Vehicle acceleration compensation method and device

Abstract

The invention relates to a vehicle acceleration compensation method and device, and the method comprises the steps: obtaining an initial three-axis acceleration outputted by an accelerometer and an initial three-axis angular velocity outputted by a gyroscope in a static state of a vehicle; according to the initial three-axis acceleration and the initial three-axis angular velocity, initial state parameters related to the vehicle acceleration are determined; after the vehicle is started, the real-time three-axis acceleration output by the accelerometer at the current moment and the real-time three-axis angular velocity output by the gyroscope at the current moment are obtained; determining a real-time attitude angle at the current moment according to the real-time triaxial acceleration at the current moment, the real-time triaxial angular velocity at the current moment and the initial state parameter; according to the real-time attitude angle at the current moment, determining a real-time three-axis acceleration compensation component for the gravitational acceleration; and compensating the real-time three-axis acceleration by using the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular to a vehicle acceleration compensation method and device. Background Art

[0002] Acceleration, as an important parameter of vehicle motion, is of great significance for achieving smooth acceleration, deceleration and cruise control of the vehicle.

[0003] Traditional acceleration measurement methods mainly rely on wheel speed meters or GPS and accelerometers installed on the vehicle body. Among them, the measurement scheme using wheel speed meters or GPS indirectly obtains the vehicle acceleration by obtaining the vehicle speed and performing differential, and its response degree and accuracy are not high; the measurement scheme using accelerometers directly uses the acceleration value measured by the accelerometer as the vehicle acceleration, and the acceleration measurement results are inaccurate or even distorted.

[0004] In view of this, the present invention is proposed. Summary of the invention

[0005] In order to solve the above technical problems or at least partially solve the above technical problems, the embodiments of the present disclosure provide a vehicle acceleration compensation method and device, which can improve the accuracy and stability of acceleration measurement of unmanned vehicles.

[0006] In a first aspect, an embodiment of the present disclosure provides a vehicle acceleration compensation method, the method comprising:

[0007] When the vehicle is stationary, the initial three-axis acceleration output by the accelerometer and the initial three-axis angular velocity output by the gyroscope are obtained;

[0008] Determining initial state parameters related to vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity;

[0009] After the vehicle is started, obtaining the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment;

[0010] Determine the real-time attitude angle at the current moment according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameters;

[0011] According to the real-time attitude angle at the current moment, determine the real-time three-axis acceleration compensation component for gravity acceleration;

[0012] The real-time three-axis acceleration is compensated by using the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment.

[0013] In a second aspect, the embodiment of the present disclosure further provides a vehicle acceleration compensation device, the device comprising:

[0014] An initial three-axis angular acceleration acquisition module is used to acquire the initial three-axis acceleration output by the accelerometer and the initial three-axis angular velocity output by the gyroscope when the vehicle is stationary;

[0015] An initial state parameter determination module, used to determine an initial state parameter related to vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity;

[0016] A real-time three-axis angular acceleration acquisition module, used to acquire the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment after the vehicle is started;

[0017] A real-time attitude angle determination module, used to determine the real-time attitude angle at the current moment according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameters;

[0018] A real-time three-axis acceleration compensation component determination module is used to determine the real-time three-axis acceleration compensation component for gravity acceleration according to the real-time attitude angle at the current moment;

[0019] The real-time three-axis acceleration compensation module is used to compensate the real-time three-axis acceleration by using the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment.

[0020] A vehicle acceleration compensation method and device provided by an embodiment of the present disclosure include obtaining an initial three-axis acceleration output by an accelerometer and an initial three-axis angular velocity output by a gyroscope when the vehicle is stationary; determining initial state parameters related to vehicle acceleration based on the initial three-axis acceleration and the initial three-axis angular velocity; obtaining the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment after the vehicle is started; determining the real-time attitude angle at the current moment based on the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameters; determining a real-time three-axis acceleration compensation component for gravity acceleration based on the real-time attitude angle at the current moment; and compensating the real-time three-axis acceleration using the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment. The above-mentioned method obtains the initial state parameters of the vehicle at each stationary state, comprehensively considers the differences in accelerometers, the possible changes in accelerometer device parameters during use, and the influence of gravity acceleration under different working conditions, overcomes the shortcomings of the prior art of using a speedometer and GPS to indirectly measure acceleration, or using an accelerometer to directly measure acceleration, and can improve the compensation accuracy of acceleration, and enhance the accuracy and stability of acceleration measurement of unmanned vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the accompanying drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and the originals and elements are not necessarily drawn to scale.

