Gyroscope correction and fusion positioning method, device and equipment and storage medium

Abstract

The embodiment of the invention provides a gyroscope correction and fusion positioning method and device, equipment and a storage medium. Relates to the technical field of data processing. According to the specific scheme, under the condition that a vehicle is in a static state, multiple frames of gyroscope data collected by a gyroscope carried on the vehicle within a first preset duration are obtained, and the static zero offset of the gyroscope is determined based on the collected gyroscope data; if the vehicle is in the straight driving state, correcting the wheel pulse factor of the wheel based on the sampling driving wheel pulse number of the wheel on the vehicle, and determining the dynamic zero offset of the gyroscope based on the corrected wheel pulse factor and the static zero offset; and responding to gyroscope zero offset correction, if the vehicle is in a static state, performing gyroscope zero offset correction by using static zero offset, and if the vehicle is in a moving state, performing gyroscope zero offset correction by using dynamic zero offset. By applying the scheme provided by the embodiment of the invention, the zero offset of the gyroscope can be corrected.

Description

Technical Field

[0001] The present application relates to the field of data processing technology, and in particular to a gyroscope correction and fusion positioning method, device, equipment and storage medium. Background Art

[0002] In scenarios such as vehicles driving according to navigation information and automatic driving, it is necessary to continuously locate the vehicle, update the vehicle's position, and obtain the vehicle's driving track. Some positioning methods require the use of data collected by the gyroscope in real time. However, due to its characteristics, the gyroscope will wander randomly and the zero bias will change. If the zero bias is not corrected for a long time, it will cause a large error in the calculation of the heading angle during the positioning process, and the error will accumulate and grow, which will lead to errors in the located vehicle position and low accuracy of the driving track. Therefore, the zero bias of the gyroscope needs to be corrected every certain period of time.

[0003] In the related art, the gyroscope's zero bias is generally corrected based on GNSS (Global Navigation Satellite System) signals. However, in some scenarios, such as underground garages and tunnels, where there are no GNSS signals, the gyroscope's zero bias correction may fail. Summary of the invention

[0004] The purpose of the embodiments of the present application is to provide a gyroscope correction and fusion positioning method, device, equipment and storage medium to correct the zero bias of the gyroscope. The specific technical solution is as follows:

[0005] According to one aspect of an embodiment of the present application, a gyroscope correction method is provided, the method comprising:

[0006] When the vehicle is stationary, obtaining multiple frames of gyroscope data collected by a gyroscope carried on the vehicle within a first preset time period, and determining a stationary zero bias of the gyroscope based on the collected gyroscope data;

[0007] If the vehicle is in a straight-line driving state, based on the number of sampled driving wheel pulses of the wheels on the vehicle, the wheel pulse factor of the wheel is corrected, and based on the corrected wheel pulse factor and the static zero bias, the dynamic zero bias of the gyroscope is determined;

[0008] In response to the gyro bias correction, if the vehicle is in a stationary state, the stationary bias is used to perform the gyro bias correction; if the vehicle is in a moving state, the dynamic bias is used to perform the gyro bias correction.

[0009] In one embodiment of the present application, the step of correcting the wheel pulse factor of the wheel based on the number of sampled driving wheel pulses of the wheel on the vehicle includes:

[0010] Based on the number of sampled driving wheel pulses of each wheel on the vehicle and a preset standard wheel pulse factor, obtaining a corrected driving mileage of each wheel;

[0011] Selecting a reference mileage from the corrected mileage of each wheel, and obtaining the actual number of running teeth of the sprocket on each wheel based on the number of sampled wheel pulses of each wheel, the corrected mileage and the standard wheel pulse factor;

[0012] The wheel pulse factor of each wheel is corrected based on the actual number of running teeth corresponding to each wheel and the reference running mileage.

[0013] In one embodiment of the present application, the actual number of running teeth of the sprocket on each wheel is obtained based on the number of sampled wheel pulses of each wheel, the corrected mileage and the standard wheel pulse factor, including:

[0014] The actual number of teeth on the sprocket of each wheel is obtained as follows:

[0015] Based on the number of sampled wheel pulses of the wheel and the wheel pulse factor of the wheel, the theoretical mileage of the wheel is obtained;

[0016] Calculating a first mileage difference between the corrected mileage of the wheel and the theoretical mileage of the wheel;

[0017] Obtaining a tooth number adjustment value based on the first mileage difference and a wheel pulse factor of the wheel;

[0018] The tooth number adjustment value is used to adjust the number of sampling wheel pulses of the wheel to obtain the actual running tooth number of the sprocket on the wheel.

[0019] In one embodiment of the present application, the wheel pulse factor of each wheel is corrected based on the actual number of running teeth corresponding to each wheel and the reference running mileage, including:

[0020] The wheel pulse factor of each wheel is corrected as follows:

[0021] Based on the actual running teeth number of the sprocket on the wheel and the wheel pulse factor of the wheel, the actual running mileage of the wheel is obtained;

[0022] Calculating a second mileage difference between the reference mileage and the actual mileage of the wheel;

[0023] Obtaining a wheel pulse factor adjustment value based on the second mileage difference and the actual number of teeth traveled;

[0024] The wheel pulse factor of the wheel is corrected using the wheel pulse factor adjustment value.

[0025] In one embodiment of the present application, the step of selecting a reference mileage from the corrected mileage of each wheel includes:

[0026] The minimum value among the corrected mileage of each wheel is selected as the reference mileage.

[0027] In one embodiment of the present application, determining the dynamic bias of the gyroscope based on the corrected wheel pulse factor and the static bias includes:

[0028] Detecting whether the vehicle is in a straight-line driving state based on the number of sampled driving wheel pulses of the left and right tires on the vehicle within a second preset time period and the corrected wheel pulse factor;

[0029] If yes, obtaining a first offset angle between the actual collected data of the gyroscope and the static zero bias based on multiple frames of gyroscope data collected by the gyroscope within the second preset time length;

[0030] Calculating a dynamic zero offset correction value based on the first offset angle and the second preset time length;

[0031] The dynamic bias of the gyroscope is determined based on the static bias and the dynamic bias correction.

[0032] In one embodiment of the present application, determining the dynamic bias of the gyroscope based on the static bias and the dynamic bias correction includes:

[0033] The dynamic zero bias of the gyroscope is determined according to the following expression:

[0034] ;

[0035] in, is the dynamic zero bias of the gyroscope, is the static zero bias, is the preset learning rate, is the dynamic zero bias correction amount.

[0036] In one embodiment of the present application, it is determined that the vehicle is in a straight-line driving state in the following manner:

[0037] Obtaining multiple frames of gyroscope data collected by the gyroscope within a third preset time period;

[0038] Performing an integration operation on the difference between the obtained gyroscope data and the static zero bias to obtain a second offset angle between the actual collected data of the gyroscope and the static zero bias within the third preset time length;

[0039] If the second offset angle is equal to zero, it is determined that the vehicle is in a straight-line driving state.

[0040] In one embodiment of the present application, it is determined that the vehicle is stationary in the following manner:

[0041] If the vehicle meets the following conditions, it is determined that the vehicle is stationary:

[0042] Determining that the acceleration discrete amount of the vehicle is within a preset range based on a first acceleration and a second acceleration within the first preset time period, wherein the first acceleration is: an acceleration in a driving direction of the vehicle, and the second acceleration includes: an acceleration in a direction perpendicular to the driving direction within a driving plane of the vehicle and / or an acceleration in a direction perpendicular to the driving plane;

[0043] Determining, based on the steering wheel rotation data within the first preset time period, that the steering wheel of the vehicle is not rotated;

[0044] The number of sampled running wheel pulses within the first preset time period does not change.

[0045] In one embodiment of the present application, determining the static zero bias of the gyroscope based on the collected gyroscope data includes:

[0046] The average value of the collected gyroscope data is calculated as the static zero bias of the gyroscope.

[0047] In one embodiment of the present application, the method further includes:

[0048] Determining whether the dynamic zero bias has been determined within a fourth preset time period;

[0049] If the dynamic zero bias has not been determined, the steps of correcting the wheel pulse factor of the wheel based on the number of sampled driving wheel pulses of the wheels on the vehicle if the vehicle is in a straight-line driving state, and determining the dynamic zero bias of the gyroscope based on the corrected wheel pulse factor and the static zero bias are executed.

[0050] In one embodiment of the present application, the method further includes:

[0051] For each wheel, if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of the wheel is greater than the preset factor difference threshold, an abnormal tire pressure alarm is issued for the wheel;

[0052] and / or

[0053] For each wheel, if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of the wheel is greater than a preset factor difference threshold and the vehicle is in an automatic driving state, the driver is reminded to take over the vehicle.

[0054] According to another aspect of an embodiment of the present application, a fusion positioning method is provided, the method comprising:

[0055] Obtaining a heading angle of the vehicle based on data collected by a gyroscope carried on the vehicle and a corrected gyroscope bias, wherein the corrected gyroscope bias is obtained according to the above-mentioned gyroscope correction method;

[0056] Calculating the mileage of the vehicle based on the number of sampled driving wheel pulses of the wheels of the vehicle and a preset wheel pulse factor;

[0057] Based on the heading angle of the vehicle and the mileage, a vehicle position in the driving track of the vehicle is obtained.

