A vehicle acceleration compensation method and apparatus

Abstract

The present disclosure relates to a vehicle acceleration compensation method and device, which comprises: in a vehicle static state, obtaining initial three-axis acceleration output by an accelerometer and initial three-axis angular velocity output by a gyroscope; 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 starts, obtaining real-time three-axis acceleration at the current time output by the accelerometer, real-time three-axis angular velocity at the current time output by the gyroscope; determining real-time attitude angle at the current time according to the real-time three-axis acceleration at the current time, the real-time three-axis angular velocity at the current time and the initial state parameters; determining real-time three-axis acceleration compensation components for gravitational acceleration according to the real-time attitude angle at the current time; and compensating the real-time three-axis acceleration by using the real-time three-axis acceleration compensation components to obtain compensated real-time three-axis acceleration at the current time.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicles, and particularly relates to a vehicle acceleration compensation method and device. BACKGROUND

[0002] Acceleration, as an important parameter of vehicle motion, is of great significance for realizing 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 differentiating the obtained vehicle speed, and the response degree and accuracy are not high; the measurement scheme using the accelerometer directly uses the acceleration value measured by the accelerometer as the acceleration of the vehicle, and the acceleration measurement result is inaccurate or even distorted.

[0004] Therefore, the present disclosure is proposed. SUMMARY

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

[0006] In a first aspect, the present disclosure provides a vehicle acceleration compensation method, which comprises:

[0007] In a vehicle static state, an initial three-axis acceleration output by an accelerometer and an initial three-axis angular velocity output by a gyroscope are obtained;

[0008] According to the initial three-axis acceleration and the initial three-axis angular velocity, an initial state parameter related to the vehicle acceleration is determined;

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

[0010] According to the real-time three-axis acceleration at the current time, the real-time three-axis angular velocity at the current time and the initial state parameter, a real-time attitude angle at the current time is determined;

[0011] According to the real-time attitude angle at the current time, a real-time three-axis acceleration compensation component for the gravitational acceleration is determined;

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

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

[0014] an initial three-axis angular acceleration obtaining module, configured to obtain initial three-axis acceleration output by an accelerometer and initial three-axis angular velocity output by a gyroscope in a vehicle static state;

[0015] an initial state parameter determining module, 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;

[0016] a real-time three-axis angular acceleration obtaining module, configured to obtain real-time three-axis acceleration output by the accelerometer at a current time and real-time three-axis angular velocity output by the gyroscope at the current time after the vehicle is started;

[0017] a real-time attitude angle determining module, configured to determine a real-time attitude angle at the current time according to the real-time three-axis acceleration at the current time, the real-time three-axis angular velocity at the current time and the initial state parameter;

[0018] a real-time three-axis acceleration compensation component determining module, configured to determine a real-time three-axis acceleration compensation component for gravitational acceleration according to the real-time attitude angle at the current time;

[0019] a real-time three-axis acceleration compensation module, configured to compensate the real-time three-axis acceleration by using the real-time three-axis acceleration compensation component to obtain compensated real-time three-axis acceleration at the current time.

[0020] This disclosure provides a vehicle acceleration compensation method and apparatus, comprising: acquiring initial triaxial acceleration output by an accelerometer and initial triaxial angular velocity output by a gyroscope when the vehicle is stationary; determining initial state parameters related to vehicle acceleration based on the initial triaxial acceleration and the initial triaxial angular velocity; acquiring real-time triaxial acceleration and real-time triaxial angular velocity output by the accelerometer and the gyroscope after the vehicle starts; determining real-time attitude angle based on the real-time triaxial acceleration, the real-time triaxial angular velocity, and the initial state parameters; determining a real-time triaxial acceleration compensation component for gravitational acceleration based on the real-time attitude angle; and compensating the real-time triaxial acceleration using the real-time triaxial acceleration compensation component to obtain the compensated real-time triaxial acceleration at the current moment. The above method, by acquiring the initial state parameters of the vehicle in each stationary state, comprehensively considers the differences in accelerometers, the possible changes in accelerometer device parameters during use, and the influence of gravitational acceleration under different operating conditions. It overcomes the shortcomings of existing technologies that use wheel speed meters and GPS to indirectly measure acceleration, or use accelerometers to directly measure acceleration. It can improve the accuracy of acceleration compensation and enhance the accuracy and stability of acceleration measurement for autonomous vehicles. Attached Figure Description