[0022] Figure 1 is a flow chart of a vehicle acceleration compensation method in an embodiment of the present disclosure;

[0023] Figure 2 is a schematic diagram of a sliding time window in an embodiment of the present disclosure;

[0024] Figure 3 is a structural schematic diagram of a vehicle acceleration compensation device in an embodiment of the present disclosure;

[0025] Figure 4 It is a structural schematic diagram of an electronic device in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0026] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein, which are instead provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure.

[0027] It should be noted that the concepts such as "first" and "second" mentioned in the present disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0028] The names of the messages or information exchanged between multiple devices in the embodiments of the present disclosure are only used for illustrative purposes and are not used to limit the scope of these messages or information.

[0029] Figure 1 : is a flow chart of a vehicle acceleration compensation method in an embodiment of the present disclosure. The method can be executed by a vehicle acceleration compensation device, which can be implemented in software and / or hardware, and can be configured in an electronic device. Figure 1 As shown, the method may specifically include the following steps:

[0030] S110 . When the vehicle is stationary, obtain the initial three-axis acceleration output by the accelerometer and the initial three-axis angular velocity output by the gyroscope.

[0031] Preferably, it is possible to determine whether the vehicle is stationary by monitoring the wheel speed of the vehicle. In order to ensure high credibility of the judgment result, it is preferred to pre-set a sliding time window, and determine whether the vehicle is stationary by monitoring whether the wheel speed of the vehicle within the preset sliding time window is continuously 0. As an example and not a limitation, the length of the preset sliding time window is 2n, and then it is possible to determine whether the wheel speed of the vehicle is continuously 0 within the preset sliding time window with any starting point t0 and a length of 2n. If the wheel speed of the vehicle is continuously 0, it can be determined that the vehicle is stationary. Preferably, the value of n can be 5s, or 10s, etc. Figure 2 is a schematic diagram of a preset sliding time window in an embodiment of the present disclosure, such as Figure 2As shown, the initial time point of the preset sliding time window is t0, the end time point is t0+2n, and the preset sliding time window also includes time points t0+0.5n and t0+1.5n. It can be understood that within the preset sliding time window, the vehicle's motion state tends to be stable in the time period from time point t0+0.5n to time point t0+1.5n. In order to ensure the accuracy of subsequent calculations, this embodiment preferably uses the data in the time period from time point t0+0.5n to time point t0+1.5n as calculation data. The initial three-axis acceleration includes the initial x-axis acceleration, the initial y-axis acceleration and the initial z-axis acceleration, and the initial three-axis angular velocity includes the initial x-axis angular velocity, the initial y-axis angular velocity and the initial z-axis angular velocity, wherein the positive direction of the x-axis points to the right of the vehicle, the positive direction of the y-axis points to the front of the vehicle, and the positive direction of the z-axis points to the top of the vehicle.

[0032] S120. Determine initial state parameters related to vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity.

[0033] In this embodiment, in order to fully consider the differences between accelerometers, possible changes in accelerometer device parameters over time, and the impact of gravity on acceleration under different working conditions, it is preferred to determine the initial state parameters related to the vehicle acceleration based on the initial three-axis acceleration and the initial three-axis angular velocity in a stationary state before each vehicle start, so that the vehicle acceleration can be compensated subsequently based on the initial state parameters.

[0034] Preferably, the initial state parameters may include accelerometer measurement noise, gyroscope zero bias value, gravity acceleration and the vehicle's initial posture matrix, wherein the accelerometer measurement noise is the noise generated by the accelerometer itself that affects the acceleration measurement result, the gyroscope zero bias value is when the angular velocity input is zero, the output of the gyroscope is a slowly changing curve of a composite white noise signal, and the average value of the curve is the zero bias value, the gravity acceleration is the gravity acceleration at the location of the vehicle, and the vehicle's initial posture matrix is ​​a matrix that characterizes the vehicle's initial posture.

[0035] S130. After the vehicle is started, obtain the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment.

[0036] The real-time three-axis acceleration includes the real-time x-axis acceleration, the real-time y-axis acceleration and the real-time z-axis acceleration, and the real-time three-axis angular velocity includes the real-time x-axis angular velocity, the real-time y-axis angular velocity and the real-time z-axis angular velocity.

[0037] S140, determining the real-time attitude angle at the current moment according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment, and the initial state parameters.

[0038] The real-time attitude angle is used to characterize the real-time attitude of the vehicle. The real-time attitude angle in this embodiment is related to the real-time acceleration attitude angle and the real-time angular velocity attitude angle, wherein the real-time acceleration attitude angle can be determined using the real-time three-axis acceleration and the initial state parameters, and the real-time angular velocity attitude angle can be determined using the real-time three-axis angular velocity and the initial state parameters.

[0039] S150: Determine a real-time three-axis acceleration compensation component for gravity acceleration according to the real-time attitude angle at the current moment.