[0058] According to another aspect of the embodiment of the present application, a gyroscope correction device is provided, the device comprising:

[0059] A static zero bias determination module is used to obtain a plurality of frames of gyroscope data collected by a gyroscope carried on the vehicle within a first preset time period when the vehicle is in a static state, and determine the static zero bias of the gyroscope based on the collected gyroscope data;

[0060] A dynamic zero bias determination module is used to correct the wheel pulse factor of the wheel based on the number of sampled driving wheel pulses of the wheel on the vehicle if the vehicle is in a straight-line driving state, and determine the dynamic zero bias of the gyroscope based on the corrected wheel pulse factor and the static zero bias;

[0061] The bias correction module is used to respond to the gyroscope bias correction. If the vehicle is in a stationary state, the stationary bias is used to perform the gyroscope bias correction; if the vehicle is in a moving state, the dynamic bias is used to perform the gyroscope bias correction.

[0062] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to obtain the corrected mileage of each wheel based on the sampled running wheel pulse number of each wheel on the vehicle and the preset standard wheel pulse factor; select the reference mileage from the corrected mileage of each wheel, and obtain the actual running tooth number of the sprocket on each wheel based on the sampled wheel pulse number of each wheel, the corrected mileage and the standard wheel pulse factor; correct the wheel pulse factor of each wheel based on the actual running tooth number corresponding to each wheel and the reference mileage;

[0063] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to obtain the actual running tooth number of the sprocket on each wheel in the following manner: based on the number of sampled wheel pulses of the wheel and the wheel pulse factor of the wheel, obtain the theoretical mileage of the wheel; calculate the first mileage difference between the corrected mileage of the wheel and the theoretical mileage of the wheel; based on the first mileage difference and the wheel pulse factor of the wheel, obtain a tooth number adjustment value; use the tooth number adjustment value to adjust the number of sampled wheel pulses of the wheel to obtain the actual running tooth number of the sprocket on the wheel;

[0064] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to correct the wheel pulse factor of each wheel in the following manner: based on the actual number of running teeth of the sprocket on the wheel and the wheel pulse factor of the wheel, obtain the actual mileage of the wheel; calculate the second mileage difference between the reference mileage and the actual mileage of the wheel; based on the second mileage difference and the actual number of running teeth, obtain the wheel pulse factor adjustment value; use the wheel pulse factor adjustment value to correct the wheel pulse factor of the wheel;

[0065] In one embodiment of the present application, the dynamic zero offset determination module is specifically used to select the minimum value of the corrected mileage of each wheel as the reference mileage;

[0066] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to detect whether the vehicle is in a straight-line driving state based on the number of sampled driving wheel pulses of the left and right tires on the vehicle within a second preset time length and the corrected wheel pulse factor; if yes, based on the multi-frame gyroscope data collected by the gyroscope within the second preset time length, obtain a first offset angle between the actual collected data of the gyroscope and the static zero bias; based on the first offset angle and the second preset time length, calculate the dynamic zero bias correction; based on the static zero bias and the dynamic zero bias correction, determine the dynamic zero bias of the gyroscope;

[0067] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to determine the dynamic zero bias of the gyroscope according to the following expression:

[0068] ;

[0069] in, is the dynamic zero bias of the gyroscope, is the static zero bias, is the preset learning rate, is the dynamic zero bias correction amount;

[0070] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to determine that the vehicle is in a straight-line driving state in the following manner: obtain a plurality of frames of gyroscope data collected by the gyroscope within a third preset time length; perform an integral operation on the difference between the obtained gyroscope data and the static zero bias to obtain a second offset angle between the actual collected data of the gyroscope within the third preset time length and the static zero bias; if the second offset angle is equal to zero, determine that the vehicle is in a straight-line driving state;

[0071] In one embodiment of the present application, the stationary zero bias determination module is specifically used to determine that the vehicle is in a stationary state in the following manner: if the vehicle meets the following conditions, then the vehicle is determined to be in a stationary state: based on the first acceleration and the second acceleration within the first preset time length, it is determined that the discrete acceleration amount of the vehicle is within a preset range, wherein the first acceleration is: the acceleration in the driving direction of the vehicle, and the second acceleration includes: the acceleration in the direction perpendicular to the driving direction within the driving plane of the vehicle and / or the acceleration in the direction perpendicular to the driving plane; based on the steering wheel rotation data within the first preset time length, it is determined that the steering wheel of the vehicle is not rotated; the number of sampled driving wheel pulses within the first preset time length does not change;

[0072] In one embodiment of the present application, the static zero bias determination module is specifically used to calculate the mean value of the collected gyroscope data as the static zero bias of the gyroscope;

[0073] In one embodiment of the present application, the device further includes: a duration determination module, configured to determine whether the dynamic zero bias has been determined within a fourth preset duration; if the dynamic zero bias has not been determined, triggering the dynamic zero bias determination module;

[0074] In one embodiment of the present application, the device further includes:

[0075] The tire pressure abnormality alarm module is used to issue a tire pressure abnormality alarm for each wheel if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of the wheel is greater than a preset factor difference threshold;

[0076] and / or

[0077] The vehicle takeover reminder module is used to remind the driver to take over the vehicle if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of each wheel is greater than a preset factor difference threshold and the vehicle is in an automatic driving state.

[0078] According to another aspect of the embodiment of the present application, a fusion positioning device is provided, the device comprising:

[0079] A heading angle obtaining module, used to obtain the heading angle of the vehicle based on data collected by a gyroscope carried on the vehicle and a corrected gyroscope zero bias, wherein the corrected gyroscope zero bias is obtained according to the above-mentioned gyroscope correction device;

[0080] A mileage calculation module, used to calculate the mileage of the vehicle based on the number of sampled wheel pulses of the wheels of the vehicle and a preset wheel pulse factor;

[0081] The driving track obtaining module is used to obtain the vehicle position in the driving track of the vehicle based on the heading angle of the vehicle and the driving mileage.

[0082] According to another aspect of the embodiments of the present application, there is provided an electronic device, including:

[0083] Memory, used to store computer programs;

[0084] The processor is used to implement any of the above-mentioned gyroscope correction methods or fusion positioning methods when executing the program stored in the memory.

[0085] According to another aspect of the embodiments of the present application, a computer-readable storage medium is provided, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, any of the above-mentioned gyroscope correction methods or fusion positioning methods is implemented.

[0086] An embodiment of the present application also provides a computer program product comprising instructions, which, when executed on a computer, enables the computer to execute any of the gyroscope correction methods or fusion positioning methods described above.

[0087] Beneficial effects of the embodiments of the present application:

[0088] As can be seen from the above, in the gyroscope correction scheme provided in the embodiment of the present application, multi-frame gyroscope data collected within a first preset time length can be obtained when the vehicle is in a stationary state. Using the multi-frame gyroscope data within the first preset time length can reduce the impact of inaccurate gyroscope data caused by low gyroscope resolution and improve the accuracy of gyroscope data. When the vehicle is in a straight-line driving state, the wheel pulse factor is corrected, and then the dynamic zero bias of the gyroscope is determined based on the corrected wheel pulse factor. The corresponding gyroscope zero bias is used for correction in the stationary state and moving state of the vehicle respectively, thereby improving the accuracy of correction using the gyroscope zero bias.

[0089] In addition, it can be seen from the above description that when the scheme provided in the embodiment of the present application is used to correct the zero bias of the gyroscope, no reference is made to the GNSS signal. Therefore, applying the scheme provided in the embodiment of the present application to correct the zero bias of the gyroscope can reduce the situation of correction failure caused by the absence of GNSS signal.

[0090] Of course, implementing any product or method of the present application does not necessarily require achieving all of the advantages described above at the same time. BRIEF DESCRIPTION OF THE DRAWINGS

[0091] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other embodiments can also be obtained based on these drawings.

[0092] Figure 1 A schematic diagram of a flow chart of a gyroscope correction method provided in an embodiment of the present application;

[0093] Figure 2 A schematic diagram of a flow chart of a round pulse factor correction method provided in an embodiment of the present application;

[0094] Figure 3 A flowchart of a fusion positioning method provided in an embodiment of the present application;

[0095] Figure 4 A schematic diagram of the structure of a gyroscope correction device provided in an embodiment of the present application;

[0096] Figure 5 A schematic diagram of the structure of a fusion positioning device provided in an embodiment of the present application;

[0097] Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0098] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field based on the present application belong to the scope of protection of the present application.

[0099] The execution subject of the embodiment of the present application is described below.

[0100] The solution provided in the embodiment of the present application can be applied to vehicle electronic devices such as vehicle electronic control units, vehicle computers, etc. For ease of description, the execution subject of the gyroscope correction solution provided in the embodiment of the present application is collectively referred to as a correction device.

[0101] The gyroscope zero bias mentioned in the embodiments of the present application is explained below.

[0102] The gyroscope data actually collected by the gyroscope can be expressed by the following expression: ;

[0103] in, is the gyroscope data actually collected by the gyroscope, is the real gyroscope data, is the gyroscope zero bias, S is the gyroscope scale factor error matrix, N is the gyroscope cross-coupling error matrix, T is the gyroscope temperature drift matrix, is the gyroscope sensor noise vector.

[0104] S, N, and T in the above expression can be eliminated by gyroscope calibration, and is the gyroscope bias, is the gyroscope sensor noise vector, and Random walk over time, and They are all random and difficult to eliminate through calibration.

