obtain a front wheel adjustment coefficient error; and adjusting the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment according to the front wheel adjustment coefficient error to obtain the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment.

[0162] Exemplarily, the implementation of step S306 is similar to that of step S206. For a detailed description, please refer to the description of step S206, which will not be repeated here.

[0163] S307, solving the first error equation to obtain the first angle error of the vehicle and the front wheel vehicle speed error. Based on the filtering algorithm, the sensor data collected by the vehicle, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment, the corrected IMU installation angle at the current moment, the first angle error of the vehicle, the front wheel vehicle speed error, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment are fused to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment.

[0164] Exemplarily, the implementation of step S307 is similar to that of step S207. For a detailed introduction, please refer to the description of step S207, which will not be repeated here.

[0165] Special explanation is given here for the difference between step S307 and step S207: the corrected IMU installation angle at the current moment used in the fusion processing in step S207 comes from step S205 (that is, it comes from the IMU installation angle corrected based on the first speed collected by the front wheel speedometer), but the corrected IMU installation angle at the current moment used in the fusion processing in step S307 is the corrected IMU installation angle at the current moment finally obtained in step S305, or step S310, or step S315 as of the current moment.

[0166] In addition, the sensor data required for the fusion processing in step S207 at least include data collected by the IMU sensor, data collected by the GNSS, data collected by the front wheel speedometer, and the front wheel angle, but the sensor data required for the fusion processing in step S307 at least include data collected by the IMU sensor, data collected by the front wheel speedometer, and the front wheel angle. It can be seen that in step S307, the data collected by the GNSS is no longer the sensor data that must be used for the fusion processing. This is because the vehicle position at the previous moment obtained by matching the perception data and the high-precision map data can be added during the fusion processing, and then, the vehicle position at the previous moment collected by the GNSS sensor can be replaced, thereby ensuring that the fusion processing obtains more accurate vehicle speed, vehicle angle, and vehicle position. Afterwards, the more accurate fused vehicle speed is used to correct the IMU installation angle, and a more accurate corrected IMU installation angle can also be obtained.

[0167] S308. In response to acquiring the perception data of the vehicle at the current moment, acquiring the vehicle position of the vehicle at the previous moment, and acquiring high-precision map data corresponding to the vehicle position of the vehicle at the previous moment.

[0168] For example, a perception sensor (such as a camera and / or a laser radar, etc.) is provided on the vehicle. After receiving the data collected by the perception sensor at the current moment, the data collected by the perception sensor at the current moment can be mapped and segmented, and the target is detected based on the simultaneous localization and mapping algorithm (SLAM), semantic segmentation algorithm (such as DeepLab, Mask R-CNN algorithm, etc.), target detection algorithm (such as YOLO, Faster R-CNN algorithm, etc.), etc., to obtain perception data, which can also be understood as perception map data reflecting the real world at the current moment. Among them, the perception map can include lane lines, road vehicle information, speed limit signs, signs, etc.

[0169] If the perception data of the vehicle at the current moment is obtained, the vehicle position of the vehicle at the previous moment is obtained. The vehicle position of the vehicle at the previous moment can be understood as the vehicle position obtained by the last fusion processing of the multi-sensor data up to now.

[0170] In one example, at the initial moment when the IMU installation angle is not corrected, for example, the IMU data collected by the vehicle through the IMU at the initial moment and the GNSS data collected by the vehicle through the GNSS module at the initial moment can be obtained, and based on the filtering algorithm (such as ESKF), the IMU data, GNSS data, the vehicle angle of the vehicle at the last moment, the vehicle speed of the vehicle at the last moment, and the vehicle position of the vehicle at the last moment are fused to obtain the vehicle speed of the vehicle at the initial moment, the vehicle angle of the vehicle at the initial moment, and the vehicle position of the vehicle at the initial moment. The vehicle position of the vehicle at the initial moment is used as the vehicle position of the vehicle at the last moment.

[0171] In one example, after the initial moment, whenever the perception data of the vehicle at the current moment is obtained again, the vehicle position obtained by the last fusion processing of the multi-sensor data so far (that is, the latest vehicle position obtained in step S307, or step S311, or step S317 so far) can be used as the vehicle position at the previous moment.

[0172] After obtaining the vehicle position at the previous moment, the vehicle position is used as the starting point to obtain high-precision map data within the navigation path range at the current moment, where the high-precision map data may include lane lines, road vehicle information, speed limit signs, signs, etc.

[0173] S309. Match the perception data of the vehicle at the current moment and the high-precision map data to obtain the vehicle's angle to be verified; wherein the vehicle's angle to be verified indicates the vehicle's pitch angle, the vehicle's roll angle, and the vehicle's heading angle.

[0174] For example, after obtaining the perception data of the vehicle at the current moment and the high-precision map data corresponding to the vehicle's position at the previous moment, the perception data and the high-precision map data can be matched based on a geometric matching algorithm (such as an iterative nearest point algorithm, normal distribution transformation, etc.) to obtain the vehicle angle to be verified.

[0175] S310. According to the vehicle angle to be verified and the vehicle angle at the previous moment, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment; wherein the corrected IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle and the IMU heading installation angle.