[0021] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote 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 This is a flowchart of a vehicle acceleration compensation method according to an embodiment of the present disclosure;

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

[0024] Figure 3 This is a schematic diagram of the structure of a vehicle acceleration compensation device according to an embodiment of the present disclosure;

[0025] Figure 4 This is a schematic diagram of the structure of an electronic device according to an embodiment of this disclosure. Detailed Implementation

[0026] Embodiments of the present disclosure will be described below in greater detail with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the drawings, it is understood that the present disclosure can be implemented in various forms and should not be interpreted as being limited to the embodiments set forth herein, but rather these embodiments are provided so as to more completely and thoroughly understand the present disclosure. It is understood that the drawings and embodiments of the present disclosure are merely for exemplary purposes and are not intended to limit the scope of protection of the present disclosure.

[0027] It should be noted that the terms "first", "second", and the like in the present disclosure are merely used to distinguish different devices, modules or units, and are not intended 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 the plurality of devices in the embodiments of the present disclosure are merely for illustrative purposes, and are not intended to limit the scope of the messages or information.

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

[0030] S110, in a vehicle stationary state, obtaining initial three-axis acceleration output by an accelerometer and initial three-axis angular velocity output by a gyroscope.

[0031] Preferably, whether the vehicle is in a stationary state can be determined by monitoring the vehicle wheel speed. In order to ensure the high credibility of the determination result, a sliding time window can be set in advance, and whether the vehicle is in a stationary state can be determined by monitoring whether the vehicle wheel speed is continuously 0 in the preset sliding time window. As an example but not limitation, the length of the preset sliding time window is 2n, then in any starting point t0, the vehicle wheel speed in the preset sliding time window with a length of 2n can be determined, if the vehicle wheel speed is continuously 0, the vehicle can be determined to be in a stationary state. Preferably, the value of n can be 5s, or 10s, etc. Figure 2 A schematic diagram of a preset sliding time window in an embodiment of the present disclosure is shown in Figure 2As shown, the initial time point of the preset sliding time window is t0, and the end time point is t0+2n. The preset sliding time window also includes time points t0+0.5n and t0+1.5n. It can be understood that, in the preset sliding time window, the motion state of the vehicle tends to be stable in the time period between the time point t0+0.5n and the time point t0+1.5n. In order to ensure the accuracy of subsequent calculation, the data in the time period between the time point t0+0.5n and the time point t0+1.5n can be preferably used as the calculation data. The initial three-axis acceleration includes an initial x-axis acceleration, an initial y-axis acceleration and an initial z-axis acceleration. The initial three-axis angular velocity includes an initial x-axis angular velocity, an initial y-axis angular velocity and an initial z-axis angular velocity. 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] In S120, initial state parameters related to vehicle acceleration are determined according to the initial three-axis acceleration and the initial three-axis angular velocity.

[0033] In the embodiment, in order to fully consider the differences between accelerometers, the possible changes of accelerometer device parameters over time and the influence of gravity on acceleration under different working conditions, the initial state parameters related to vehicle acceleration can be preferably determined based on the initial three-axis acceleration and the initial three-axis angular velocity in the stationary state before each vehicle start, so as to compensate the vehicle acceleration based on the initial state parameters subsequently.

[0034] Preferably, the initial state parameters can include accelerometer measurement noise, gyroscope zero offset value, gravitational acceleration and initial attitude matrix of the vehicle. The accelerometer measurement noise is the noise generated by the accelerometer itself which has an influence on the acceleration measurement result. The gyroscope zero offset value is the average value of the slowly changing curve of the composite white noise signal output by the gyroscope when the angular velocity input is zero. The gravitational acceleration is the gravitational acceleration of the place where the vehicle is located. The initial attitude matrix of the vehicle is a matrix representing the initial attitude of the vehicle.

[0035] In S130, real-time three-axis acceleration output by the accelerometer at the current time and real-time three-axis angular velocity output by the gyroscope at the current time are obtained after the vehicle starts.

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

[0037] In S140, real-time attitude angles at the current time are determined according to the real-time three-axis acceleration at the current time, the real-time three-axis angular velocity at the current time and the initial state parameters.