[0105] The round pulse factor mentioned in the embodiments of the present application is explained below.

[0106] The wheel pulse factor is the numerical relationship between the mileage of the wheel and the number of rotating teeth of the sprocket rotating coaxially with the wheel. That is, after the number of rotating teeth of the sprocket rotating coaxially with the wheel is acquired, the mileage of the wheel can be calculated based on the number of rotating teeth and the wheel pulse factor. Conversely, the wheel pulse factor can be calculated based on the mileage and number of rotating teeth of the wheel.

[0107] For example, every time the wheel rotates one circle, the wheel will also travel the mileage of the wheel's circumference. The mileage of the wheel can be expressed as: S=2πr, where S is the mileage traveled by the wheel in one circle and r is the wheel radius. Then, N represents the total number of teeth on the sprocket in one circle, and the wheel pulse factor can be expressed as L=S / N=2πr / N. It can be seen that the value of the wheel pulse factor will be affected by the wheel radius and the total number of teeth on the sprocket. Under normal circumstances, the total number of teeth on the sprocket will not change, but due to the influence of factors such as the tire pressure and temperature of the wheel tire, the size of the wheel radius will change, which will cause the wheel pulse factor of the wheel to change.

[0108] The gyroscope correction method provided in the embodiment of the present application is described in detail below.

[0109] In one embodiment of the present application, see Figure 1 A flow chart of a gyroscope correction method is provided, the method comprising the following steps S101-S103.

[0110] Step S101: when the vehicle is stationary, a plurality of frames of gyroscope data collected by a gyroscope mounted on the vehicle within a first preset time period are obtained, and a stationary zero bias of the gyroscope is determined based on the collected gyroscope data.

[0111] The gyroscope may be a single-axis gyroscope or a multi-axis gyroscope. For example, the gyroscope data collected by the single-axis gyroscope may include angular velocity data in one direction, and the gyroscope data collected by the three-axis gyroscope may include angular velocity data in three different directions.

[0112] The following describes a method for obtaining multiple frames of gyroscope data collected within a first preset time period.

[0113] The multi-frame gyroscope data collected within the first preset time length may include: gyroscope data corresponding to multiple time points within the first preset time length. For example, the gyroscope mounted on the vehicle can continuously collect gyroscope data. For the gyroscope data corresponding to each time point collected by the gyroscope, the correction device can record the timestamp of each frame of gyroscope data. If the gyroscope can collect gyroscope data with a period of 0.1 seconds, then the gyroscope can collect gyroscope data corresponding to 600 time points every second. Assuming that the first preset time length is 2 minutes, the gyroscope can collect gyroscope data corresponding to 1200 time points within the first preset time length. Then, when the vehicle is in a stationary state, the multi-frame gyroscope data collected within the first preset time length can be obtained according to the timestamp.

[0114] After determining that the vehicle is in a stationary state, the step S101 of determining the stationary zero bias is performed. The correction device can obtain gyroscope data within a first preset time period during which the timestamp is in the stationary state, and then determine the stationary zero bias.

[0115] The following describes the implementation method of determining the static zero bias in step S101.

[0116] In one implementation, the correction device calculates the average of the collected gyroscope data as the static zero bias of the gyroscope.

[0117] For example, if gyroscope data corresponding to m time points are collected within the first preset time period, the mean value of the gyroscope data can be calculated according to the following expression: ,in, is the static zero bias of the gyroscope, arrive They are respectively the corresponding gyroscope data at the 1st time point to the corresponding gyroscope data at the mth time point.

[0118] In this way, using the average value within the first preset time length as the static zero bias of the gyroscope can obtain a more accurate static zero bias of the gyroscope.

[0119] In another implementation, the correction device obtains the mode or median of the collected gyroscope data as the static zero bias of the gyroscope.

[0120] The manner in which step S101 determines that the vehicle is stationary is described in the following embodiments and will not be described in detail here.

[0121] Step S102: If the vehicle is in a straight-line driving state, the wheel pulse factor of the wheel is corrected based on the number of sampled driving wheel pulses of the wheels on the vehicle, and the dynamic zero bias of the gyroscope is determined based on the corrected wheel pulse factor and the static zero bias.

[0122] Among them, after determining the stationary zero bias of the gyroscope, since the stationary zero bias of the gyroscope is random, after a certain period of time, the determined stationary zero bias of the gyroscope may no longer be accurate. Therefore, after determining the stationary zero bias in step S101, within the preset error tolerance time, if it can be determined that the vehicle is in a straight-line driving state, step S102 is executed. If it exceeds the above-mentioned error tolerance time, return to step S101 to determine the stationary zero bias of the gyroscope.

[0123] The following is an explanation of the method for obtaining the number of sampled running wheel pulses.

[0124] The vehicle is equipped with a wheel pulse sensor, for example, the wheel pulse sensor may be a Hall sensor. When the wheel pulse sensor senses the rotation of the sprocket rotating coaxially with the wheel, a number of driving wheel pulses can be collected when the sprocket rotates and passes through the wheel pulse sensor. Then, the correction device counts the number of driving wheel pulses received to obtain the number of sampled driving wheel pulses. Each time the correction device receives a driving wheel pulse, it can record a timestamp for the number of sampled driving wheel pulses obtained by the statistics.

[0125] The following describes the method of determining the dynamic zero bias of the gyroscope in step S102.

[0126] The correction device can determine the dynamic zero offset by following steps A-D:

[0127] Step A: Based on the number of sampled driving wheel pulses of the left and right tires on the vehicle within a second preset time period and the corrected wheel pulse factor, detect whether the vehicle is in a straight-line driving state. If yes, execute step B.

[0128] The left and right tires may include a tire on the left side and a tire on the right side. The two tires may be tires mounted on the same transverse axis, for example, for a vehicle including four wheels, the two tires may be a left front tire and a right front tire, or a left rear tire and a right rear tire. The two tires may also be tires mounted on different transverse axes, for example, a left front tire and a right rear tire, or a left rear tire and a right front tire.

[0129] Specifically, when detecting whether the vehicle is in a straight-line driving state, the product of the number of sampled running wheel pulses of the left tire on the vehicle within the second preset time length and the corrected wheel pulse factor can be calculated to obtain the left wheel mileage, and the product of the number of sampled running wheel pulses of the right tire on the vehicle within the second preset time length and the corrected wheel pulse factor can be calculated to obtain the right wheel mileage. If the left wheel mileage is equal to the right wheel mileage, it can be determined that the vehicle is in a straight-line driving state.

[0130] Step B: Based on multiple frames of gyroscope data collected by the gyroscope within a second preset time period, a first offset angle between the actual collected data of the gyroscope and the static zero bias is obtained.

[0131] The following describes a method for obtaining multiple frames of gyroscope data collected within the second preset time length.

[0132] The second preset time period is a preset time period during which the vehicle is in a straight-ahead driving state. The correction device can determine the gyroscope data whose timestamp is within the second preset time period according to the timestamp of the gyroscope data.

[0133] The following describes a method for obtaining the first offset angle.

[0134] Specifically, the correction device can fit the difference between the actual collected data of the gyroscope and the static zero bias, and then integrate the fitting result obtained by fitting. As a variable representing the gyroscope data within the second preset time length, represents the fitting result of fitting the difference between the actual collected data of the gyroscope within the second preset time length and the static zero bias, and the first offset angle can be obtained according to the following expression: ,in, is the value of the second preset duration.

[0135] Step C: Calculate the dynamic zero offset correction value based on the first offset angle and the second preset time length.

[0136] Specifically, the correction device may calculate the quotient of the first offset angle and the second preset time length as the dynamic zero offset correction amount. For example, the dynamic zero offset correction amount may be calculated according to the following expression: ,in, The second preset duration.

[0137] Step D: Determine the dynamic bias of the gyroscope based on the static bias and the dynamic bias correction.

[0138] The correction device can adjust the static bias and dynamic bias corrections based on a preset learning rate, and use the sum of the adjusted static bias and dynamic bias corrections as the dynamic bias of the gyroscope. Specifically, the correction device can determine the dynamic bias of the gyroscope according to the following expression:

[0139] ;

[0140] in, is the dynamic bias of the gyroscope, is the stationary zero bias, is the preset learning rate, is the dynamic zero bias correction.

[0141] In this way, the dynamic zero bias of the gyroscope is determined by using a preset learning rate, the degree of correction of the dynamic zero bias correction to the static zero bias can be flexibly controlled, and the learning rate can be flexibly set according to different static zero biases to improve the accuracy of the determined dynamic zero bias of the gyroscope.

[0142] From the above, it can be seen that the first offset angle is obtained using the actual collected data of the gyroscope when the vehicle is in a straight-line driving state, and then the static zero bias is corrected using the first offset angle to obtain the dynamic zero bias of the gyroscope. The dynamic zero bias of the gyroscope can be obtained by combining the data of the vehicle in a dynamic driving state on the basis of the static zero bias, taking into account the gyroscope data in the static and dynamic states of the vehicle, so that the dynamic zero bias of the gyroscope is more accurate.

[0143] The manner of determining whether the vehicle is in a straight-line driving state and correcting the wheel pulse factor in step S102 is described in the following embodiments and will not be described in detail here.