[0176] In one example, step S310 includes the following steps:

[0177] The first step of step S310: If it is determined that the difference between the vehicle angle to be verified and the vehicle angle at the previous moment is less than the second preset threshold, the IMU installation angle at the current moment is subjected to matrix conversion processing to obtain a second rotation matrix; the second rotation matrix indicates the rotation matrix corresponding to the IMU installation angle at the current moment.

[0178] The second step of step S310: establish a second error equation according to the vehicle angle to be verified, the vehicle angle at the previous moment, the second rotation matrix, and the second installation angle error to be solved.

[0179] The third step of step S310: solving the second error equation to obtain the second installation angle error.

[0180] In one example, the second installation angle error includes a second error value of the IMU pitch installation angle, a second error value of the IMU roll installation angle, and a second error value of the IMU heading installation angle.

[0181] The fourth step of step S310: correct the IMU installation angle at the current moment according to the second installation angle error to obtain the corrected IMU installation angle at the current moment.

[0182] In one example, the fourth step of step S310 includes the following process:

[0183] Performing matrix conversion processing on the second installation angle error to obtain a fourth rotation matrix, where the fourth rotation matrix indicates a rotation matrix corresponding to the second installation angle error;

[0184] The second rotation matrix is ​​multiplied by the fourth rotation matrix to obtain a second intermediate matrix; the second intermediate matrix represents the rotation matrix corresponding to the corrected IMU installation angle at the current moment; the second intermediate matrix is ​​subjected to matrix conversion processing to obtain the corrected IMU installation angle at the current moment.

[0185] For example, if it is determined that the difference between the vehicle's angle to be verified and the vehicle angle at the previous moment does not satisfy a second preset threshold, it can be understood that the vehicle's angle to be verified obtained by matching the perception map and high-precision map data is significantly different from the vehicle angle at the previous moment obtained after fusion processing of multi-sensor data. At this time, the vehicle's angle to be verified may not be accurate, so the processing can be stopped and no further execution is performed.

[0186] If it is determined that the difference between the vehicle's angle to be verified and the vehicle angle at the previous moment is less than the second preset threshold, it can be understood that the vehicle angle to be verified obtained by matching the perception map and high-precision map data is slightly different from the vehicle angle at the previous moment obtained after fusion processing of multi-sensor data. At this time, the vehicle angle to be verified is relatively accurate. Therefore, the IMU installation angle at the current moment can be matrix transformed to obtain the second rotation matrix.

[0187] Among them, it is assumed that the vehicle angle to be verified is a Euler angle in the form of a 3*1 matrix. It can be seen from the above introduction that the vehicle angle at the last moment is also in the form of a 3*1 matrix. Therefore, the difference between the vehicle angle to be verified and the vehicle angle at the last moment is also in the form of a 3*1 matrix. If the second preset threshold is also a 3*1 matrix, then each value of the matrix corresponding position of the difference between the vehicle angle to be verified and the vehicle angle at the last moment must be less than each value of the matrix corresponding position of the second preset threshold, in order to determine that the difference between the vehicle angle to be verified and the vehicle angle at the last moment is less than the second preset threshold. If the second preset threshold is a constant, each value of the matrix corresponding position of the difference between the vehicle angle to be verified and the vehicle angle at the last moment must be less than the second preset threshold, in order to determine that the difference between the vehicle angle to be verified and the vehicle angle at the last moment is less than the second preset threshold. This embodiment does not limit the form of the second preset threshold.

[0188] Perform matrix transformation on the IMU installation angle at the current moment to obtain the implementation method and Figure 2 In the embodiment, the matrix conversion processing is performed on the IMU installation angle at the current moment in step S204 to obtain the second rotation matrix. The implementation method is similar and will not be repeated here. It should be specially explained here that the implementation method of performing matrix conversion processing on the IMU installation angle at the current moment and obtaining the second rotation matrix in step S204 is different in that the IMU installation angle at the current moment used in step S310 after the initial moment is the latest corrected IMU installation angle at the current moment obtained by executing step S305, or step S310, or step S315 so far.

[0189] The implementation method for obtaining the vehicle angle of the vehicle at the previous moment may refer to the implementation method for obtaining the vehicle angle of the vehicle at the previous moment in step S204. It should be specially noted here that the difference from the implementation method for obtaining the vehicle angle of the vehicle at the previous moment in step S204 is that, in this embodiment, after the initial moment, the vehicle angle obtained by the last fusion processing of multi-sensor data up to now (that is, the latest vehicle angle obtained in step S307, or step S311, or step S317 up to now) can be used as the vehicle angle of the vehicle at the previous moment.

[0190] After obtaining the vehicle angle to be verified, the vehicle angle at the previous moment, and the second rotation matrix, the second error equation can be established according to the following formula (5):

[0191]

[0192] in, The difference between the vehicle angle to be verified and the vehicle angle at the previous moment; is the second rotation matrix; δe is the second angle error of the vehicle to be solved, which indicates the difference between the real angle of the vehicle in the global coordinate system and the vehicle angle at the previous moment; δh is the second installation angle error to be solved, which indicates the difference between the real IMU installation angle and the IMU installation angle at the current moment; the space in the second error equation means that the matrices on both sides of the space are arranged side by side to form a new matrix.