[0040] Gravity acceleration has an influence on the measurement of vehicle acceleration, and the degree of influence is related to the real-time attitude angle of the vehicle. In order to improve the accuracy of the vehicle acceleration measurement, it is preferred to compensate for the vehicle acceleration due to gravity acceleration. Specifically, the real-time three-axis acceleration compensation component corresponding to the gravity acceleration can be determined according to the real-time attitude angle and gravity acceleration at the current moment, so that the real-time three-axis acceleration can be compensated for subsequently using the real-time three-axis acceleration compensation component, wherein the real-time three-axis acceleration compensation component can include a real-time x-axis acceleration compensation component, a real-time y-axis acceleration compensation component, and a real-time z-axis acceleration compensation component.

[0041] S160: Compensate the real-time three-axis acceleration using the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment.

[0042] Specifically, the real-time x-axis acceleration can be compensated by the real-time x-axis acceleration compensation component to obtain the compensated real-time x-axis acceleration, the real-time y-axis acceleration can be compensated by the real-time y-axis acceleration compensation component to obtain the compensated real-time y-axis acceleration, and the real-time z-axis acceleration can be compensated by the real-time z-axis acceleration compensation component to obtain the compensated real-time z-axis acceleration.

[0043] The method provided in this embodiment includes obtaining, when the vehicle is stationary, an initial three-axis acceleration output by an accelerometer and an initial three-axis angular velocity output by a gyroscope; determining an initial state parameter related to the vehicle acceleration based on the initial three-axis acceleration and the initial three-axis angular velocity; after the vehicle is started, obtaining the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment; determining the real-time attitude angle at the current moment based on the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameters; determining a real-time three-axis acceleration compensation component for gravity acceleration based on the real-time attitude angle at the current moment; and compensating the real-time three-axis acceleration using the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment. The above-mentioned method obtains the initial state parameters of the vehicle at each stationary state, comprehensively considers the differences in accelerometers, the possible changes in accelerometer device parameters during use, and the influence of gravity acceleration under different working conditions, overcomes the shortcomings of the prior art of using a speedometer and GPS to indirectly measure acceleration, or using an accelerometer to directly measure acceleration, and can improve the compensation accuracy of acceleration, and enhance the accuracy and stability of acceleration measurement of unmanned vehicles.

[0044] On the basis of the above embodiments, further, the initial state parameters include accelerometer measurement noise, gyroscope zero bias value, gravity acceleration and the initial attitude matrix of the vehicle. Accordingly, according to the initial three-axis acceleration and the initial three-axis angular velocity, the initial state parameters related to the vehicle acceleration are determined, including:

[0045] Determining the accelerometer measurement noise, the gravity acceleration and the initial attitude matrix according to the initial three-axis acceleration;

[0046] And, determining the gyroscope zero bias value according to the initial three-axis angular velocity.

[0047] Since the accelerometer measurement noise, gravity acceleration and initial attitude matrix are all related to the initial three-axis acceleration, the accelerometer measurement noise, gravity acceleration and initial attitude matrix can be determined according to the initial three-axis acceleration. Since the gyroscope zero bias value is related to the initial three-axis angular velocity, the gyroscope zero bias value can be determined according to the initial three-axis angular velocity. This embodiment accurately calculates the accelerometer measurement noise, gyroscope zero bias value, gravity acceleration and the initial attitude matrix of the vehicle by using the initial three-axis acceleration and the initial three-axis angular velocity, so as to ensure the accuracy and stability of subsequent vehicle acceleration measurement.

[0048] Preferably, the accelerometer measurement noise is determined according to the initial three-axis acceleration, and the specific calculation formula is as follows:

[0049]

[0050]

[0051] Among them, σ max is the accelerometer measurement noise, n is half of the duration of the preset sliding time window, t0 is the starting time point of the preset sliding time window, i represents the x-axis, y-axis or z-axis, a i(t) is the initial i-axis acceleration corresponding to the time t between the time point t0+0.5n and the time point t0+1.5n in the preset sliding time window, is the initial i-axis acceleration mean value corresponding to the time period from time point t0+0.5n to time point t0+1.5n within the preset sliding time window;

[0052] According to the initial three-axis acceleration, the gravity acceleration is determined, and the specific calculation formula is as follows:

[0053]

[0054] Among them, g al is the gravitational acceleration;

[0055] According to the initial three-axis angular velocity, the gyroscope zero bias value is determined, and the specific calculation formula is as follows:

[0056]

[0057] in, is the zero bias value of the gyroscope i-axis, ω i(t) is the initial i-axis angular velocity corresponding to time t.

[0058] Further preferably, determining the initial posture matrix according to the initial three-axis acceleration includes:

[0059] Determine the initial three-axis acceleration mean according to the initial three-axis acceleration;

[0060] Determining an initial attitude angle of the vehicle according to the initial three-axis acceleration average;

[0061] The initial posture matrix is ​​determined according to a conversion formula between the posture angle and the posture matrix and the initial posture angle.