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

[0039] S150, determining a real-time three-axis acceleration compensation component corresponding to the gravitational acceleration according to the real-time attitude angle at the current time.

[0040] The gravitational acceleration has an influence on the measurement of the vehicle acceleration, and the influence degree is related to the real-time attitude angle of the vehicle. In order to improve the accuracy of the measurement of the vehicle acceleration, it is preferred that the gravitational acceleration compensation can be performed on the vehicle acceleration. Specifically, the real-time three-axis acceleration compensation component corresponding to the gravitational acceleration can be determined according to the real-time attitude angle at the current time and the gravitational acceleration, so as to compensate the real-time three-axis acceleration by using the real-time three-axis acceleration compensation component subsequently, 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, 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 time.

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

[0043] The method provided by the embodiment comprises: obtaining initial three-axis acceleration output by an accelerometer and initial three-axis angular velocity output by a gyroscope in a stationary state of a vehicle; determining initial state parameters related to vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity; obtaining real-time three-axis acceleration at a current time output by the accelerometer and real-time three-axis angular velocity at the current time output by the gyroscope after the vehicle is started; determining real-time attitude angles at the current time according to the real-time three-axis acceleration at the current time, the real-time three-axis angular velocity at the current time and the initial state parameters; determining real-time three-axis acceleration compensation components for gravitational acceleration according to the real-time attitude angles at the current time; and compensating the real-time three-axis acceleration by using the real-time three-axis acceleration compensation components to obtain real-time three-axis acceleration after compensation at the current time. The initial state parameters in the stationary state of the vehicle are obtained, the differences of the accelerometers are comprehensively considered, the parameter changes of the accelerometer devices in the use process and the influences of the gravitational acceleration under different working conditions are considered, the deficiencies caused by the indirect measurement of acceleration by using a wheel speed sensor and GPS or the direct measurement of acceleration by using the accelerometer are overcome, the compensation accuracy of the acceleration is improved, and the accuracy and stability of the acceleration measurement of the unmanned vehicle are improved.

[0044] On the basis of the above-mentioned embodiments, further, the initial state parameters comprise accelerometer measurement noise, gyroscope zero offset value, gravitational acceleration and initial attitude matrix of the vehicle, and correspondingly, the initial state parameters related to vehicle acceleration are determined according to the initial three-axis acceleration and the initial three-axis angular velocity, which comprises:

[0045] the accelerometer measurement noise, the gravitational acceleration and the initial attitude matrix are determined according to the initial three-axis acceleration;

[0046] and the gyroscope zero offset value is determined according to the initial three-axis angular velocity.

[0047] Since the accelerometer measurement noise, the gravitational acceleration and the initial attitude matrix are related to the initial three-axis acceleration, the accelerometer measurement noise, the gravitational acceleration and the initial attitude matrix can be determined according to the initial three-axis acceleration. Since the gyroscope zero offset value is related to the initial three-axis angular velocity, the gyroscope zero offset value can be determined according to the initial three-axis angular velocity. The initial three-axis acceleration and the initial three-axis angular velocity are used to accurately calculate the accelerometer measurement noise, the gyroscope zero offset value, the gravitational acceleration and the initial attitude matrix of the vehicle, so that the accuracy and stability of the subsequent vehicle acceleration measurement can be ensured.

[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] wherein, is the accelerometer measurement noise, n is half of the preset sliding time window corresponding time length, t0 is the starting time point corresponding to the preset sliding time window, i represents the x-axis, y-axis or z-axis, is the initial i-axis acceleration corresponding to the time point 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 between the time point t0+0.5n and the time point t0+1.5n in 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] wherein, is the gravity acceleration;

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

[0056]

[0057] wherein, is the gyroscope i-axis zero offset value, is the initial i-axis angular velocity corresponding to the time point t.

[0058] Further preferably, according to the initial three-axis acceleration, the initial attitude matrix is determined, comprising:

[0059] According to the initial three-axis acceleration, the initial three-axis acceleration mean value is determined;

[0060] According to the initial three-axis acceleration mean value, the initial attitude angle of the vehicle is determined;

[0061] According to the conversion formula between the attitude angle and the attitude matrix and the initial attitude angle, the initial attitude matrix is determined.