[0144] Step S103: In response to the gyro bias correction, if the vehicle is stationary, the gyro bias correction is performed using the stationary bias; if the vehicle is in motion, the gyro bias correction is performed using the dynamic bias.

[0145] When the timing for the gyroscope to perform bias correction is met, or when the conditions for the gyroscope to perform bias correction are met, the gyroscope bias correction can be responded to and bias correction can be performed based on the situation mentioned in the above step S103.

[0146] The following describes the timing for performing zero bias correction on the gyroscope.

[0147] The zero bias of the gyroscope changes little within the preset zero bias stabilization time, and the change within the zero bias stabilization time can also meet the preset error range. Therefore, the correction device does not need to perform gyroscope zero bias correction within the zero bias stabilization time. On the contrary, if the zero bias correction is not performed after exceeding the zero bias stabilization time, the correction device needs to perform gyroscope zero bias correction, that is, the timing of performing zero bias correction on the gyroscope is when the zero bias correction is not performed after exceeding the zero bias stabilization time. Among them, the above-mentioned zero bias stabilization time can include: static zero bias stabilization time and motion zero bias stabilization time.

[0148] For example, the static zero bias stabilization time can be set. In this case, if the correction device detects that the zero bias correction has not been performed for a period of time exceeding the static zero bias stabilization time, and the vehicle is stationary, the static zero bias is used to perform gyroscope zero bias correction. That is, the timing for performing gyroscope zero bias correction is when the static zero bias stabilization time has expired without performing zero bias correction.

[0149] In addition, the motion zero bias stabilization time can be set. In this case, if the correction device detects that the zero bias correction has not been performed for a period of time exceeding the motion zero bias stabilization time, and the vehicle is in motion, the dynamic zero bias is used to perform gyroscope zero bias correction. That is, the timing for performing zero bias correction on the gyroscope is when the zero bias correction has not been performed for a period of time exceeding the motion zero bias stabilization time.

[0150] The static zero bias stabilization time and the moving zero bias stabilization time may be the same or different, and the embodiment of the present application is not limited to this.

[0151] The following describes the method of determining whether the vehicle is stationary and whether the vehicle is in motion.

[0152] The method of determining that the vehicle is stationary is the same as the method of determining that the vehicle is stationary in step S101, as described in the following embodiments. On the contrary, if it is determined that the vehicle does not meet any of the conditions for determining that the vehicle is stationary, the vehicle is determined to be in motion.

[0153] As can be seen from the above, in the gyroscope correction scheme provided in the embodiment of the present application, multi-frame gyroscope data collected within a first preset time length can be obtained when the vehicle is in a stationary state. Using the multi-frame gyroscope data within the first preset time length can reduce the impact of inaccurate gyroscope data caused by the small gyroscope resolution, thereby improving the accuracy of the gyroscope data. When the vehicle is in a straight-line driving state, the wheel pulse factor is corrected, and then the dynamic zero bias of the gyroscope is determined based on the corrected wheel pulse factor. The corresponding gyroscope zero bias is used for correction in the stationary state and the moving state of the vehicle, respectively, thereby improving the accuracy of correction using the gyroscope zero bias.

[0154] In addition, it can be seen from the above description that when the scheme provided in the embodiment of the present application is used to correct the zero bias of the gyroscope, no reference is made to the GNSS signal. Therefore, applying the scheme provided in the embodiment of the present application to correct the zero bias of the gyroscope can reduce the situation of correction failure caused by the absence of GNSS signal.

[0155] In one embodiment of the present application, in the above Figure 1 Based on the embodiment provided, the method further comprises the following steps: determining whether a dynamic zero offset has been determined within a fourth preset time period. If a dynamic zero offset has not been determined, executing step S102.

[0156] The following describes a method for determining whether a dynamic zero bias has been determined within the fourth preset time period.

[0157] In one embodiment, after executing step S102 to determine the dynamic zero bias, the correction device may time the duration for determining the dynamic zero bias. If the timed duration reaches a fourth preset duration, it is determined that the dynamic zero bias has not been determined within the fourth preset duration.

[0158] In another method, a zero bias time judgment cycle can be preset. After executing step S102 to determine the dynamic zero bias, the device records the correction time point when determining the dynamic zero bias, and then determines every 1 hour whether the time difference between the current time point and the correction time point is greater than a fourth preset time length. If greater, it is determined that the dynamic zero bias has not been determined within the fourth preset time length.

[0159] Within the fourth preset time after determining the dynamic zero bias, the error of the dynamic zero bias of the gyroscope is small and can meet the preset error range. In this way, determining the dynamic zero bias again after exceeding the fourth preset time can improve the accuracy of the dynamic zero bias.

[0160] The following describes the manner in which step S101 determines that the vehicle is stationary.

[0161] In one implementation, if the vehicle meets the following conditions, it is determined that the vehicle is stationary:

[0162] The following describes how to determine whether the vehicle satisfies each condition.

[0163] Condition 1: Based on the first acceleration and the second acceleration within a first preset time period, it is determined that the acceleration discrete amount of the vehicle is within a preset range.

[0164] Among them, the first acceleration and the second acceleration can be obtained by the accelerometer carried by the vehicle. The accelerometer can continuously collect acceleration data, and for the acceleration data corresponding to each time point collected by the accelerometer, the correction device can record the timestamp of each acceleration. For example, if the first preset time length is 2 minutes, the accelerometer can collect acceleration data with a period of 0.1 seconds, then the accelerometer can collect acceleration data corresponding to 1200 time points within the first preset time length. The first acceleration is: the acceleration in the driving direction of the vehicle, and the second acceleration includes: the acceleration in the direction perpendicular to the above-mentioned driving direction in the driving plane of the vehicle and / or the acceleration in the direction perpendicular to the driving plane. For example, the above-mentioned driving direction can be called the X direction, the above-mentioned direction perpendicular to the driving direction can be called the Y direction, and the above-mentioned direction perpendicular to the driving plane can be called the Z direction. The discrete amount of acceleration can be obtained by calculating the degree of data dispersion such as variance, standard deviation, range and mean absolute deviation. For example, the variance of the first acceleration and the second acceleration can be calculated respectively by the following expressions: ,in, is the variance of acceleration, n is the number of acceleration data collected within the first preset time length, is the i-th acceleration data, is the average value of n acceleration data. Based on the above expression, the first acceleration can be calculated based on the acceleration data corresponding to the first acceleration within the first preset time length: , based on the acceleration data corresponding to the second acceleration within the first preset time length, the second acceleration is calculated .

[0165] In one case, the calculated and When both are smaller than the preset range, it is determined that the acceleration discrete quantity of the vehicle is within the preset range.

[0166] In another case, the preset range may include a first preset range for the discrete amount of the first acceleration and a second preset range for the discrete amount of the second acceleration. is smaller than the first preset range, and If the acceleration discrete amount of the vehicle is smaller than the second preset range, it is determined that the acceleration discrete amount of the vehicle is within the preset range.

[0167] Condition 2: Based on the steering wheel rotation data within a first preset time period, it is determined that the steering wheel of the vehicle is not turned.

[0168] Specifically, the correction device can obtain the difference between the maximum steering wheel rotation value and the minimum steering wheel rotation value of the steering wheel rotation data within the first preset time length. If the difference between the maximum steering wheel rotation value and the minimum steering wheel rotation value is 0, it is determined that the steering wheel of the vehicle is not turned.

[0169] Condition three: The number of sampled driving wheel pulses within the first preset time period does not change.

[0170] Specifically, the correction device can obtain the number of wheel pulses within the first preset time length. If the number of driving wheel pulses corresponding to the latest time point within the first preset time length is equal to the number of driving wheel pulses corresponding to the earliest time point within the first preset time length, it is determined that the number of driving wheel pulses has not changed.

[0171] In this way, the vehicle can be judged to be stationary by judging that the discrete amount of the vehicle's acceleration is within a preset range, the steering wheel is not turning, and the number of driving wheel pulses is unchanged. It is possible to judge whether the vehicle is stationary without the help of the global navigation satellite system to determine the position, and it is possible to accurately judge the stationary state of the vehicle in the absence of a global navigation satellite system signal, thereby improving the accuracy of the gyroscope zero bias correction.

[0172] In another implementation, in step S101, the correction device may use the global navigation satellite system to determine the position information of the vehicle, and if it is determined that the position of the vehicle has not changed within a first preset time period, it is determined that the vehicle is stationary.

[0173] The following is an explanation of the manner in which step S102 determines whether the vehicle is in a straight-line driving state.

[0174] In one implementation, the correction device can determine whether the vehicle is in a straight-line driving state by following the steps below: obtaining multiple frames of gyroscope data collected by the gyroscope within a third preset time length; integrating the difference between the obtained gyroscope data and the stationary zero bias to obtain a second offset angle between the actual collected data of the gyroscope within the third preset time length and the stationary zero bias; if the second offset angle is equal to zero, it is determined that the vehicle is in a straight-line driving state.

[0175] The third preset time length is greater than or equal to the second preset time length, and the third preset time length is the time length during which the vehicle is in a straight-line driving state.