[0062] In this embodiment, the initial posture angle is substituted into the conversion formula between the posture angle and the posture matrix to obtain the initial posture matrix, thereby improving the accuracy of the initial posture matrix and the calculation of subsequent steps.

[0063] Specifically, the initial three-axis acceleration mean is determined according to the initial three-axis acceleration, and the specific calculation formula is as follows:

[0064]

[0065] Among them, a i(t) is the initial i-axis acceleration corresponding to the time t between the time point t0+0.5n and the time point t0+1.5n in the preset sliding time window, is the initial i-axis acceleration mean value corresponding to the time period from time point t0+0.5n to time point t0+1.5n within the preset sliding time window, where n is half of the corresponding time length of the preset sliding time window;

[0066] The initial attitude angle of the vehicle is determined according to the initial three-axis acceleration average, and the specific calculation formula is as follows:

[0067]

[0068]

[0069] θ z(0) =0

[0070] Among them, θ x(0) is the initial pitch angle, θ y(0) is the initial roll angle, θ z(0) is the initial heading angle, is the initial x-axis acceleration mean, is the initial y-axis acceleration mean, Initial z-axis acceleration mean;

[0071] According to the conversion formula between the attitude angle and the attitude matrix and the initial attitude angle, the initial attitude matrix is ​​determined. The specific calculation formula is as follows:

[0072]

[0073]

[0074] in, is the real-time attitude matrix of the vehicle coordinate system relative to the navigation coordinate system at time k, is the conversion formula between the attitude angle and the attitude matrix, is the initial attitude matrix of the vehicle coordinate system relative to the navigation coordinate system at the initial moment.

[0075] On the basis of the above embodiments, further, according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameter, the real-time attitude angle at the current moment is determined, including:

[0076] Determine the real-time angular velocity attitude angle according to the real-time three-axis angular velocity, the gyroscope zero bias value and the initial attitude matrix;

[0077] Determine a real-time acceleration attitude angle and an acceleration weight according to the real-time three-axis acceleration, the accelerometer measurement noise and the gravity acceleration;

[0078] The acceleration weight is used to perform a weighted fusion calculation on the real-time acceleration attitude angle and the real-time angular velocity attitude angle to determine the real-time attitude angle after weighted fusion.

[0079] When calculating the real-time attitude angle, this embodiment fully considers the influence of acceleration and angular velocity, and improves the accuracy and stability of the calculation of the real-time attitude angle by dynamically and reasonably allocating the weights of the real-time acceleration attitude angle and the real-time angular velocity attitude angle, thereby further ensuring the accuracy and stability of subsequent vehicle acceleration measurements.

[0080] On the basis of the above embodiments, further, determining the real-time angular velocity attitude angle according to the real-time three-axis angular velocity, the gyroscope zero bias value and the initial attitude matrix includes:

[0081] Correcting the real-time three-axis angular velocity using the gyroscope zero bias value to obtain a real-time attitude increment matrix;

[0082] Determine a real-time attitude matrix according to the attitude increment matrix and the initial attitude matrix;

[0083] The real-time angular velocity attitude angle is determined according to a conversion formula between the attitude angle and the attitude matrix and the real-time attitude matrix.

[0084] This embodiment corrects the real-time three-axis angular velocity by using the gyroscope zero bias value, and substitutes the real-time attitude matrix into the conversion formula between the attitude angle and the attitude matrix to obtain the real-time angular velocity attitude angle, thereby improving the accuracy of the real-time angular velocity attitude angle calculation.

[0085] Preferably, the real-time three-axis angular velocity is corrected using the gyroscope zero bias value to obtain a real-time attitude increment matrix, and the specific calculation formula is as follows:

[0086]

[0087]

[0088] Δθ k =|Δθ k

[0089] in, is the attitude increment matrix at time k relative to time k-1 in the vehicle coordinate system, I is the unit matrix, Δθ k is Δθ k The modulus length, [Δθk ×] is Δθ k The corresponding antisymmetric matrix is, is the vector corresponding to the real-time i-axis angular velocity in the vehicle coordinate system, is the vector corresponding to the zero bias value of the gyroscope i-axis;

[0090] According to the attitude increment matrix and the initial attitude matrix, the real-time attitude matrix is ​​determined, and the specific calculation formula is as follows:

[0091]

[0092] in, is the attitude matrix of the vehicle coordinate system relative to the navigation coordinate system at time k-1. After determining the real-time attitude matrix, the conversion formula between attitude angle and attitude matrix is ​​used Determine the real-time angular velocity attitude angle.