[0193] Next, the second error equation represented by formula (5) is solved to obtain the second installation angle error.

[0194] After that, assuming the second installation angle error is Among them, θc represents the second error value of the IMU pitch installation angle, The second error value representing the IMU roll installation angle, The second error value representing the IMU heading installation angle is converted from the Euler angle to the rotation matrix according to the following formula (6), and the fourth rotation matrix is ​​obtained as follows:

[0195]

[0196] Then, the second rotation matrix is ​​multiplied by the fourth rotation matrix to obtain the second intermediate matrix. Since the second rotation matrix is ​​essentially the IMU installation angle at the current moment, and the fourth rotation matrix is ​​essentially the second installation angle error, the second intermediate matrix is ​​essentially the corrected IMU installation angle at the current moment, but it is still in the form of a 3*3 rotation matrix.

[0197] Next, the second intermediate matrix is ​​converted from a rotation matrix to an Euler angle to obtain a corrected IMU installation angle at the current moment.

[0198] S311. Solve the second error equation to obtain the second angle error of the vehicle; and based on the filtering algorithm, fuse the sensor data collected by the vehicle, the matched vehicle position at the current moment, the corrected IMU installation angle at the current moment, the second angle error of the vehicle, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment.

[0199] In one example, the second error equation indicates a second angle error of the vehicle to be solved.

[0200] In one example, the perception data of the vehicle at the current moment and the high-precision map data are matched and processed, and the matched vehicle position at the current moment is also obtained.

[0201] Exemplarily, the perception sensor on the vehicle can collect the perception data at the current moment at a certain frequency. Each time the perception data is obtained, and after the processing of steps S308-S310, the matched vehicle position at the current moment, the corrected IMU installation angle at the current moment, and the vehicle second angle error are obtained, the sensor data collected by the vehicle, the matched vehicle position at the current moment, the corrected IMU installation angle at the current moment, the vehicle second angle error, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment can be fused based on the filtering algorithm to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment. Among them, the sensor data collected by the vehicle at least includes data collected by the IMU sensor. The vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment can be obtained by referring to the introduction in step S302, which will not be repeated here.

[0202] It is worth noting that, in the above fusion processing, the corrected IMU installation angle at the current moment used is the corrected IMU installation angle at the current moment finally obtained in step S305, step S310, or step S315 up to the current moment.

[0203] S312: in response to obtaining a fourth speed at the current moment collected by a rear wheel speedometer on the vehicle, obtaining a vehicle speed at the previous moment, wherein the fourth speed includes a forward speed of the vehicle.

[0204] Exemplarily, the fourth speed is the vehicle speed in the vehicle body coordinate system.

[0205] The implementation method of obtaining the vehicle speed at the previous moment is similar to the implementation method of step S302. For detailed introduction, please refer to the description of step S302, which will not be repeated here.

[0206] S313. According to the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the previous moment, the forward speed in the fourth speed is adjusted to obtain a fifth speed.

[0207] Exemplarily, the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the last moment can be understood as the latest rear wheel adjustment coefficient up to now. Among them, at the initial moment when the rear wheel adjustment coefficient has not been corrected, the preset initial rear wheel adjustment coefficient can be used as the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the last moment, and the preset initial rear wheel adjustment coefficient can be 1, for example. After the rear wheel adjustment coefficient is corrected for the first time through step S316, the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the last moment can be understood as the latest rear wheel adjustment coefficient corrected through step S316 up to now.

[0208] In one example, assuming that the fourth speed is The rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the previous moment is k2, so the fifth speed can be the fourth speed Divide by k2, that is Among them, V2 / k2 is the forward speed of the vehicle after adjusting the forward speed in the fourth speed more accurately.

[0209] S314: If it is determined that the difference between the fifth speed and the vehicle speed at the last moment is less than a third preset threshold, determine a third installation angle error according to the fifth speed, the fourth speed, and the vehicle speed at the last moment.

[0210] In one example, the step S314 of “determining the third installation angle error according to the fifth speed, the fourth speed, and the vehicle speed at the last moment” includes the following process:

[0211] A matrix conversion process is performed on the vehicle angle of the vehicle at the previous moment to obtain a third rotation matrix, where the third rotation matrix indicates a rotation matrix corresponding to the vehicle angle of the vehicle at the previous moment.

[0212] The IMU installation angle at the current moment is subjected to matrix conversion processing to obtain a second rotation matrix, where the second rotation matrix indicates the rotation matrix corresponding to the IMU installation angle at the current moment.

[0213] A third error equation is established based on the third rotation matrix, the second rotation matrix, the fifth speed, the fourth speed, the vehicle speed at the previous moment, the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the previous moment, and the third installation angle error to be solved.

[0214] The third error equation is solved to obtain the third installation angle error.

[0215] In one example, the third installation angle error includes a third error value of the IMU pitch installation angle and a third error value of the IMU heading installation angle.

[0216] Exemplarily, if it is determined that the difference between the fifth speed and the vehicle speed at the previous moment does not satisfy the third preset threshold, it can be understood that the fifth speed collected by the rear wheel speedometer is significantly different from the vehicle speed at the previous moment obtained after fusion processing of the multi-sensor data. At this time, the fifth speed may not be accurate, so the processing can be stopped and no further execution is performed.