[0176] Specifically, the correction device can determine the gyroscope data whose timestamp is within the third preset time length according to the timestamp of the gyroscope data. Then, the difference between the obtained gyroscope data and the static zero bias is fitted, and the fitting result obtained by fitting is integrated. As a variable representing the gyroscope data within the third preset time length, The fitting result represents the fitting of the difference between the actual collected data of the gyroscope within the third preset time length and the static zero bias. The second offset angle can be obtained according to the following expression: ,in, is the value of the third preset duration. It is determined that the vehicle is in a straight-line driving state.

[0177] In this way, the vehicle's straight-line driving state can be judged based on the gyroscope carried by the vehicle. It can be judged whether the vehicle is in a straight-line driving state without the help of the global navigation satellite system to determine the position. The vehicle's straight-line driving state can be accurately judged in the absence of a global navigation satellite system signal, thereby improving the accuracy of the gyroscope's dynamic zero bias.

[0178] The following is an explanation of the method of correcting the wheel pulse factor of the wheel in step S102.

[0179] In one embodiment of the present application, see Figure 2 A flow chart of a method for correcting a wheel pulse factor is provided, wherein the method comprises the following steps S201-S203.

[0180] Step S201: based on the sampled driving wheel pulse quantity of each wheel on the vehicle and a preset standard wheel pulse factor, the corrected driving mileage of each wheel is obtained.

[0181] The standard wheel pulse factor is a wheel pulse factor measured in advance when the wheel is at a standard tire pressure and standard stability. The number of sampled running wheel pulses of each wheel used in step S201 may be the number of sampled running wheel pulses of the wheel when the vehicle is in a straight-line driving state, for example, the number of sampled running wheel pulses at each time point within the second preset time length, or the number of sampled running wheel pulses at each time point within the third preset time length.

[0182] In one implementation, the correction device may obtain the corrected mileage for each wheel of the vehicle in the following manner:

[0183] For each time point during which the vehicle is in a straight-line driving state, the correction device calculates the predicted mileage at that time point based on the corrected mileage at the adjacent previous time point. Then, based on the predicted mileage at that time point and the number of sampled driving wheel pulses at that time point, the corrected mileage at that time point is calculated. Then, for the latest time point during which the vehicle is in a straight-line driving state, the corrected mileage at the latest time point is calculated in the above manner.

[0184] The correction device may calculate the predicted mileage at the time point according to the predicted mileage at the adjacent previous time point as follows:

[0185] ;

[0186] in, is the predicted mileage at that time point, is the preset state transfer matrix, is the corrected mileage at the adjacent previous time point.

[0187] Then, the corrected mileage at that time is calculated according to the following expression:

[0188] ;

[0189] in, is the corrected mileage at that time point, is the Kalman gain coefficient at that time point, is the observed mileage, where the observed mileage can be calculated based on the number of sampled wheel pulses at that time point and the standard wheel pulse factor. It is the linear transformation matrix from the preset vehicle state to the observed state at that time point.

[0190] in, It can be obtained according to the following expression:

[0191] ;

[0192] in, The a priori estimated covariance at this time point is, is the transposed matrix of the conversion matrix from the preset state variables to the observed variables at that time point, Measure the noise covariance for the given sensor.

[0193] It can be obtained according to the following expression:

[0194] ;

[0195] in, is the preset state transfer matrix, is the posterior estimated covariance of adjacent preceding time points, is the transposed matrix of the preset state transfer matrix, is the preset state transfer covariance matrix.

[0196] At this moment, the posterior estimated covariance at this moment must also be obtained so that the prior estimated covariance can be calculated at the next moment. The posterior estimated covariance at this moment is It can be obtained according to the following expression:

[0197] ;

[0198] in, is the identity matrix.

[0199] Step S202: Select a reference mileage from the corrected mileage of each wheel, and obtain the actual number of running teeth of the sprocket on each wheel based on the number of sampled wheel pulses of each wheel, the corrected mileage and the standard wheel pulse factor.

[0200] Next, a method of selecting the reference mileage from the corrected mileage of each wheel will be described.

[0201] In one implementation, the minimum value of the corrected mileage of each wheel is selected as the reference mileage. In this way, by selecting the minimum value of the corrected mileage, the wheel with a larger number of actual running teeth in the corrected mileage can be selected as the reference mileage. Based on the larger number of actual running teeth, a more accurate corrected mileage can be obtained, which can improve the accuracy of correcting the wheel pulse factor of each wheel.

[0202] In another implementation, the corrected mileage of each wheel is randomly selected as the reference mileage.

[0203] The following describes the method of obtaining the actual number of running teeth of the sprocket on the wheel in step S202 for one of the wheels.

[0204] Specifically, the correction device obtains the theoretical mileage of the wheel based on the number of sampled wheel pulses of the wheel and the wheel pulse factor of the wheel. The first mileage difference between the corrected mileage of the wheel and the theoretical mileage of the wheel is calculated. The tooth number adjustment value is obtained based on the first mileage difference and the wheel pulse factor of the wheel. The number of sampled wheel pulses of the wheel is adjusted using the tooth number adjustment value to obtain the actual number of running teeth of the sprocket on the wheel.

[0205] The correction device may calculate the product of the number of sampled wheel pulses and the wheel pulse factor of the wheel as the theoretical mileage of the wheel. The wheel pulse factor of the wheel may be a standard wheel pulse factor. After obtaining the first mileage difference, the quotient of the first mileage difference and the wheel pulse factor of the wheel may be used as the tooth number adjustment value, and then the sum of the tooth number adjustment value and the number of sampled wheel pulses may be used as the actual running tooth number. For example, the correction device may obtain the actual running tooth number according to the following expression:

[0206] ;

[0207] in, is the actual number of teeth in motion, is the number of sampling round pulses, is the standard wheel pulse factor of the wheel, is the corrected mileage of the wheel, Theoretical mileage of the wheels.

[0208] From the above, it can be seen that by correcting the first mileage difference between the mileage and the theoretical mileage of the wheel, the mileage difference caused by the difference between the actual number of teeth traveled and the number of sampling wheel pulses can be determined, and then the tooth number adjustment value can be obtained according to the first mileage difference and the wheel pulse factor of the wheel, that is, the difference between the actual number of teeth traveled and the number of sampling wheel pulses is obtained. In this way, the use of the tooth number adjustment value can accurately match the number of sampling wheel pulses of the wheel to obtain the accurate actual number of teeth traveled.

[0209] Step S203: based on the actual number of running teeth corresponding to each wheel and the reference running mileage, the wheel pulse factor of each wheel is corrected.

[0210] In one implementation, the wheel pulse factor of each wheel may be corrected in the following manner:

[0211] Based on the actual number of teeth on the wheel and the wheel pulse factor of the wheel, the actual mileage of the wheel is obtained. The second mileage difference between the reference mileage and the actual mileage of the wheel is calculated. Based on the second mileage difference and the actual number of teeth, the wheel pulse factor adjustment value is obtained. The wheel pulse factor of the wheel is corrected using the wheel pulse factor adjustment value.

[0212] The correction device may calculate the product of the actual number of teeth on the sprocket on the wheel and the wheel pulse factor of the wheel as the actual mileage of the wheel. The wheel pulse factor of the wheel may be a standard wheel pulse factor. After obtaining the second mileage difference, the quotient of the second mileage difference and the actual number of teeth on the sprocket may be used as the wheel pulse factor adjustment value, and then the sum of the wheel pulse factor adjustment value and the number of sampled wheel pulses may be used as the corrected wheel pulse factor. For example, the correction device may correct the wheel pulse factor of the wheel according to the following expression:

[0213] ;

[0214] in, is the corrected round pulse factor, is the base mileage, The actual mileage.

[0215] In this way, the wheel pulse factor adjustment value can be accurately calculated using the second mileage difference between the reference mileage and the actual mileage of the wheel and the actual number of teeth traveled, thereby obtaining an accurate corrected wheel pulse factor.

[0216] From the above, it can be seen that by predicting the mileage of each wheel, a more accurate mileage can be obtained, and then a more accurate actual number of teeth traveled can be obtained based on the mileage and the number of sampled wheel pulses. In this way, based on the more accurate actual number of teeth traveled and the benchmark mileage, the wheel pulse factor can be corrected more accurately.

[0217] In one embodiment of the present application, for each wheel, if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of the wheel is greater than a preset factor difference threshold, an abnormal tire pressure alarm is issued for the wheel.

[0218] In another embodiment of the present application, for each wheel, if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of the wheel is greater than a preset factor difference threshold and the vehicle is in an automatic driving state, the driver is reminded to take over the vehicle.

[0219] From the above analysis, it can be seen that the value of the wheel pulse factor will be affected by the wheel radius and the total number of teeth on the sprocket, and under normal circumstances the total number of teeth on the sprocket will not change. Then, when the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor is greater than the preset factor difference threshold, that is, the corrected rear wheel pulse factor is too different from the standard wheel pulse factor, it means that the radius of the wheel has changed significantly, and a large change in the radius of the wheel is likely to be abnormal tire pressure. In this way, an accurate abnormal tire pressure alarm can be performed to improve the safety of the vehicle. In addition, if the difference between the corrected rear wheel pulse factor and the standard wheel pulse factor is too large, and the radius of the wheel changes significantly, it is likely to affect the safety of the vehicle's automatic driving. On the basis of the large difference between the corrected rear wheel pulse factor and the standard wheel pulse factor, if the vehicle is also in an automatic driving state, the driver will be reminded to take over the vehicle to improve the safety of the driver driving the vehicle.