[0093] On the basis of the above embodiments, further, according to the real-time three-axis acceleration, the accelerometer measurement noise and the gravity acceleration, the real-time acceleration attitude angle and the acceleration weight are determined, including:

[0094] Determine the real-time acceleration attitude angle and the three-axis fusion acceleration according to the real-time three-axis acceleration;

[0095] The acceleration weight is determined according to the difference between the three-axis fusion acceleration and the gravity acceleration and the accelerometer measurement noise.

[0096] The greater the difference between the three-axis fusion acceleration and the gravity acceleration, the smaller the influence of the accelerometer measurement noise on the vehicle acceleration measurement, and the greater the corresponding acceleration weight. By introducing the acceleration weight, the influence of the real-time acceleration attitude angle and the real-time angular velocity attitude angle on the real-time attitude angle can be balanced, and the calculation accuracy of the real-time attitude angle can be improved.

[0097] Preferably, the real-time acceleration attitude angle is determined according to the real-time three-axis acceleration, and the specific calculation formula is as follows:

[0098] θ ax(k) =arctan2(a y(k) ,a z(k) )

[0099]

[0100] Among them, a x(k) is the x-axis acceleration at time k, a y(k) is the y-axis acceleration at time k, a z(k) is the z-axis acceleration at time k, θ ax(k) is the acceleration pitch angle at time k, θay(k) is the acceleration rolling angle at time k;

[0101] According to the real-time three-axis acceleration, the three-axis fusion acceleration is determined, and the specific calculation formula is as follows:

[0102]

[0103] Among them, a (k) is the three-axis fusion acceleration, a i(k) is the acceleration of axis i at time k;

[0104] The acceleration weight is determined according to the difference between the three-axis fusion acceleration and the gravity acceleration and the accelerometer measurement noise. The specific calculation formula is as follows:

[0105]

[0106] Where b(k) is the acceleration weight, g al is the gravitational acceleration, σ max is the accelerometer measurement noise, and x is the difference between the three-axis fusion acceleration and the gravity acceleration.

[0107] Preferably, the acceleration weight is used to perform weighted fusion calculation on the real-time acceleration attitude angle and the real-time angular velocity attitude angle to determine the real-time attitude angle after weighted fusion. The specific calculation formula is as follows:

[0108] θ j(k) =b(k)θ aj(k) +(1-b(k))θ wj(k) j=x,y

[0109] Among them, θ j(k) is the j-axis attitude angle at time k, θ aj(k) is the acceleration pitch angle at time k or the acceleration roll angle at time k, θ wj(k) is the x-axis angular velocity attitude angle at time k or the y-axis angular velocity attitude angle at time k, and b(k) is the acceleration weight.

[0110] On the basis of the above embodiments, further, according to the real-time attitude angle at the current moment, the real-time three-axis acceleration compensation component for gravity acceleration is determined, and the specific calculation formula is as follows:

[0111] a gx(k) =g al sinθ y(k)

[0112] a gy(k) =-g al sinθ x(k) cosθ y(k)

[0113] a gz(k) =-g al cosθ x(k) cosθ y(k)

[0114] Among them, a gx(k) is the acceleration compensation component of the x-axis at time k, a gy(k) is the acceleration compensation component of the y-axis at time k, a gz(k) is the acceleration compensation component of the z-axis at time k, θ x(k) is the pitch angle at time k, θ y(k) is the rolling angle at time k;

[0115] The real-time three-axis acceleration compensation component is used to compensate the real-time three-axis acceleration to obtain the compensated real-time three-axis acceleration at the current moment. The specific calculation formula is as follows:

[0116] a bi(k) =a i(k) +a gi(k) i=x,y,z

[0117] Among them, a bi(k) is the i-axis acceleration at time k after compensation in the vehicle coordinate system, a i(k) is the acceleration of axis i at time k, a gi(k) is the acceleration compensation component of the i-axis at time k.

[0118] Figure 3 FIG. 1 is a schematic diagram of the structure of a vehicle acceleration compensation device in an embodiment of the present disclosure. Figure 3 As shown: the device includes: an initial three-axis angular acceleration acquisition module 310, an initial state parameter determination module 320, a real-time three-axis angular acceleration acquisition module 330, a real-time attitude angle determination module 340, a real-time three-axis acceleration compensation component determination module 350 and a real-time three-axis acceleration compensation module 360, wherein:

[0119] The initial three-axis angular acceleration acquisition module 310 is used to acquire the initial three-axis acceleration output by the accelerometer and the initial three-axis angular velocity output by the gyroscope when the vehicle is stationary;

[0120] An initial state parameter determination module 320, configured to determine an initial state parameter related to vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity;

[0121] A real-time three-axis angular acceleration acquisition module 330 is used to acquire the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment after the vehicle is started;

[0122] A real-time attitude angle determination module 340 is used to determine the real-time attitude angle at the current moment according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameters;

[0123] A real-time three-axis acceleration compensation component determination module 350 is used to determine the real-time three-axis acceleration compensation component for gravity acceleration according to the real-time attitude angle at the current moment;

[0124] The real-time three-axis acceleration compensation module 360 ​​is used to compensate the real-time three-axis acceleration by using the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment.