[0217] If it is determined that the difference between the fifth speed and the vehicle speed at the previous moment is less than the third preset threshold, it can be understood that the fifth speed collected by the rear wheel speedometer is slightly different from the vehicle speed at the previous moment obtained after fusion processing of the multi-sensor data. At this time, the fifth speed is more accurate. Therefore, the third installation angle error can be determined based on the fifth speed, the fourth speed, and the vehicle speed at the previous moment.

[0218] Among them, it can be known from the above introduction that the fifth speed is in the form of a 3*1 matrix, and the vehicle speed of the vehicle at the previous moment is also in the form of a 3*1 matrix. Therefore, the difference between the fifth speed and the vehicle speed of the vehicle at the previous moment is also in the form of a 3*1 matrix. If the third preset threshold is also a 3*1 matrix, then each value of the matrix corresponding position of the difference between the fifth speed and the vehicle speed of the vehicle at the previous moment must be less than each value of the matrix corresponding position of the third preset threshold, in order to determine that the difference between the fifth speed and the vehicle speed of the vehicle at the previous moment is less than the third preset threshold. If the third preset threshold is a constant, then each value of the matrix corresponding position of the difference between the fifth speed and the vehicle speed of the vehicle at the previous moment must be less than the third preset threshold, in order to determine that the difference between the fifth speed and the vehicle speed of the vehicle at the previous moment is less than the third preset threshold. This embodiment does not limit the form of the third preset threshold.

[0219] The third installation angle error is determined according to the fifth speed, the fourth speed, and the vehicle speed of the vehicle at the last moment, for example:

[0220] The third rotation matrix and the second rotation matrix The implementation method is the same as the third rotation matrix in step S304 and the second rotation matrix The implementation method is similar and will not be repeated here.

[0221] Then, the third error equation can be established according to the following formula (7):

[0222]

[0223] in, for The difference between the vehicle speed at the previous moment and the vehicle speed at the previous moment, is the fifth speed, k2 is the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the previous moment; is the second rotation matrix; is the antisymmetric matrix of the vehicle's velocity at the previous moment; is the third rotation matrix; is the antisymmetric matrix of the fourth speed; δθ is the third angle error of the vehicle to be solved, the third angle error of the vehicle indicates the difference between the real angle of the vehicle in the global coordinate system and the vehicle angle at the previous moment; δVn is the rear wheel vehicle speed error to be solved, the rear wheel vehicle speed error indicates the real speed of the vehicle in the global coordinate system and the difference between the vehicle speed at the previous moment; δα is the third installation angle error to be solved, the third installation angle error indicates the real IMU installation angle and the difference between the IMU installation angle at the current moment; δk2 is the rear wheel adjustment coefficient error to be solved, the rear wheel adjustment coefficient error indicates the real rear wheel adjustment coefficient and the difference between the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the previous moment; the space in the third error equation means that the matrices on both sides of the space are arranged side by side to form a new matrix.

[0224] Next, the third error equation represented by formula (7) is solved to obtain the third installation angle error.

[0225] S315. Correct the IMU installation angle at the current moment according to the third installation angle error to obtain a corrected IMU installation angle at the current moment.

[0226] In one example, step S315 includes the following steps:

[0227] The first step of step S315 is to perform matrix conversion processing on the third installation angle error to obtain a fifth rotation matrix, where the fifth rotation matrix indicates the rotation matrix corresponding to the third installation angle error.

[0228] The second step of step S315: multiply the second rotation matrix and the fifth rotation matrix to obtain a third intermediate matrix; the third intermediate matrix indicates the rotation matrix corresponding to the corrected IMU installation angle at the current moment.

[0229] The third step of step S315: perform matrix conversion processing on the third intermediate matrix to obtain the corrected IMU installation angle at the current moment.

[0230] Exemplarily, after obtaining the third installation angle error, the IMU installation angle at the current moment may be corrected to obtain a corrected IMU installation angle at the current moment.

[0231] For example, assuming the third installation angle error is Among them, θp represents the third error value of the IMU pitch installation angle, The third error value representing the IMU roll angle (since there is no lateral speed in the fourth speed collected by the rear wheel speedometer, the third error value of the IMU roll angle cannot be calculated, that is, =0), The third error value representing the IMU heading installation angle is converted from the Euler angle to the rotation matrix according to the following formula (8), and the fifth rotation matrix is ​​obtained as follows:

[0232]

[0233] Then, the second rotation matrix is ​​multiplied with the fifth rotation matrix to obtain a third intermediate matrix. The second rotation matrix has been obtained in step S314. Since the second rotation matrix is ​​essentially the IMU installation angle at the current moment, and the fifth rotation matrix is ​​essentially the third installation angle error, the third intermediate matrix is ​​essentially the corrected IMU installation angle at the current moment, but it is still in the form of a 3*3 rotation matrix.

[0234] Next, the third intermediate matrix is ​​converted from a rotation matrix to an Euler angle to obtain a corrected IMU installation angle at the current moment.