[0062] The initial attitude matrix is obtained by substituting the initial attitude angle into the conversion formula between the attitude angle and the attitude matrix, which improves the accuracy of the initial attitude matrix and the subsequent step calculation.

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

[0064]

[0065] wherein, 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 corresponding to the time period between the time point t0+0.5n and the time point t0+1.5n in the preset sliding time window, and n is half of the length corresponding to the preset sliding time window;

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

[0067]

[0068]

[0069]

[0070] wherein, is the initial pitch angle, is the initial roll angle, is the initial heading angle, is the initial x-axis acceleration mean, is the initial y-axis acceleration mean, is the 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, and the specific calculation formula is as follows:

[0072]

[0073] wherein, is the real-time attitude matrix of the vehicle coordinate system relative to the navigation coordinate system at the time k, and

[0074] 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 time.

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

[0076] According to the real-time three-axis angular velocity, the gyroscope zero offset value and the initial attitude matrix, the real-time angular velocity attitude angle is determined.

[0077] 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;

[0078] performing a weighted fusion calculation on the real-time acceleration attitude angle and the real-time angular velocity attitude angle by using the acceleration weight, and determining a weighted fusion real-time attitude angle.

[0079] In the embodiment, the influence of acceleration and angular velocity is fully considered when calculating the real-time attitude angle, the weight of the real-time acceleration attitude angle and the real-time angular velocity attitude angle is dynamically and reasonably allocated, the accuracy and stability of the calculation of the real-time attitude angle are improved, and the accuracy and stability of the subsequent vehicle acceleration measurement are further ensured.

[0080] On the basis of the above embodiments, further, a real-time angular velocity attitude angle is determined according to the real-time three-axis angular velocity, the gyroscope zero offset value and the initial attitude matrix, including:

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

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

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

[0084] In the embodiment, the real-time three-axis angular velocity is corrected by using the gyroscope zero offset value, and the real-time attitude matrix is substituted into the conversion formula between the attitude angle and the attitude matrix to obtain the real-time angular velocity attitude angle, so that the accuracy of the calculation of the real-time angular velocity attitude angle is improved.

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

[0086]

[0087]

[0088]

[0089] wherein, is an attitude increment matrix in a vehicle coordinate system at k time relative to k-1 time, I is a unit matrix, is a module length of is a module length of ​a corresponding skew-symmetric matrix, is a vector corresponding to the real-time i-axis angular velocity in the vehicle coordinate system, is a vector corresponding to the i-axis zero offset value of the gyroscope;

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

[0091]

[0092] wherein, is the attitude matrix of the vehicle coordinate system relative to the navigation coordinate system at time k-1.

[0093] After determining the real-time attitude matrix, the conversion formula between the attitude angle and the attitude matrix is used to determine the real-time angular velocity attitude angle.

[0094] On the basis of the above embodiments, further, according to the real-time three-axis acceleration, the accelerometer measurement noise and the gravitational acceleration, a real-time acceleration attitude angle and an acceleration weight are determined, including:

[0095] According to the real-time three-axis acceleration, the real-time acceleration attitude angle and the three-axis fusion acceleration are determined.

[0096] According to the difference between the three-axis fusion acceleration and the gravitational acceleration and the accelerometer measurement noise, the acceleration weight is determined.

[0097] Wherein, the greater the difference between the three-axis fusion acceleration and the gravitational acceleration, the smaller the influence of the accelerometer measurement noise on the measurement of the vehicle acceleration, 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.

[0098] Preferably, according to the real-time three-axis acceleration, the real-time acceleration attitude angle is determined, and the specific calculation formula is as follows:

[0099]

[0100]

[0101] wherein, is the x-axis acceleration at time k, is the y-axis acceleration at time k, is the z-axis acceleration at time k, is the acceleration pitch angle at time k, is the acceleration roll angle at time k;

[0102] ​According to the real-time three-axis acceleration, a three-axis fusion acceleration is determined, and a specific calculation formula is as follows:

[0103]

[0104] wherein, is the three-axis fusion acceleration, is the i-axis acceleration at the k moment;

[0105] According to the difference between the three-axis fusion acceleration and the gravity acceleration and the accelerometer measurement noise, the acceleration weight is determined, and a specific calculation formula is as follows:

[0106]

[0107] wherein, b(k) is the acceleration weight, is the gravity acceleration, is the accelerometer measurement noise, is the difference between the three-axis fusion acceleration and the gravity acceleration.