[0125] The device provided in this embodiment includes an initial three-axis angular acceleration acquisition module, which is used to acquire the initial three-axis acceleration output by the accelerometer and the initial three-axis angular velocity output by the gyroscope when the vehicle is stationary; an initial state parameter determination module, which is used to determine the initial state parameters related to the vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity; a real-time three-axis angular acceleration acquisition module, which is used to acquire the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment after the vehicle is started; a real-time attitude angle determination module, which is used to determine the real-time attitude angle at the current moment according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameters; a real-time three-axis acceleration compensation component determination module, which is used to determine the real-time three-axis acceleration compensation component for gravity acceleration according to the real-time attitude angle at the current moment; and a real-time three-axis acceleration compensation module, which is used to compensate the real-time three-axis acceleration with the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment. The above-mentioned method obtains the initial state parameters of the vehicle at each stationary state, comprehensively considers the differences in accelerometers, the possible changes in accelerometer device parameters during use, and the influence of gravity acceleration under different working conditions, overcomes the shortcomings of the prior art of using a speedometer and GPS to indirectly measure acceleration, or using an accelerometer to directly measure acceleration, and can improve the compensation accuracy of acceleration, and enhance the accuracy and stability of acceleration measurement of unmanned vehicles.

[0126] The vehicle acceleration compensation device provided in the embodiment of the present disclosure can execute the steps in the vehicle acceleration compensation method provided in the method embodiment of the present disclosure, and the execution steps and beneficial effects are no longer repeated here.

[0127] Figure 4 Schematic diagram of the structure of an electronic device in the embodiment of the present disclosure. Figure 4 , which shows a structural schematic diagram of an electronic device 500 suitable for implementing the embodiments of the present disclosure. Figure 4The electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present disclosure.

[0128] like Figure 4 As shown, the electronic device 500 may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 501, which can perform various appropriate actions and processes to implement the method of the embodiment described in the present disclosure according to the program stored in the read-only memory (ROM) 502 or the program loaded from the storage device 508 to the random access memory (RAM) 503. In the RAM 503, various programs and data required for the operation of the electronic device 500 are also stored. The processing device 501, the ROM 502, and the RAM 503 are connected to each other via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0129] In particular, according to an embodiment of the present disclosure, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a non-transitory computer-readable medium, and the computer program contains a program code for executing the method shown in the flowchart, thereby implementing the positioning method as described above. In such an embodiment, the computer program can be downloaded and installed from the network through the communication device 509, or installed from the storage device 508, or installed from the ROM 502. When the computer program is executed by the processing device 501, the above-mentioned functions defined in the method of the embodiment of the present disclosure are executed.

[0130] It should be noted that the computer-readable medium disclosed above may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, device or device. In the present disclosure, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, in which a computer-readable program code is carried. This propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. The computer readable signal medium may also be any computer readable medium other than a computer readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. The program code contained on the computer readable medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0131] The computer-readable medium may be included in the electronic device; or it may exist independently without being assembled into the electronic device. The computer-readable medium carries one or more programs. When the one or more programs are executed by the electronic device, the electronic device: when the vehicle is stationary, obtains the initial three-axis acceleration output by the accelerometer and the initial three-axis angular velocity output by the gyroscope; determines the initial state parameters related to the vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity; after the vehicle is started, obtains the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment; determines the real-time attitude angle at the current moment according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameters; determines the real-time three-axis acceleration compensation component for gravity acceleration according to the real-time attitude angle at the current moment; compensates the real-time three-axis acceleration with the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment.

[0132] Optionally, when the above one or more programs are executed by the electronic device, the electronic device may also execute other steps described in the above embodiments.

[0133] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0134] The above description is only a preferred embodiment of the present disclosure and an explanation of the technical principles used. Those skilled in the art should understand that the scope of disclosure involved in the present disclosure is not limited to the technical solutions formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above disclosed concept. For example, the above features are replaced with the technical features with similar functions disclosed in the present disclosure (but not limited to) by each other to form a technical solution.

Claims

1. A vehicle acceleration compensation method, characterized in that: The method comprises: When the vehicle is stationary, the initial three-axis acceleration output by the accelerometer and the initial three-axis angular velocity output by the gyroscope are obtained; Determining initial state parameters related to vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity; After the vehicle is started, obtaining the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment; Determine the real-time attitude angle at the current moment according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameters; According to the real-time attitude angle at the current moment, determine the real-time three-axis acceleration compensation component for gravity acceleration; The real-time three-axis acceleration is compensated by using the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment.