[0235] S316. Solve the third error equation to obtain a rear wheel adjustment coefficient error; and adjust the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the previous moment according to the rear wheel adjustment coefficient error to obtain the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the current moment.

[0236] In one example, the third error equation indicates a rear wheel adjustment coefficient error to be solved.

[0237] Exemplarily, by solving the third error equation represented by formula (7), the rear wheel adjustment coefficient error can also be obtained. By adding the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the previous moment and the rear wheel adjustment coefficient error, the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the current moment can be obtained.

[0238] S317, solving the third error equation to obtain the third angle error of the vehicle and the rear wheel vehicle speed error. Based on the filtering algorithm, the sensor data collected by the vehicle, the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the current moment, the corrected IMU installation angle at the current moment, the third angle error of the vehicle, the rear wheel vehicle speed error, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment are integrated to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment.

[0239] In one example, the third error equation indicates a third vehicle angle error to be solved and a rear wheel vehicle speed error to be solved.

[0240] Exemplarily, by solving the third error equation represented by formula (7), the third vehicle angle error and the rear wheel vehicle speed error can also be obtained.

[0241] In one example, the rear wheel speedometer on the vehicle can collect the fourth speed at the current moment at a certain frequency. Each time the fourth speed is obtained and processed through steps S312-S316 to obtain the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the current moment, the corrected IMU installation angle at the current moment, the vehicle third angle error, and the rear wheel vehicle speed error, the sensor data collected by the vehicle, the rear wheel adjustment coefficient corresponding to the rear wheel speedometer at the current moment, the corrected IMU installation angle at the current moment, the vehicle third angle error, the rear wheel vehicle speed error, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment can be fused based on a filtering algorithm to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment.

[0242] Among them, the corrected IMU installation angle at the current moment used in the fusion processing is the corrected IMU installation angle at the current moment finally obtained in step S305, or step S310, or step S315 up to the current moment. The sensor data collected by the vehicle includes at least the data collected by the IMU sensor and the data collected by the rear wheel speedometer. It can be seen that the data collected by the GNSS is no longer the sensor data that must be used in the fusion processing. This is because the vehicle position at the previous moment obtained by matching the perception data and the high-precision map data can be added during the fusion processing, and then, the vehicle position at the previous moment collected by the GNSS sensor can be replaced, so as to ensure that the fusion processing obtains more accurate vehicle speed, vehicle angle, and vehicle position. Afterwards, the IMU installation angle can be corrected using the more accurate vehicle speed after fusion processing, and a more accurate corrected IMU installation angle can also be obtained.

[0243] The method for obtaining the vehicle angle of the vehicle at the last moment, the vehicle speed of the vehicle at the last moment, and the vehicle position of the vehicle at the last moment can be referred to the introduction in step S302, which will not be repeated here.

[0244] It is worth noting that, for example, the front wheel speedometer can collect the first speed at a certain frequency, and after each time the first speed is collected, steps S301-S307 can be executed to dynamically correct the IMU installation angle; the perception sensor can also collect perception data at a certain frequency, and after each time the perception data is collected, steps S308-S311 can be executed to dynamically correct the IMU installation angle; the rear wheel speedometer can also collect the fourth speed at a certain frequency, and after each time the fourth speed is collected, steps S312-S317 can be executed to dynamically correct the IMU installation angle. Among them, the collection frequencies of the front wheel speedometer, the perception sensor, and the rear wheel speedometer can be the same or different, and this embodiment does not limit this.

[0245] The method for correcting the IMU installation angle of a vehicle provided in an embodiment of the present application includes: if a first speed collected by a front wheel speedometer is received, steps S301 to S307 are executed to dynamically correct the IMU installation angle; if perception data collected by a perception sensor is received, steps S308 to S311 are executed in combination with high-precision map data to dynamically correct the IMU installation angle; if a first speed collected by a rear wheel speedometer is received, steps S312 to S317 are executed to dynamically correct the IMU installation angle.

[0246] Since the second installation angle error includes the second error value of the IMU pitch installation angle, the second error value of the IMU roll installation angle, and the second error value of the IMU heading installation angle, the IMU installation angle at the current moment is corrected according to the vehicle angle to be verified and the vehicle angle of the vehicle at the previous moment. When the corrected IMU installation angle at the current moment is obtained, the IMU pitch installation angle, the IMU roll installation angle, and the IMU heading installation angle can be corrected at the same time, so that the corrected IMU installation angle is more accurate.

[0247] Since three dynamic methods of correcting the IMU installation angle are set, as long as one dynamic method of correcting the IMU installation angle is effective, the IMU installation angle can be dynamically corrected. If all three dynamic methods of correcting the IMU installation angle are effective, the IMU installation angle can be dynamically corrected more quickly (with a faster update frequency).

[0248] Moreover, the vehicle speed of the vehicle at the previous moment, the vehicle angle of the vehicle at the previous moment, the vehicle position of the vehicle at the previous moment, and the IMU installation angle at the current moment used in any method of dynamically correcting the IMU installation angle are the vehicle speed of the vehicle at the previous moment, the vehicle angle of the vehicle at the previous moment, the vehicle position of the vehicle at the previous moment, and the IMU installation angle at the current moment that are most recently obtained among the three methods of dynamically correcting the IMU installation angle. Therefore, the IMU installation angle can be dynamically corrected more accurately.