[0108] Preferably, the real-time acceleration attitude angle and the real-time angular velocity attitude angle are weighted and fused by using the acceleration weight, so as to determine the real-time attitude angle after weighted fusion, and a specific calculation formula is as follows:

[0109]

[0110] wherein, is the j-axis attitude angle at the k moment, is the acceleration pitch angle at the k moment or the acceleration roll angle at the k moment, is the x-axis angular velocity attitude angle at the k moment or the y-axis angular velocity attitude angle at the k moment, is the acceleration weight.

[0111] On the basis of the above-mentioned embodiments, further, according to the real-time attitude angle at the current moment, a real-time three-axis acceleration compensation component for the gravity acceleration is determined, and a specific calculation formula is as follows:

[0112]

[0113]

[0114]

[0115] wherein, is the x-axis acceleration compensation component at the k moment, is the y-axis acceleration compensation component at the k moment, is the z-axis acceleration compensation component at the k moment, is the pitch angle at the k moment, is the roll angle at time k;

[0116] 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 time, and the specific calculation formula is as follows:

[0117]

[0118] wherein, is the compensated i-axis acceleration at time k in the vehicle coordinate system, is the i-axis acceleration at time k, is the i-axis acceleration compensation component at time k.

[0119] Figure 3 is a structural schematic diagram of a vehicle acceleration compensation device in the embodiment of the present disclosure. As shown in the figure, the device comprises 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: Figure 3 The initial three-axis angular acceleration acquisition module 310 is configured to acquire the initial three-axis acceleration output by an accelerometer and the initial three-axis angular velocity output by a gyroscope when the vehicle is in a stationary state.

[0120] The initial state parameter determination module 320 is configured to determine the initial state parameter related to the vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity.

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

[0122] The real-time attitude angle determination module 340 is configured to determine the real-time attitude angle at the current time according to the real-time three-axis acceleration at the current time, the real-time three-axis angular velocity at the current time, and the initial state parameter.

[0123] The real-time three-axis acceleration compensation component determination module 350 is configured to determine the real-time three-axis acceleration compensation component for the gravitational acceleration according to the real-time attitude angle at the current time.

[0124] The real-time three-axis acceleration compensation module 360 is configured 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 time.

[0125]

[0126] ​The device provided by the embodiment comprises an initial three-axis angular acceleration acquisition module, configured to acquire initial three-axis acceleration output by an accelerometer and initial three-axis angular velocity output by a gyroscope in a stationary state of a vehicle; an initial state parameter determination module, 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; a real-time three-axis angular acceleration acquisition module, configured to acquire real-time three-axis acceleration output by the accelerometer at a current time and real-time three-axis angular velocity output by the gyroscope at the current time after the vehicle starts; a real-time attitude angle determination module, configured to determine a real-time attitude angle at the current time according to the real-time three-axis acceleration at the current time, the real-time three-axis angular velocity at the current time and the initial state parameter; a real-time three-axis acceleration compensation component determination module, configured to determine a real-time three-axis acceleration compensation component for gravitational acceleration according to the real-time attitude angle at the current time; and a real-time three-axis acceleration compensation module, configured to compensate the real-time three-axis acceleration by using the real-time three-axis acceleration compensation component to obtain real-time three-axis acceleration after compensation at the current time. The above method can improve the compensation accuracy of acceleration and improve the accuracy and stability of acceleration measurement of the unmanned vehicle by acquiring the initial state parameter of the vehicle in each stationary state, comprehensively considering the differences between accelerometers, the possible changes of accelerometer device parameters during use and the influence of gravitational acceleration under different working conditions, overcoming the shortcomings caused by the indirect measurement of acceleration by using a wheel speed meter and GPS or the direct measurement of acceleration by using an accelerometer.

[0127] The vehicle acceleration compensation device provided by the embodiment of the present disclosure can execute the steps in the vehicle acceleration compensation method provided by the method embodiment of the present disclosure, and has the execution steps and beneficial effects which will not be repeated here.