2. The method according to claim 1, characterized in that The initial state parameters include accelerometer measurement noise, gyroscope zero bias value, gravity acceleration and the initial attitude matrix of the vehicle. Accordingly, according to the initial three-axis acceleration and the initial three-axis angular velocity, the initial state parameters related to the vehicle acceleration are determined, including: Determining the accelerometer measurement noise, the gravity acceleration and the initial attitude matrix according to the initial three-axis acceleration; And, determining the gyroscope zero bias value according to the initial three-axis angular velocity.

3. The method according to claim 2, characterized in that Determining the initial posture matrix according to the initial three-axis acceleration includes: Determine the initial three-axis acceleration mean according to the initial three-axis acceleration; Determining an initial attitude angle of the vehicle according to the initial three-axis acceleration average; The initial posture matrix is ​​determined according to a conversion formula between the posture angle and the posture matrix and the initial posture angle.

4. The method according to claim 2 or 3, characterized in that: Determining the real-time attitude angle at the current moment according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment, and the initial state parameters, including: Determine the real-time angular velocity attitude angle according to the real-time three-axis angular velocity, the gyroscope zero bias value and the initial attitude matrix; Determine a real-time acceleration attitude angle and an acceleration weight according to the real-time three-axis acceleration, the accelerometer measurement noise and the gravity acceleration; The acceleration weight is used to perform a weighted fusion calculation on the real-time acceleration attitude angle and the real-time angular velocity attitude angle to determine the real-time attitude angle after weighted fusion.

5. The method according to claim 4, characterized in that Determining a real-time angular velocity attitude angle according to the real-time three-axis angular velocity, the gyroscope zero bias value and the initial attitude matrix includes: Correcting the real-time three-axis angular velocity using the gyroscope zero bias value to obtain a real-time attitude increment matrix; Determine a real-time attitude matrix according to the attitude increment matrix and the initial attitude matrix; The real-time angular velocity attitude angle is determined according to a conversion formula between the attitude angle and the attitude matrix and the real-time attitude matrix.

6. The method according to claim 4, characterized in that Determining a real-time acceleration attitude angle and an acceleration weight according to the real-time three-axis acceleration, the accelerometer measurement noise and the gravity acceleration includes: Determine the real-time acceleration attitude angle and the three-axis fusion acceleration according to the real-time three-axis acceleration; The acceleration weight is determined according to the difference between the three-axis fusion acceleration and the gravity acceleration and the accelerometer measurement noise.

7. The method according to claim 2, characterized in that: According to the initial three-axis acceleration, the accelerometer measurement noise is determined, and the specific calculation formula is as follows: Among them, σ max is the accelerometer measurement noise, n is half of the duration of the preset sliding time window, t0 is the starting time point of the preset sliding time window, i represents the x-axis, y-axis or z-axis, a i(t) is the initial i-axis acceleration corresponding to the time t between the time point t0+0.5n and the time point t0+1.5n in the preset sliding time window, is the initial i-axis acceleration mean value corresponding to the time period from time point t0+0.5n to time point t0+1.5n within the preset sliding time window; According to the initial three-axis acceleration, the gravity acceleration is determined, and the specific calculation formula is as follows: Among them, g al is the gravitational acceleration; According to the initial three-axis angular velocity, the gyroscope zero bias value is determined, and the specific calculation formula is as follows: in, is the zero bias value of the gyroscope i-axis, ω i(t) is the initial i-axis angular velocity corresponding to time t.

8. The method according to claim 3, characterized in that The initial three-axis acceleration mean is determined according to the initial three-axis acceleration, and the specific calculation formula is as follows: Among them, a i(t) is the initial i-axis acceleration corresponding to the time t between the time point t0+0.5n and the time point t0+1.5n in the preset sliding time window, is the initial i-axis acceleration mean value corresponding to the time period from time point t0+0.5n to time point t0+1.5n within the preset sliding time window, where n is half of the corresponding time length of the preset sliding time window; The initial attitude angle of the vehicle is determined according to the initial three-axis acceleration average, and the specific calculation formula is as follows: i z(0) =0 Among them, θ x(0) is the initial pitch angle, θ y(0) is the initial roll angle, θ z(0) is the initial heading angle, is the initial x-axis acceleration mean, is the initial y-axis acceleration mean, Initial z-axis acceleration mean; According to the conversion formula between the attitude angle and the attitude matrix and the initial attitude angle, the initial attitude matrix is ​​determined. The specific calculation formula is as follows: in, is the real-time attitude matrix of the vehicle coordinate system relative to the navigation coordinate system at time k, is the conversion formula between the attitude angle and the attitude matrix, is the initial attitude matrix of the vehicle coordinate system relative to the navigation coordinate system at the initial moment.