[0249] On the premise of obtaining the perception data, the vehicle position can be obtained by matching the perception data with the high-precision map data, and then the vehicle position collected by the GNSS sensor can be replaced, so as to ensure that more accurate vehicle speed, vehicle angle, and vehicle position are obtained during the fusion processing. After that, the IMU installation angle can be corrected using the more accurate fused vehicle speed and vehicle angle, and a more accurate corrected IMU installation angle can also be obtained. This solves the problem that when the GNSS signal is poor or there is no signal, the vehicle speed obtained by the fusion processing is less accurate, resulting in the inability to accurately correct the IMU installation angle.

[0250] Figure 4 The schematic diagram of the structure of the correction device for the IMU installation angle of the vehicle provided in this application is as follows: Figure 4 As shown, the vehicle IMU installation angle correction device 40 provided in this embodiment includes:

[0251] The determination module 401 is used to obtain the front wheel angle of the vehicle at the previous moment in response to the first speed at the current moment acquired by the front wheel speedometer on the vehicle, and determine the second speed according to the first speed and the front wheel angle; wherein the second speed includes the forward speed and the lateral speed of the vehicle;

[0252] The acquisition module 402 is used to acquire the vehicle speed at the last moment;

[0253] The correction module 403 is used to correct the IMU installation angle at the current moment according to the forward speed and the lateral speed in the second speed, and the vehicle speed at the previous moment, to obtain the corrected IMU installation angle at the current moment; wherein the corrected IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle and the IMU heading installation angle.

[0254] In a possible implementation, the correction module 403 is specifically configured to:

[0255] According to the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment, the forward speed and the lateral speed in the second speed are adjusted to obtain a third speed;

[0256] If it is determined that the difference between the third speed and the vehicle speed at the last moment is less than a first preset threshold, a first installation angle error is determined according to the second speed, the third speed, and the vehicle speed at the last moment;

[0257] According to the first installation angle error, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment.

[0258] In a possible implementation, the first installation angle error includes a first error value of the IMU pitch installation angle, a first error value of the IMU roll installation angle, and a first error value of the IMU heading installation angle.

[0259] In a possible implementation, the “correcting the IMU installation angle at the current moment according to the first installation angle error to obtain the corrected IMU installation angle at the current moment” in the correction module 403 is specifically used to:

[0260] Performing matrix conversion processing on the first installation angle error to obtain a first rotation matrix, the first rotation matrix indicates the rotation matrix corresponding to the first installation angle error; and performing matrix conversion processing on the IMU installation angle at the current moment to obtain a second rotation matrix, the second rotation matrix indicates the rotation matrix corresponding to the IMU installation angle at the current moment;

[0261] The second rotation matrix is ​​multiplied by the first rotation matrix to obtain a first intermediate matrix; the first intermediate matrix indicates the rotation matrix corresponding to the corrected IMU installation angle at the current moment;

[0262] The first intermediate matrix is ​​subjected to matrix conversion processing to obtain the corrected IMU installation angle at the current moment.

[0263] In a possible implementation, the “determining the first installation angle error according to the second speed, the third speed, and the vehicle speed of the vehicle at the current moment” in the correction module 403 is specifically used to:

[0264] Performing matrix conversion processing on the vehicle angle of the vehicle at the previous moment to obtain a third rotation matrix, the third rotation matrix indicating the rotation matrix corresponding to the vehicle angle of the vehicle at the previous moment;

[0265] Performing matrix conversion processing on the IMU installation angle at the current moment to obtain a second rotation matrix, where the second rotation matrix indicates the rotation matrix corresponding to the IMU installation angle at the current moment;

[0266] Establishing a first error equation according to the third rotation matrix, the second rotation matrix, the second speed, the third speed, the vehicle speed of the vehicle at the current moment, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment, and the first installation angle error to be solved;

[0267] The first error equation is solved to obtain a first installation angle error.

[0268] In a possible implementation, the first error equation indicates a front wheel adjustment coefficient error to be solved;

[0269] In a possible implementation, the device 40 is further configured to:

[0270] Solving the first error equation to obtain the front wheel adjustment coefficient error;

[0271] According to the front wheel adjustment coefficient error, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment is adjusted to obtain the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment.

[0272] In one possible implementation, the first error equation indicates a vehicle first angle error to be solved and a front wheel vehicle speed error to be solved;

[0273] In a possible implementation, the device 40 is further configured to:

[0274] Solving the first error equation to obtain a first angle error of the vehicle and a front wheel vehicle speed error;

[0275] Based on the filtering algorithm, the sensor data collected by the vehicle, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment, the corrected IMU installation angle at the current moment, the vehicle's first angle error, the front wheel vehicle speed error, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment are fused to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment.

[0276] In a possible implementation, the device 40 is further configured to:

[0277] Obtain the IMU data collected by the vehicle through the IMU at the initial moment, and obtain the GNSS data collected by the vehicle through the GNSS module at the initial moment;

[0278] The IMU data and the GNSS data are fused to obtain the vehicle speed, the vehicle angle, and the vehicle position at the initial moment.