[0128] Figure 4 FIG. 1 is a structural schematic diagram of an electronic device according to an embodiment of the present disclosure. Figure 4 FIG. 2 is a structural schematic diagram of an electronic device according to an embodiment of the present disclosure. Figure 4 The electronic device shown is only an example, and should not bring any limitation to the functions and use range of the embodiments of the present disclosure.

[0129] As shown in FIG. 2, the electronic device 500 comprises a processor 510, a memory 520 and a bus 530. Figure 4As shown, the electronic device 500 can include a processing device (e.g., a central processor, a graphics processor, etc.) 501 that can perform various appropriate actions and processes to implement the methods of embodiments as described in the present disclosure according to programs stored in a read-only memory (ROM) 502 or loaded into a random access memory (RAM) 503 from a storage device 508. Various programs and data required by the electronic device 500 for its operation are also stored in the RAM 503. The processing device 501, the ROM 502, and the RAM 503 are connected to each other through a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0130] In particular, according to embodiments of the present disclosure, the processes described above with reference to the flowcharts can be implemented as a computer software program. For example, embodiments of the present disclosure include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods illustrated by the flowcharts, thereby implementing the positioning methods as described above. In such embodiments, the computer program can be downloaded and installed from a network through a 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 methods of embodiments of the present disclosure are performed.

[0131] It should be noted that the computer-readable medium described above in the present disclosure can be a computer-readable signal medium or a computer-readable storage medium or any combination thereof. The computer-readable storage medium may, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination thereof. More specific examples of the computer-readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, 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 thereof. In the present disclosure, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or apparatus. In the present disclosure, the computer-readable signal medium can include a data signal carried in a baseband or as a part of a carrier wave, which carries computer-readable program code. Such a propagated data signal can take various forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than the computer-readable storage medium, which can send, propagate or transmit a program for use by or in conjunction with an instruction execution system, device or apparatus. The program code contained in the computer-readable medium can be transmitted by any suitable medium, including but not limited to a wire, an optical cable, an RF (radio frequency) or the like, or any suitable combination thereof.

[0132] The computer-readable medium described above can be contained in the electronic device described above; or can exist separately and not be assembled into the electronic device. The computer-readable medium described above carries one or more programs, which, when executed by the electronic device, cause the electronic device to: in a vehicle stationary state, acquire initial three-axis acceleration output by an accelerometer and initial three-axis angular velocity output by a gyroscope; determine an initial state parameter related to vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity; after the vehicle starts, acquire real-time three-axis acceleration at the current time output by the accelerometer and real-time three-axis angular velocity at the current time output by the gyroscope; determine real-time attitude angle at the current time according to the real-time three-axis acceleration at the current time, the real-time three-axis angular velocity at the current time, and the initial state parameter; determine a real-time three-axis acceleration compensation component for the gravitational acceleration according to the real-time attitude angle at the current time; and compensate the real-time three-axis acceleration using the real-time three-axis acceleration compensation component to obtain the real-time three-axis acceleration after compensation at the current time.

[0133] Optionally, when the one or more programs are executed by the electronic device, the electronic device can further perform other steps as described in the above embodiments.

[0134] In the context of the present disclosure, a machine-readable medium can be a tangible medium that contains or stores a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the machine-readable storage medium will include one or more of: a portable computer diskette, 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 disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0135] The above description is merely illustrative of the exemplary embodiments of the present disclosure and the principles of the technology employed. It is understood that the scope of the disclosure is not limited to the specific combinations of technical features described above, but also covers other technical solutions formed by any combination of the above technical features or equivalent features thereof without departing from the above disclosed concept. For example, technical solutions formed by replacing the above features with technical features disclosed in the present disclosure (but not limited to) having similar functions.