[0220] In addition, when the tire pressure does not change significantly, for example, the tire pressure change is less than the preset tire pressure change threshold, the wheel radius of the vehicle generally does not change much, so the wheel pulse factor generally does not change significantly. Because tire pressure usually changes significantly only when it is affected by changes in ambient temperature, for example, temperature changes such as winter and summer will cause tire pressure changes, or tire leaks will cause tire pressure changes, and the above situations usually do not occur frequently. Therefore, based on the above, it is not necessary to frequently correct the wheel pulse factor.

[0221] In view of the above situation, the interval duration for the correction device to correct the round pulse factor can be set to be longer, for example, the interval duration can be set to one day, one week or one month.

[0222] In one embodiment of the present application, see Figure 3 A flow chart of a fusion positioning method is provided, the method comprising the following steps S301-S303.

[0223] Step S301: Obtain the heading angle of the vehicle based on the data collected by the gyroscope carried by the vehicle and the corrected gyroscope zero bias.

[0224] The corrected gyroscope bias is obtained according to the gyroscope correction method provided in any of the above embodiments. That is, the corrected gyroscope bias is the corrected gyroscope bias mentioned in the above embodiments.

[0225] The correction device can obtain the vehicle's heading angle according to the following expression:

[0226] ;

[0227] in, is the heading angle of the vehicle obtained after collecting gyroscope data, The vehicle's heading angle obtained after the last gyroscope data was collected. To collect gyroscope data, The last time the gyroscope data was collected, is the corrected gyro bias, is the time interval for collecting gyroscope data each time.

[0228] Step S302: Calculate the mileage of the vehicle based on the number of sampled driving wheel pulses of the vehicle's wheels and a preset wheel pulse factor.

[0229] The preset wheel pulse factor may be a wheel pulse factor obtained by pre-calibration. During calibration, the wheel pulse factor may be obtained by calibration based on a standard tire pressure.

[0230] Specifically, the vehicle's mileage can be obtained according to the following expression:

[0231] ;

[0232] in, The difference between the vehicle mileage calculated after the number of sampled driving wheel pulses is collected and the vehicle mileage calculated after the number of sampled driving wheel pulses is collected last time, To calculate the vehicle's mileage after collecting the number of sampled driving wheel pulses, Calculate the vehicle's mileage after the last sampling of the driving wheel pulse number.

[0233] It is worth mentioning that in the embodiment of the present application, the preset wheel pulse factor is used to calculate the mileage of the vehicle, and the wheel pulse factor corrected in the aforementioned gyroscope correction embodiment is not emphasized. This is because the wheel pulse factor is corrected in the aforementioned embodiment for the purpose of dynamic zero bias correction of the gyroscope, and the corrected wheel pulse factor is mainly used to determine whether the vehicle is in a straight-line driving state. It can be understood by those skilled in the art that any data processing may have errors. In order to prevent the correction process of the wheel pulse factor from introducing data errors, resulting in errors in the mileage calculated in this step, the embodiment of the present application uses a preset wheel pulse factor such as one based on standard tire pressure calibration to calculate the mileage during the positioning process.

[0234] In one embodiment of the present application, during the fusion positioning process, the wheel pulse factor corrected by the aforementioned embodiment may also be considered. For example, the difference between the corrected wheel pulse factor and the above-mentioned preset wheel pulse factor may be calculated. If the difference is greater than the preset difference threshold, it is considered that the tire pressure has changed significantly. In this case, the fusion positioning may be suspended and the user may be prompted that the tire pressure is abnormal.

[0235] Step S303: Based on the heading angle and mileage of the vehicle, the vehicle position in the vehicle's driving track is obtained.

[0236] Each time the fusion positioning is performed, the vehicle position is obtained. In the order in which the vehicle positions are obtained, these vehicle positions are arranged to form the vehicle's driving track.

[0237] The corrected gyroscope bias includes a dynamic bias or a static bias.

[0238] Specifically, the vehicle position components on the X-axis and X-axis can be obtained respectively according to the following expressions:

[0239] ;

[0240] ;

[0241] in, is the vehicle position component on the X-axis obtained by the last calculation, It is the vehicle position component on the Y axis obtained by the last calculation.

[0242] After the corrected gyro zero bias is obtained, the heading angle of the vehicle can be obtained based on the corrected gyro zero bias and the gyro data collected by the gyro each time on the basis of the predetermined initial heading angle. In addition, based on the preset wheel pulse factor and the predetermined initial position, the mileage of the vehicle is calculated after the wheel pulse sensor collects the number of sampled driving wheel pulses each time, and then the vehicle position in the driving track of the vehicle is obtained based on the heading angle and the mileage of the vehicle.

[0243] In one case, if the vehicle is in an area where a GNSS signal exists, the vehicle's heading angle and mileage can be obtained in real time, and then the vehicle's position can be obtained based on the above heading angle and mileage. Then, if the vehicle travels to an underground garage or other area where no GNSS signal exists, the vehicle's heading angle and mileage can be obtained based on the above steps S301-S303, according to the gyroscope data collected each time and the number of sampled driving wheel pulses collected, and then the vehicle's position can be obtained. The above method of obtaining the vehicle's position can be adaptively switched based on whether a GNSS signal exists, so that positioning can be successfully achieved and the vehicle's position can be obtained regardless of whether a GNSS signal exists.

[0244] Of course, it is also possible to ignore the existence of a GNSS signal and only use the fusion positioning solution provided in the embodiment of the present application to perform positioning and obtain the vehicle position.

[0245] From the above, it can be seen that the heading angle is obtained based on the data collected by the gyroscope on the vehicle and the corrected gyroscope zero bias, the mileage is obtained based on the sampled number of wheel pulses of the vehicle's wheels and the preset wheel pulse factor, and the vehicle position is obtained by combining the mileage and heading angle. This integrates the data collected by the gyroscope and the sampled number of wheel pulses collected by the odometer, so that the vehicle position can be obtained without using GNSS signals or visual perception information, thereby improving the stability of position determination.

[0246] It can be seen that the vehicle's position determined by the above-mentioned fusion positioning method can be applied to the presence or absence of GNSS signals. Vehicles equipped with an odometer and / or gyroscope including a wheel pulse sensor and a gear can use the above-mentioned fusion positioning method to determine the vehicle's position. The above-mentioned fusion positioning method can determine the vehicle's position in a variety of scenarios and can support more application scenarios.

[0247] Corresponding to the above-mentioned gyroscope correction method and fusion positioning method, the embodiment of the present application provides a gyroscope zero bias correction device and a fusion positioning device.

[0248] In one embodiment of the present application, see Figure 4A schematic diagram of the structure of a gyroscope zero bias correction device is provided, the device comprising:

[0249] The stationary zero bias determination module 401 is used to obtain a plurality of frames of gyroscope data collected by a gyroscope carried on the vehicle within a first preset time period when the vehicle is in a stationary state, and determine the stationary zero bias of the gyroscope based on the collected gyroscope data;

[0250] The dynamic zero bias determination module 402 is used to correct the wheel pulse factor of the wheel based on the number of sampled driving wheel pulses of the wheels on the vehicle if the vehicle is in a straight-line driving state, and determine the dynamic zero bias of the gyroscope based on the corrected wheel pulse factor and the static zero bias;

[0251] The bias correction module 403 is used to respond to the gyroscope bias correction. If the vehicle is stationary, the static bias is used to perform the gyroscope bias correction. If the vehicle is in motion, the dynamic bias is used to perform the gyroscope bias correction.

[0252] As can be seen from the above, in the gyroscope correction scheme provided in the embodiment of the present application, multi-frame gyroscope data collected within the first preset time length can be obtained when the vehicle is in a stationary state. The use of multi-frame gyroscope data within the first preset time length can reduce the impact of inaccurate gyroscope data caused by low gyroscope resolution, improve the accuracy of gyroscope data, and when the vehicle is in a straight-line driving state, the wheel pulse factor is corrected, and then the dynamic zero bias of the gyroscope is determined based on the corrected wheel pulse factor. The corresponding gyroscope zero bias is used for correction in the stationary state and the moving state of the vehicle, respectively, to improve the accuracy of correction using the gyroscope zero bias. In addition, it can be seen from the above description that when the scheme provided in the embodiment of the present application is used to correct the zero bias of the gyroscope, no reference is made to the GNSS signal. Therefore, the use of the scheme provided in the embodiment of the present application to correct the zero bias of the gyroscope can reduce the situation of correction failure caused by the absence of a GNSS signal.

[0253] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to obtain the corrected mileage of each wheel based on the sampled driving wheel pulse number of each wheel on the vehicle and the preset standard wheel pulse factor; select the reference mileage from the corrected mileage of each wheel, and obtain the actual number of driving teeth on the sprocket on each wheel based on the sampled wheel pulse number, the corrected mileage and the standard wheel pulse factor of each wheel; and correct the wheel pulse factor of each wheel based on the actual number of driving teeth corresponding to each wheel and the reference mileage.

[0254] From the above, it can be seen that by predicting the mileage of each wheel, a more accurate mileage can be obtained, and then a more accurate actual number of teeth traveled can be obtained based on the mileage and the number of sampled wheel pulses. In this way, based on the more accurate actual number of teeth traveled and the benchmark mileage, the wheel pulse factor can be corrected more accurately.