[0279] In a possible implementation, the device 40 is further configured to:

[0280] In response to acquiring the perception data of the vehicle at the current moment, acquiring the vehicle position of the vehicle at the previous moment, and acquiring high-precision map data corresponding to the vehicle position of the vehicle at the previous moment;

[0281] Matching the perception data of the vehicle at the current moment with the high-precision map data to obtain the vehicle's angle to be verified; wherein the vehicle's angle to be verified indicates the vehicle's pitch angle, the vehicle's roll angle, and the vehicle's heading angle;

[0282] According to the vehicle angle to be verified and the vehicle angle at the previous moment, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment; wherein the corrected IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle and the IMU heading installation angle.

[0283] In a possible implementation, the “correcting the IMU installation angle at the current moment according to the vehicle angle to be verified and the vehicle angle of the vehicle at the previous moment to obtain the corrected IMU installation angle at the current moment” in the device 40 is specifically used to:

[0284] If it is determined that the difference between the vehicle angle to be verified and the vehicle angle at the previous moment is less than a second preset threshold, a matrix conversion process is performed on the IMU installation angle at the current moment to obtain a second rotation matrix; the second rotation matrix indicates the rotation matrix corresponding to the IMU installation angle at the current moment;

[0285] Establishing a second error equation according to the vehicle angle to be verified, the vehicle angle of the vehicle at the last moment, the second rotation matrix, and the second installation angle error to be solved;

[0286] Solving the second error equation to obtain a second installation angle error;

[0287] According to the second installation angle error, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment.

[0288] In a possible implementation, the second installation angle error includes a second error value of the IMU pitch installation angle, a second error value of the IMU roll installation angle, and a second error value of the IMU heading installation angle.

[0289] In a possible implementation, the “correcting the IMU installation angle at the current moment according to the second installation angle error to obtain the corrected IMU installation angle at the current moment” in the device 40 is specifically used to:

[0290] Performing matrix conversion processing on the second installation angle error to obtain a fourth rotation matrix, where the fourth rotation matrix indicates a rotation matrix corresponding to the second installation angle error;

[0291] The second rotation matrix is ​​multiplied by the fourth rotation matrix to obtain a second intermediate matrix; the second intermediate matrix represents the rotation matrix corresponding to the corrected IMU installation angle at the current moment; the second intermediate matrix is ​​subjected to matrix conversion processing to obtain the corrected IMU installation angle at the current moment.

[0292] In one possible implementation, the second error equation indicates a second angle error of the vehicle to be solved;

[0293] In a possible implementation, the device 40 is further configured to:

[0294] The perception data of the vehicle at the current moment and the high-precision map data are matched and processed, and the vehicle position at the current moment is obtained;

[0295] The second error equation is solved to obtain the second angle error of the vehicle; based on the filtering algorithm, the sensor data collected by the vehicle, the matched vehicle position at the current moment, the corrected IMU installation angle at the current moment, the vehicle second angle error, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment are fused to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment.

[0296] The device for correcting the IMU installation angle of a vehicle provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail in this embodiment.

[0297] Figure 5 This is a schematic diagram of the structure of the electronic device provided in this application. Figure 5 As shown, the electronic device 50 provided in this embodiment includes: at least one processor 501 and a memory 502. Optionally, the device 50 also includes a communication component 503. The processor 501, the memory 502 and the communication component 503 are connected via a bus 504.

[0298] In a specific implementation process, at least one processor 501 executes the computer-executable instructions stored in the memory 502, so that at least one processor 501 executes the above method.

[0299] The specific implementation process of the processor 501 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0300] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0301] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk storage.

[0302] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0303] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0304] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0305] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0306] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0307] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0308] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0309] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0310] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0311] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk and other media that can store program codes.

[0312] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A method for correcting the IMU installation angle of a vehicle, characterized in that: The method comprises: In response to obtaining a first speed at a current moment collected by a front wheel speedometer on the vehicle, obtaining a front wheel steering angle on the vehicle at a previous moment, and determining a second speed according to the first speed and the front wheel steering angle; wherein the second speed includes a forward speed and a lateral speed of the vehicle; Get the vehicle speed at the last moment; According to the forward speed and lateral speed in the second speed, and the vehicle speed at the previous moment, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment; wherein the corrected IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle and the IMU heading installation angle.

2. The method according to claim 1, characterized in that According to the forward speed and the lateral speed in the second speed and the vehicle speed at the previous moment, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment, including: According to the front wheel adjustment coefficient corresponding to the front wheel speed meter at the previous moment, the forward speed and the lateral speed in the second speed are adjusted to obtain a third speed; If it is determined that the difference between the third speed and the vehicle speed at the last moment is less than a first preset threshold, a first installation angle error is determined according to the second speed, the third speed, and the vehicle speed at the last moment; According to the first installation angle error, the IMU installation angle at the current moment is corrected to obtain a corrected IMU installation angle at the current moment.