Claims

1. A vehicle acceleration compensation method characterized by, The method comprises: In a vehicle static state, obtaining initial three-axis acceleration of accelerometer output and initial three-axis angular velocity of gyroscope output; According to the initial three-axis acceleration and the initial three-axis angular velocity, determining initial state parameters related to vehicle acceleration; the initial state parameters include accelerometer measurement noise, gyroscope zero offset value, gravitational acceleration and initial attitude matrix of the vehicle; After the vehicle starts, obtaining real-time three-axis acceleration of the accelerometer output at the current time, and real-time three-axis angular velocity of the gyroscope output at the current time; According to the real-time three-axis acceleration at the current time, the real-time three-axis angular velocity at the current time and the initial state parameters, determining real-time attitude angle at the current time, including: according to the real-time three-axis angular velocity, the gyroscope zero offset value and the initial attitude matrix, determining real-time angular velocity attitude angle; according to the real-time three-axis acceleration, the accelerometer measurement noise and the gravitational acceleration, determining real-time acceleration attitude angle and acceleration weight; using the acceleration weight, performing 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; According to the real-time attitude angle at the current time, determining real-time three-axis acceleration compensation component for gravitational acceleration; Using the real-time three-axis acceleration compensation component to compensate the real-time three-axis acceleration to obtain the real-time three-axis acceleration after compensation at the current time.

2. The method of claim 1, wherein, According to the initial three-axis acceleration and the initial three-axis angular velocity, determining initial state parameters related to vehicle acceleration, including: According to the initial three-axis acceleration, determining the accelerometer measurement noise, the gravitational acceleration and the initial attitude matrix; And, according to the initial three-axis angular velocity, determining the gyroscope zero offset value.

3. The method of claim 2, wherein, According to the initial three-axis acceleration, determining the initial attitude matrix, including: According to the initial three-axis acceleration, determining initial three-axis acceleration mean value; According to the initial three-axis acceleration mean value, determining initial attitude angle of the vehicle; According to the conversion formula between attitude angle and attitude matrix and the initial attitude angle, determining the initial attitude matrix.

4. The method of claim 1, wherein, According to the real-time three-axis angular velocity, the gyroscope zero offset value and the initial attitude matrix, determining real-time angular velocity attitude angle, including: Using the gyroscope zero offset value to correct the real-time three-axis angular velocity to obtain real-time attitude increment matrix; According to the attitude increment matrix and the initial attitude matrix, determining real-time attitude matrix; According to the conversion formula between attitude angle and attitude matrix and the real-time attitude matrix, determining the real-time angular velocity attitude angle.

5. The method of claim 1, wherein, According to the real-time three-axis acceleration, the accelerometer measurement noise and the gravitational acceleration, determining real-time acceleration attitude angle and acceleration weight, including: According to the real-time three-axis acceleration, determining the real-time acceleration attitude angle and three-axis fusion acceleration; According to the difference between the three-axis fusion acceleration and the gravitational acceleration and the accelerometer measurement noise, determining the acceleration weight.

6. The method of claim 2, wherein, According to the initial three-axis acceleration, the accelerometer measurement noise is determined, and the specific calculation formula is as follows: wherein, is the accelerometer measurement noise, n is half of the length of the preset sliding time window, t0 is the starting time point corresponding to the preset sliding time window, i represents the x-axis, y-axis or z-axis, is the initial i-axis acceleration corresponding to the time point t between the time point t0+0.5n and the time point t0+1.5n within the preset sliding time window, is the average of the initial i-axis acceleration corresponding to the time period between the time point t0+0.5n and the 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: wherein is the gravitational acceleration; According to the initial three-axis angular velocity, the gyroscope zero offset value is determined, and the specific calculation formula is as follows: wherein, is the gyro i-axis zero offset value, is the initial i-axis angular velocity corresponding to time t.

7. The method of claim 3, wherein, According to the initial three-axis acceleration, the initial three-axis acceleration mean value is determined, and the specific calculation formula is as follows: wherein, 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 average of the initial i-axis acceleration corresponding to the time period between the time point t0+0.5n and the time point t0+1.5n in the preset sliding time window, and n is half of the duration corresponding to the preset sliding time window. According to the initial three-axis acceleration mean value, the initial attitude angle of the vehicle is determined, and the specific calculation formula is as follows: wherein, is an initial pitch angle, is an initial roll angle, is an initial heading angle, is an initial x-axis acceleration mean, is an initial y-axis acceleration mean, is an 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, and the specific calculation formula is as follows: wherein, is a real-time pose matrix of the vehicle coordinate system relative to the navigation coordinate system at time k, and is a conversion formula between the pose angle and the pose matrix, is an initial pose matrix of the vehicle coordinate system relative to the navigation coordinate system at an initial time.