[0255] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to obtain the actual number of running teeth of the sprocket on each wheel in the following manner: based on the number of sampled wheel pulses of the wheel and the wheel pulse factor of the wheel, obtain the theoretical mileage of the wheel; calculate the first mileage difference between the corrected mileage of the wheel and the theoretical mileage of the wheel; based on the first mileage difference and the wheel pulse factor of the wheel, obtain the number of teeth adjustment value; use the tooth number adjustment value to adjust the number of sampled wheel pulses of the wheel to obtain the actual number of running teeth of the sprocket on the wheel.

[0256] From the above, it can be seen that by correcting the first mileage difference between the mileage and the theoretical mileage of the wheel, the mileage difference caused by the difference between the actual number of teeth traveled and the number of sampling wheel pulses can be determined, and then the tooth number adjustment value can be obtained according to the first mileage difference and the wheel pulse factor of the wheel, that is, the difference between the actual number of teeth traveled and the number of sampling wheel pulses is obtained. In this way, the use of the tooth number adjustment value can accurately match the number of sampling wheel pulses of the wheel to obtain the accurate actual number of teeth traveled.

[0257] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to correct the wheel pulse factor of each wheel in the following manner: based on the actual number of running teeth of the sprocket on the wheel and the wheel pulse factor of the wheel, the actual mileage of the wheel is obtained; the second mileage difference between the reference mileage and the actual mileage of the wheel is calculated; based on the second mileage difference and the actual number of running teeth, the wheel pulse factor adjustment value is obtained; and the wheel pulse factor of the wheel is corrected using the wheel pulse factor adjustment value.

[0258] In this way, the wheel pulse factor adjustment value can be accurately calculated using the second mileage difference between the reference mileage and the actual mileage of the wheel and the actual number of teeth traveled, thereby obtaining an accurate corrected wheel pulse factor.

[0259] In one embodiment of the present application, the dynamic zero offset determination module is specifically configured to select a minimum value among the corrected mileages of each wheel as the reference mileage.

[0260] In this way, by selecting the minimum value in the corrected mileage, the wheel with a larger actual running tooth number in the corrected mileage can be selected as the benchmark mileage. A more accurate corrected mileage can be obtained based on a larger actual running tooth number, which can improve the accuracy of correcting the wheel pulse factor of each wheel.

[0261] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to detect whether the vehicle is in a straight-line driving state based on the number of sampled driving wheel pulses and the corrected wheel pulse factor of the left and right tires on the vehicle within a second preset time length; if yes, based on the multi-frame gyroscope data collected by the gyroscope within the second preset time length, obtain the first offset angle between the actual collected data of the gyroscope and the static zero bias; based on the first offset angle and the second preset time length, calculate the dynamic zero bias correction; based on the static zero bias and the dynamic zero bias correction, determine the dynamic zero bias of the gyroscope.

[0262] From the above, it can be seen that the first offset angle is obtained using the actual collected data of the gyroscope when the vehicle is in a straight-line driving state, and then the static zero bias is corrected using the first offset angle to obtain the dynamic zero bias of the gyroscope. The dynamic zero bias of the gyroscope can be obtained by combining the data of the vehicle in a dynamic driving state on the basis of the static zero bias, taking into account the gyroscope data in the static and dynamic states of the vehicle, so that the dynamic zero bias of the gyroscope is more accurate.

[0263] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to determine the dynamic zero bias of the gyroscope according to the following expression:

[0264] ;

[0265] in, is the dynamic bias of the gyroscope, is the stationary zero bias, is the preset learning rate, is the dynamic zero bias correction.

[0266] In this way, the dynamic zero bias of the gyroscope is determined by using a preset learning rate, the degree of correction of the dynamic zero bias correction to the static zero bias can be flexibly controlled, and the learning rate can be flexibly set according to different static zero biases to improve the accuracy of the determined dynamic zero bias of the gyroscope.

[0267] In one embodiment of the present application, the dynamic zero bias determination module is specifically used to determine whether the vehicle is in a straight-line driving state in the following manner: obtain multiple frames of gyroscope data collected by the gyroscope within a third preset time length; integrate the difference between the obtained gyroscope data and the static zero bias to obtain a second offset angle between the actual collected data of the gyroscope within the third preset time length and the static zero bias; if the second offset angle is equal to zero, it is determined that the vehicle is in a straight-line driving state.

[0268] In this way, the vehicle's straight-line driving state can be judged based on the gyroscope carried by the vehicle. It can be judged whether the vehicle is in a straight-line driving state without the help of the global navigation satellite system to determine the position. The vehicle's straight-line driving state can be accurately judged in the absence of a global navigation satellite system signal, thereby improving the accuracy of the gyroscope's dynamic zero bias.

[0269] In one embodiment of the present application, a stationary zero bias determination module is specifically used to determine that a vehicle is stationary in the following manner: if the vehicle meets the following conditions, it is determined that the vehicle is stationary: based on a first acceleration and a second acceleration within a first preset time length, it is determined that the discrete amount of acceleration of the vehicle is within a preset range, wherein the first acceleration is: the acceleration in the driving direction of the vehicle, and the second acceleration includes: the acceleration in a direction perpendicular to the driving direction within the driving plane of the vehicle and / or the acceleration in a direction perpendicular to the driving plane; based on the steering wheel rotation data within the first preset time length, it is determined that the steering wheel of the vehicle is not turned; the number of sampled driving wheel pulses within the first preset time length does not change.

[0270] In this way, the vehicle can be judged to be stationary by judging that the discrete amount of the vehicle's acceleration is within a preset range, the steering wheel is not turning, and the number of driving wheel pulses is unchanged. It is possible to judge whether the vehicle is stationary without the help of the global navigation satellite system to determine the position, and it is possible to accurately judge the stationary state of the vehicle in the absence of a global navigation satellite system signal, thereby improving the accuracy of the gyroscope zero bias correction.

[0271] In one embodiment of the present application, the static zero bias determination module is specifically used to calculate the average value of the collected gyroscope data as the static zero bias of the gyroscope.

[0272] In this way, using the average value within the first preset time length as the static zero bias of the gyroscope can obtain a more accurate static zero bias of the gyroscope.

[0273] In one embodiment of the present application, the device further includes: a duration judgment module, configured to judge whether the dynamic zero bias has been determined within a fourth preset duration; if the dynamic zero bias has not been determined, the dynamic zero bias determination module is triggered.

[0274] Within the fourth preset time after determining the dynamic zero bias, the error of the dynamic zero bias of the gyroscope is small and can meet the preset error range. In this way, determining the dynamic zero bias again after exceeding the fourth preset time can improve the accuracy of the dynamic zero bias.

[0275] In one embodiment of the present application, the device further includes:

[0276] The tire pressure abnormality alarm module is used to issue a tire pressure abnormality alarm for each wheel if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of the wheel is greater than a preset factor difference threshold;

[0277] and / or

[0278] The vehicle takeover reminder module is used to remind the driver to take over the vehicle if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of each wheel is greater than a preset factor difference threshold and the vehicle is in an automatic driving state.

[0279] When the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor is greater than the preset factor difference threshold, that is, the corrected rear wheel pulse factor differs too much from the standard wheel pulse factor, indicating that the radius of the wheel has changed significantly, and a large change in the radius of the wheel is likely to be abnormal tire pressure. In this way, an accurate abnormal tire pressure alarm can be performed to improve the safety of the vehicle. In addition, if the corrected rear wheel pulse factor differs too much from the standard wheel pulse factor and the radius of the wheel changes significantly, it is likely to affect the safety of the vehicle's automatic driving. If the vehicle is also in an automatic driving state based on the large difference between the corrected rear wheel pulse factor and the standard wheel pulse factor, the driver will be reminded to take over the vehicle to improve the safety of the driver's driving the vehicle.

[0280] In one embodiment of the present application, see Figure 5 A schematic diagram of the structure of a fusion positioning device is provided, the device comprising:

[0281] A heading angle obtaining module 501 is used to obtain the heading angle of the vehicle based on data collected by a gyroscope carried on the vehicle and a corrected gyroscope zero bias, wherein the corrected gyroscope zero bias is obtained according to the aforementioned gyroscope correction device;

[0282] A mileage calculation module 502, configured to calculate the mileage of the vehicle based on the number of sampled wheel pulses of the wheels of the vehicle and a preset wheel pulse factor;

[0283] The driving track obtaining module 503 is used to obtain the vehicle position in the driving track of the vehicle based on the heading angle of the vehicle and the driving mileage.

[0284] From the above, it can be seen that the heading angle is obtained based on the data collected by the gyroscope on the vehicle and the corrected gyroscope zero bias, the mileage is obtained based on the sampled number of wheel pulses of the vehicle's wheels and the preset wheel pulse factor, and the vehicle position is obtained by combining the mileage and heading angle. This integrates the data collected by the gyroscope and the sampled number of wheel pulses collected by the odometer, so that the vehicle position can be obtained without using GNSS signals or visual perception information, thereby improving the stability of position determination.

[0285] In the technical solution provided in the embodiments of the present application, operations such as acquisition, storage, use, processing, transmission, provision and disclosure of user personal information are all performed with the user's authorization.