9. The method according to claim 5, characterized in that The real-time three-axis angular velocity is corrected using the gyroscope zero bias value to obtain a real-time attitude increment matrix. The specific calculation formula is as follows: Dth k =|Δθ k in, is the attitude increment matrix at time k relative to time k-1 in the vehicle coordinate system, I is the unit matrix, Δθ k is Δθ k The modulus length, [Δθ k ×] is Δθ k The corresponding antisymmetric matrix is, is the vector corresponding to the real-time i-axis angular velocity in the vehicle coordinate system, is the vector corresponding to the zero bias value of the gyroscope i-axis; According to the attitude increment matrix and the initial attitude matrix, the real-time attitude matrix is ​​determined, and the specific calculation formula is as follows: in, It is the attitude matrix of the vehicle coordinate system relative to the navigation coordinate system at time k-1.

10. The method according to claim 6, characterized in that According to the real-time three-axis acceleration, the real-time acceleration attitude angle is determined, and the specific calculation formula is as follows: i ax(k) =arctan2(a y(k) ,a z(k) ) Among them, a x(k) is the x-axis acceleration at time k, a y(k) is the y-axis acceleration at time k, a z(k) is the z-axis acceleration at time k, θ ax(k) is the acceleration pitch angle at time k, θ ay(k) is the acceleration rolling angle at time k; According to the real-time three-axis acceleration, the three-axis fusion acceleration is determined, and the specific calculation formula is as follows: Among them, a (k) is the three-axis fusion acceleration, a i(k) is the acceleration of axis i at time k; The acceleration weight is determined according to the difference between the three-axis fusion acceleration and the gravity acceleration and the accelerometer measurement noise. The specific calculation formula is as follows: Where b(k) is the acceleration weight, g al is the gravitational acceleration, σ max is the accelerometer measurement noise, and x is the difference between the three-axis fusion acceleration and the gravity acceleration.

11. The method according to claim 4, characterized in that The acceleration weight is used to perform weighted fusion calculation on the real-time acceleration attitude angle and the real-time angular velocity attitude angle to determine the real-time attitude angle after weighted fusion. The specific calculation formula is as follows: θ j(k) =b(k)θ aj(k) +(1−b(k))θ wj(k) j=x,y Among them, θ j(k) is the j-axis attitude angle at time k, θ aj(k) is the acceleration pitch angle at time k or the acceleration roll angle at time k, θ wj(k) is the x-axis angular velocity attitude angle at time k or the y-axis angular velocity attitude angle at time k, and b(k) is the acceleration weight.

12. The method according to claim 1, characterized in that According to the current real-time attitude angle, determine the real-time three-axis acceleration compensation component for gravity acceleration. The specific calculation formula is as follows: a gx(k) =g al sinθ y(k) a gy(k) =-g al sinθ x(k) cosθ y(k) a gz(k) =-g al cosθ x(k) cosθ y(k) Among them, a gx(k) is the acceleration compensation component of the x-axis at time k, a gy(k) is the acceleration compensation component of the y-axis at time k, a gz(k) is the acceleration compensation component of the z-axis at time k, θ x(k) is the pitch angle at time k, θ y(k) is the rolling angle at time k; The real-time three-axis acceleration compensation component is used to compensate the real-time three-axis acceleration to obtain the compensated real-time three-axis acceleration at the current moment. The specific calculation formula is as follows: a bi(k) =a i(k) +a gi(k) i=x,y,z Among them, a bi(k) is the i-axis acceleration at time k after compensation in the vehicle coordinate system, a i(k) is the acceleration of axis i at time k, a gi(k) is the acceleration compensation component of axis i at time k.

13. A vehicle acceleration compensation device, characterized in that: The device comprises: An initial three-axis angular acceleration acquisition module is used to acquire the initial three-axis acceleration output by the accelerometer and the initial three-axis angular velocity output by the gyroscope when the vehicle is stationary; An initial state parameter determination module, used to determine an initial state parameter related to vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity; A real-time three-axis angular acceleration acquisition module, used to acquire the real-time three-axis acceleration output by the accelerometer and the real-time three-axis angular velocity output by the gyroscope at the current moment after the vehicle is started; A real-time attitude angle determination module, used to determine the real-time attitude angle at the current moment according to the real-time three-axis acceleration at the current moment, the real-time three-axis angular velocity at the current moment and the initial state parameters; A real-time three-axis acceleration compensation component determination module is used to determine the real-time three-axis acceleration compensation component for gravity acceleration according to the real-time attitude angle at the current moment; The real-time three-axis acceleration compensation module is used to compensate the real-time three-axis acceleration by using the real-time three-axis acceleration compensation component to obtain the compensated real-time three-axis acceleration at the current moment.

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