8. The method of claim 4, wherein, The real-time three-axis angular velocity is corrected by using the gyroscope zero offset value to obtain a real-time attitude increment matrix, and the specific calculation formula is as follows: wherein, is a pose increment matrix of k time relative to k-1 time in the vehicle coordinate system, and I is a unit matrix, is a vector corresponding to the real-time i-axis angular velocity in the vehicle coordinate system, is a module length of is a vector corresponding to the real-time i-axis angular velocity in the vehicle coordinate system, is a corresponding skew-symmetric matrix, is a vector corresponding to the real-time i-axis angular velocity in the vehicle coordinate system, is a vector corresponding to the gyroscope i-axis zero offset value; 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: wherein, is the pose matrix of the vehicle coordinate system relative to the navigation coordinate system at time k-1.

9. The method of claim 5, wherein, According to the real-time three-axis acceleration, the real-time acceleration attitude angle is determined, and the specific calculation formula is as follows: wherein, is the x-axis acceleration at time k, is the y-axis acceleration at time k, is the z-axis acceleration at time k, is the acceleration pitch angle at time k, is the acceleration roll 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: wherein, is the three-axis fused acceleration, is the axis i acceleration at time k; According to the difference between the three-axis fusion acceleration and the gravity acceleration and the accelerometer measurement noise, the acceleration weight is determined, and the specific calculation formula is as follows: where b(k) is an acceleration weight, is the gravitational acceleration, is the accelerometer measurement noise, is the difference between the fused three-axis acceleration and the gravitational acceleration.

10. The method of claim 1, wherein, The real-time acceleration attitude angle and the real-time angular velocity attitude angle are weighted and fused by using the acceleration weight to determine the real-time attitude angle after weighted fusion, and the specific calculation formula is as follows: wherein, is the j-axis attitude angle at time k, is the acceleration pitch angle at time k or the acceleration roll angle at time k, is the x-axis angular velocity attitude angle at time k or the y-axis angular velocity attitude angle at time k, is the acceleration weight.

11. The method of claim 1, wherein, According to the real-time attitude angle at the current moment, a real-time three-axis acceleration compensation component for the gravity acceleration is determined, and the specific calculation formula is as follows: wherein, is the x-axis acceleration compensation component at time k, is the y-axis acceleration compensation component at time k, is the z-axis acceleration compensation component at time k, is the pitch angle at time k, is the roll angle at time k; The real-time three-axis acceleration is compensated by using the real-time three-axis acceleration compensation component to obtain the real-time three-axis acceleration after compensation at the current moment, and the specific calculation formula is as follows: wherein, is the compensated i-axis acceleration at time k in the vehicle coordinate system, is the i-axis acceleration at time k, is the i-axis acceleration compensation component at time k.

12. A vehicle acceleration compensating device characterized by comprising: The device comprises: An initial three-axis angular acceleration acquisition module is configured to acquire initial three-axis acceleration output by an accelerometer and initial three-axis angular velocity output by a gyroscope when a vehicle is in a stationary state; An initial state parameter determination module is configured to determine initial state parameters related to vehicle acceleration according to the initial three-axis acceleration and the initial three-axis angular velocity; the initial state parameters include accelerometer measurement noise, gyroscope zero offset value, gravity acceleration, and an initial attitude matrix of the vehicle; A real-time three-axis angular acceleration acquisition module is configured to acquire real-time three-axis acceleration output by the accelerometer at the current moment and real-time three-axis angular velocity output by the gyroscope at the current moment after the vehicle is started; The real-time attitude angle determination module is configured to determine a real-time attitude angle at the current time according to real-time three-axis acceleration at the current time, real-time three-axis angular velocity at the current time, and the initial state parameter; determine a real-time angular velocity attitude angle according to the real-time three-axis angular velocity, the gyroscope zero offset 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 gravitational acceleration; and determine the real-time attitude angle after weighted fusion by performing weighted fusion calculation on the real-time acceleration attitude angle and the real-time angular velocity attitude angle using the acceleration weight; The real-time three-axis acceleration compensation component determination module is configured to determine a real-time three-axis acceleration compensation component for the gravitational acceleration according to the real-time attitude angle at the current time; The real-time three-axis acceleration compensation module is configured to compensate the real-time three-axis acceleration using the real-time three-axis acceleration compensation component to obtain the real-time three-axis acceleration after compensation at the current time.

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