[0286] The present application also provides an electronic device, such as Figure 6 As shown, including:

[0287] Memory 601, used for storing computer programs;

[0288] The processor 602 is used to implement any of the above-mentioned gyroscope correction methods or fusion positioning methods when executing the program stored in the memory 601.

[0289] Furthermore, the electronic device may further include a communication bus and / or a communication interface, and the processor 602, the communication interface, and the memory 601 communicate with each other via the communication bus.

[0290] The communication bus mentioned in the above electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0291] The communication interface is used for communication between the above electronic device and other devices.

[0292] The memory may include a random access memory (RAM) or a non-volatile memory (NVM), such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0293] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0294] In another embodiment provided in the present application, a computer-readable storage medium is provided, in which a computer program is stored. When the computer program is executed by a processor, the steps of any of the above-mentioned gyroscope correction methods or fusion positioning methods are implemented.

[0295] In another embodiment provided by the present application, a computer program product including instructions is also provided, which, when executed on a computer, enables the computer to execute any gyroscope correction method or fusion positioning method in the above-mentioned embodiments.

[0296] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website site, computer, server or data center to another website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a solid-state hard disk (SSD), etc.

[0297] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0298] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device, electronic device, storage medium, and computer program product embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiments.

[0299] The above description is only a preferred embodiment of the present application and is not intended to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application are included in the protection scope of the present application.

Claims

1. A gyroscope correction method, characterized in that: The method comprises: When the vehicle is stationary, obtaining multiple frames of gyroscope data collected by a gyroscope carried on the vehicle within a first preset time period, and determining a stationary zero bias of the gyroscope based on the collected gyroscope data; If the vehicle is in a straight-line driving state, based on the number of sampled driving wheel pulses of the wheels on the vehicle, the wheel pulse factor of the wheel is corrected, and based on the corrected wheel pulse factor and the static zero bias, the dynamic zero bias of the gyroscope is determined; In response to the gyro bias correction, if the vehicle is in a stationary state, the stationary bias is used to perform the gyro bias correction; if the vehicle is in a moving state, the dynamic bias is used to perform the gyro bias correction.

2. The method according to claim 1, characterized in that The step of correcting the wheel pulse factor of the wheel based on the number of sampled driving wheel pulses of the wheel on the vehicle comprises: Based on the number of sampled driving wheel pulses of each wheel on the vehicle and a preset standard wheel pulse factor, obtaining a corrected driving mileage of each wheel; Selecting a reference mileage from the corrected mileage of each wheel, and obtaining the actual number of running teeth of the sprocket on each wheel based on the number of sampled wheel pulses of each wheel, the corrected mileage and the standard wheel pulse factor; The wheel pulse factor of each wheel is corrected based on the actual number of running teeth corresponding to each wheel and the reference running mileage.

3. The method according to claim 2, characterized in that The method of obtaining the actual number of running teeth of the sprocket on each wheel based on the number of sampled wheel pulses of each wheel, the corrected mileage and the standard wheel pulse factor comprises: The actual number of teeth on the sprocket of each wheel is obtained as follows: Based on the number of sampled wheel pulses of the wheel and the wheel pulse factor of the wheel, the theoretical mileage of the wheel is obtained; Calculating a first mileage difference between the corrected mileage of the wheel and the theoretical mileage of the wheel; Obtaining a tooth number adjustment value based on the first mileage difference and a wheel pulse factor of the wheel; The tooth number adjustment value is used to adjust the number of sampling wheel pulses of the wheel to obtain the actual running tooth number of the sprocket on the wheel.

4. The method according to claim 2, characterized in that: The step of correcting the wheel pulse factor of each wheel based on the actual number of running teeth corresponding to each wheel and the reference running mileage includes: The wheel pulse factor of each wheel is corrected as follows: Based on the actual running teeth number of the sprocket on the wheel and the wheel pulse factor of the wheel, the actual running mileage of the wheel is obtained; Calculating a second mileage difference between the reference mileage and the actual mileage of the wheel; Obtaining a wheel pulse factor adjustment value based on the second mileage difference and the actual number of teeth traveled; The wheel pulse factor of the wheel is corrected using the wheel pulse factor adjustment value.

5. The method according to claim 2, characterized in that: The step of selecting a reference mileage from the corrected mileage of each wheel comprises: The minimum value among the corrected mileage of each wheel is selected as the reference mileage.

6. The method according to claim 1, characterized in that The determining the dynamic bias of the gyroscope based on the corrected wheel pulse factor and the static bias comprises: Detecting whether the vehicle is in a straight-line driving state based on the number of sampled driving wheel pulses of the left and right tires on the vehicle within a second preset time period and the corrected wheel pulse factor; If yes, obtaining a first offset angle between the actual collected data of the gyroscope and the static zero bias based on multiple frames of gyroscope data collected by the gyroscope within the second preset time length; Calculating a dynamic zero offset correction value based on the first offset angle and the second preset time length; The dynamic bias of the gyroscope is determined based on the static bias and the dynamic bias correction.

7. The method according to claim 6, characterized in that The step of determining the dynamic bias of the gyroscope based on the static bias and the dynamic bias correction comprises: The dynamic zero bias of the gyroscope is determined according to the following expression: ； in, is the dynamic zero bias of the gyroscope, is the static zero bias, is the preset learning rate, is the dynamic zero bias correction amount.

8. The method according to claim 1, characterized in that Determining that the vehicle is in a straight-line driving state in the following manner: obtaining a plurality of frames of gyroscope data collected by the gyroscope within a third preset time length; integrating the difference between the obtained gyroscope data and the static zero bias to obtain a second offset angle between the actual collected data of the gyroscope within the third preset time length and the static zero bias; if the second offset angle is zero, determining that the vehicle is in a straight-line driving state; and / or The vehicle is determined to be stationary in the following manner: if the vehicle meets the following conditions, the vehicle is determined to be stationary: based on the first acceleration and the second acceleration within the first preset time length, it is determined that the acceleration discrete amount of the vehicle is within a preset range, wherein the first acceleration is: the acceleration in the driving direction of the vehicle, and the second acceleration includes: the acceleration in the direction perpendicular to the driving direction within the driving plane of the vehicle and / or the acceleration in the direction perpendicular to the driving plane; based on the steering wheel rotation data within the first preset time length, it is determined that the steering wheel of the vehicle is not rotated; the number of sampled driving wheel pulses within the first preset time length does not change; and / or Determining the static zero bias of the gyroscope based on the collected gyroscope data includes: calculating the average value of the collected gyroscope data as the static zero bias of the gyroscope; and / or The method further includes: determining whether the dynamic zero bias has been determined within a fourth preset time period; if the dynamic zero bias has not been determined, executing the step of correcting the wheel pulse factor of the wheel based on the number of sampled driving wheel pulses of the wheels on the vehicle if the vehicle is in a straight-line driving state, and determining the dynamic zero bias of the gyroscope based on the corrected wheel pulse factor and the static zero bias; and / or The method also includes: for each wheel, if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of the wheel is greater than a preset factor difference threshold, then an abnormal tire pressure alarm is issued for the wheel; and / or for each wheel, if the difference between the corrected rear wheel pulse factor and the corrected front wheel pulse factor of the wheel is greater than a preset factor difference threshold and the vehicle is in an automatic driving state, then a vehicle takeover reminder is issued to the driver.

9. A fusion positioning method, characterized in that: The method comprises: Obtaining a heading angle of the vehicle based on data collected by a gyroscope carried on the vehicle and a corrected gyroscope bias, wherein the corrected gyroscope bias is obtained according to the method described in any one of claims 1 to 8; Calculating the mileage of the vehicle based on the number of sampled driving wheel pulses of the wheels of the vehicle and a preset wheel pulse factor; Based on the heading angle of the vehicle and the mileage, a vehicle position in the driving track of the vehicle is obtained.

10. A gyroscope correction device, characterized in that: The device comprises: A static zero bias determination module is used to obtain a plurality of frames of gyroscope data collected by a gyroscope carried on the vehicle within a first preset time period when the vehicle is in a static state, and determine the static zero bias of the gyroscope based on the collected gyroscope data; A dynamic zero bias determination module is used to correct the wheel pulse factor of the wheel based on the number of sampled driving wheel pulses of the wheel on the vehicle if the vehicle is in a straight-line driving state, and determine the dynamic zero bias of the gyroscope based on the corrected wheel pulse factor and the static zero bias; The bias correction module is used to respond to the gyroscope bias correction. If the vehicle is in a stationary state, the stationary bias is used to perform the gyroscope bias correction; if the vehicle is in a moving state, the dynamic bias is used to perform the gyroscope bias correction.

11. A fusion positioning device, characterized in that: The device comprises: A heading angle obtaining module, used to obtain the heading angle of the vehicle based on data collected by a gyroscope carried on the vehicle and a corrected gyroscope zero bias, wherein the corrected gyroscope zero bias is obtained by the device according to claim 10; A mileage calculation module, used to calculate the mileage of the vehicle based on the number of sampled wheel pulses of the wheels of the vehicle and a preset wheel pulse factor; The driving track obtaining module is used to obtain the vehicle position in the driving track of the vehicle based on the heading angle of the vehicle and the driving mileage.

12. An electronic device, characterized in that: include: Memory, used to store computer programs; A processor, for implementing the method described in any one of claims 1 to 8 or 9 when executing a program stored in a memory.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 8 or 9 is implemented.

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