3. The method according to claim 2, characterized in that According to the first installation angle error, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment, including: Performing matrix conversion processing on the first installation angle error to obtain a first rotation matrix, the first rotation matrix indicating the rotation matrix corresponding to the first installation angle error; and performing matrix conversion processing on the IMU installation angle at the current moment to obtain a second rotation matrix, the second rotation matrix indicating the rotation matrix corresponding to the IMU installation angle at the current moment; The second rotation matrix is ​​multiplied by the first rotation matrix to obtain a first intermediate matrix; the first intermediate matrix indicates the rotation matrix corresponding to the corrected IMU installation angle at the current moment; Perform matrix conversion processing on the first intermediate matrix to obtain the corrected IMU installation angle at the current moment.

4. The method according to claim 2, characterized in that: Determining a first installation angle error according to the second speed, the third speed, and a vehicle speed of the vehicle at a current moment includes: Performing matrix conversion processing on the vehicle angle of the vehicle at the previous moment to obtain a third rotation matrix, wherein the third rotation matrix indicates the rotation matrix corresponding to the vehicle angle of the vehicle at the previous moment; Performing matrix conversion processing on the IMU installation angle at the current moment to obtain a second rotation matrix, wherein the second rotation matrix indicates a rotation matrix corresponding to the IMU installation angle at the current moment; Establishing a first error equation according to the third rotation matrix, the second rotation matrix, the second speed, the third speed, the vehicle speed of the vehicle at a current moment, the front wheel adjustment coefficient corresponding to the front wheel speedometer at a previous moment, and the first installation angle error to be solved; The first error equation is solved to obtain the first installation angle error.

5. The method according to claim 4, characterized in that The first error equation indicates a front wheel adjustment coefficient error to be solved; the method further includes: Solving the first error equation to obtain the front wheel adjustment coefficient error; According to the front wheel adjustment coefficient error, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the previous moment is adjusted to obtain the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment.

6. The method according to claim 4, characterized in that The first error equation indicates a first vehicle angle error to be solved and a front wheel vehicle speed error to be solved; the method further includes: Solving the first error equation to obtain the first vehicle angle error and the front wheel vehicle speed error; Based on the filtering algorithm, the sensor data collected by the vehicle, the front wheel adjustment coefficient corresponding to the front wheel speedometer at the current moment, the corrected IMU installation angle at the current moment, the first angle error of the vehicle, the front wheel vehicle speed error, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment are fused to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment.

7. The method according to any one of claims 1 to 6, characterized in that The method further comprises: Obtain the IMU data collected by the vehicle through the IMU at the initial moment, and obtain the GNSS data collected by the vehicle through the GNSS module at the initial moment; The IMU data and the GNSS data are fused to obtain the vehicle speed of the vehicle at the initial moment, the vehicle angle of the vehicle at the initial moment, and the vehicle position of the vehicle at the initial moment.

8. The method according to any one of claims 1 to 6, characterized in that The method further comprises: In response to acquiring the perception data of the vehicle at the current moment, acquiring the vehicle position of the vehicle at the previous moment, and acquiring high-precision map data corresponding to the vehicle position of the vehicle at the previous moment; Matching the perception data of the vehicle at the current moment and the high-precision map data to obtain the vehicle angle to be verified; wherein the vehicle angle to be verified indicates the pitch angle of the vehicle, the roll angle of the vehicle, and the heading angle of the vehicle; According to the vehicle angle to be verified and the vehicle angle at the previous moment, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment; wherein the corrected IMU installation angle includes the IMU pitch installation angle, the IMU roll installation angle and the IMU heading installation angle.

9. The method according to claim 8, characterized in that According to the vehicle angle to be verified and the vehicle angle of the vehicle at the previous moment, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment, including: If it is determined that the difference between the vehicle angle to be verified and the vehicle angle of the vehicle at the previous moment is less than a second preset threshold, a matrix conversion process is performed on the IMU installation angle at the current moment to obtain a second rotation matrix; the second rotation matrix indicates the rotation matrix corresponding to the IMU installation angle at the current moment; Establishing a second error equation according to the vehicle angle to be verified, the vehicle angle of the vehicle at the last moment, the second rotation matrix, and the second installation angle error to be solved; Solving the second error equation to obtain the second installation angle error; According to the second installation angle error, the IMU installation angle at the current moment is corrected to obtain the corrected IMU installation angle at the current moment.

10. The method according to claim 9, characterized in that The second error equation indicates a second angle error of the vehicle to be solved; matching processing is performed on the perception data of the vehicle at the current moment and the high-precision map data to obtain a matched vehicle position at the current moment; the method further includes: The second error equation is solved to obtain the second angle error of the vehicle; based on the filtering algorithm, the sensor data collected by the vehicle, the matched vehicle position at the current moment, the corrected IMU installation angle at the current moment, the second angle error of the vehicle, the vehicle angle of the vehicle at the previous moment, the vehicle speed of the vehicle at the previous moment, and the vehicle position of the vehicle at the previous moment are integrated to obtain the vehicle angle of the vehicle at the current moment, the vehicle position of the vehicle at the current moment, and the vehicle speed of the vehicle at the current moment.

11. An electronic device, characterized in that: The electronic device comprises: a memory and a processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 10.

12. A computer-readable storage medium / computer program product, characterized in that: The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method according to any one of claims 1 to 10; and / or the computer program product comprises a computer program, which, when executed by a processor, implements the method according to any one of claims 1 to 10.

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