Vehicle longitudinal speed determination method, electronic equipment and vehicle

Abstract

The invention provides a method for determining the longitudinal speed of a vehicle, electronic equipment and the vehicle, and is applied to the technical field of vehicle control, and the method comprises the steps: responding to the power-on of the vehicle, obtaining longitudinal speed reference data and state reference data, and determining the driving state of the vehicle based on the longitudinal speed reference data or the state reference data; and correcting the longitudinal vehicle speed reference data based on the vehicle driving state to obtain a target longitudinal vehicle speed. The correction mode of the longitudinal speed reference data can be determined according to the vehicle driving state, the target longitudinal speed is obtained according to the corrected longitudinal speed reference data, then the vehicle longitudinal speed is determined according to the vehicle driving state, the determination flexibility of the vehicle longitudinal speed can be improved, and the user experience is improved. The same method is prevented from being adopted to determine the longitudinal speed of the vehicle in different vehicle driving states, and the determination precision of the longitudinal speed of the vehicle can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method for determining the longitudinal speed of a vehicle, electronic equipment, and a vehicle. Background Technology

[0002] Currently, the longitudinal speed of a vehicle is usually determined based on the wheel speed sensed by wheel speed sensors. However, when a vehicle slips, the wheel speed differs significantly from the actual longitudinal speed, affecting the accuracy of the longitudinal speed estimation. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a method, electronic equipment and vehicle for determining the longitudinal speed of a vehicle, so as to solve the problem of low accuracy in estimating the longitudinal speed of a vehicle.

[0004] To achieve the above objectives, this application provides a method for determining the longitudinal speed of a vehicle, comprising: In response to the vehicle power-on, longitudinal vehicle speed reference data and status reference data are acquired to determine the vehicle driving status based on the longitudinal vehicle speed reference data or the status reference data. The longitudinal vehicle speed reference data is corrected based on the vehicle's driving state to obtain the target longitudinal vehicle speed.

[0005] Furthermore, the state reference data includes vehicle driving gradient, accelerator pedal opening, and brake pedal being pressed; the vehicle driving state includes at least one of acceleration state, braking state, climbing state, downhill state, and stable state. Determining the vehicle's driving status based on the state reference data includes: In response to determining that the accelerator pedal opening has reached a preset accelerator pedal opening, and that the vehicle's driving gradient is between a first preset gradient and a second preset gradient, it is determined that the vehicle is in an acceleration state; or, In response to determining that the brake pedal is depressed, the accelerator pedal opening is not at a preset accelerator opening, and the vehicle's driving slope is between a first preset slope and a second preset slope, the vehicle is determined to be in a braking state; or, In response to determining that the vehicle's driving gradient has reached a first preset gradient, the vehicle is determined to be in a climbing state; or, In response to determining that the vehicle's driving gradient is less than a second preset gradient, the vehicle is determined to be in a downhill state; or, In response to determining that the brake pedal is not depressed, the accelerator pedal opening is not at the preset accelerator opening, and the vehicle driving slope is between the first preset slope and the second preset slope, the vehicle is determined to be in a stable state. Wherein, the first preset slope is greater than the second preset slope.

[0006] Furthermore, the vehicle driving state includes one of the following: normal positioning slippage state, normal driving state, abnormal positioning slippage state, and abnormal positioning no slippage state; the longitudinal vehicle speed reference data includes wheel longitudinal vehicle speed, global positioning system longitudinal vehicle speed, and inertial measurement unit longitudinal vehicle speed. Determining the vehicle's driving state based on the longitudinal vehicle speed reference data includes: In response to determining that the longitudinal vehicle speed of the global positioning system is normal, and that the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the global positioning system, or the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit, is outside a preset range, the vehicle's driving state is determined to be a normal positioning slippage state; or, In response to determining that the longitudinal vehicle speed of the global positioning system is normal, and that the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the global positioning system, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit are all within a preset range, the vehicle's driving state is determined to be a normal driving state.

[0007] Furthermore, determining the vehicle's driving state based on the longitudinal vehicle speed reference data includes: In response to determining that the longitudinal vehicle speed of the global positioning system is abnormal, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit exceeds a preset range, the vehicle's driving state is determined to be a positioning abnormality and slippage state; or, In response to determining that the longitudinal vehicle speed of the global positioning system is abnormal, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit is within a preset range, the vehicle driving state is determined to be a state of abnormal positioning and no slippage.

[0008] Furthermore, the step of correcting the longitudinal vehicle speed reference data based on the vehicle's driving state to obtain the target longitudinal vehicle speed includes: Based on the vehicle's driving state, a weighting coefficient is determined for each longitudinal speed reference data point, and a weighted sum is performed on all the longitudinal speed reference data points to obtain the target longitudinal speed; or, Based on the vehicle's driving state, a correction coefficient is determined for the longitudinal speed reference data to correct the longitudinal speed reference data and obtain the target longitudinal speed.

[0009] Furthermore, the longitudinal vehicle speed reference data includes the longitudinal vehicle speed of the inertial measurement unit; Before correcting the longitudinal vehicle speed reference data based on the vehicle's driving state to obtain the target longitudinal vehicle speed, the process includes: Determine the vehicle travel time, and based on the vehicle travel time, determine the duration correction coefficient for the longitudinal speed of the inertial measurement unit; The longitudinal speed of the inertial measurement unit is updated based on the duration correction coefficient.

[0010] Furthermore, the method also includes: In response to the determination that the vehicle driving state has changed, the longitudinal vehicle speed reference data is corrected based on the changed vehicle driving state after a preset time period to obtain the target longitudinal vehicle speed.

[0011] Furthermore, the longitudinal vehicle speed reference data includes the longitudinal vehicle speed of the wheels; obtaining the longitudinal vehicle speed reference data includes: Obtain the wheel steering angle and wheel speed; The longitudinal speed of the wheel is determined based on the wheel steering angle and wheel speed.

[0012] Based on the same inventive concept, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0013] Based on the same inventive concept, this disclosure also provides a vehicle including an electronic device as described above.

[0014] As described above, this application provides a method, electronic device, and vehicle for determining the longitudinal speed of a vehicle. The method acquires longitudinal speed reference data and state reference data when the vehicle is powered on, determines the vehicle's driving state based on the longitudinal speed reference data or state reference data, and corrects the longitudinal speed reference data based on the vehicle's driving state. The corrected longitudinal speed reference data is the target longitudinal speed. This application can determine the correction method for the longitudinal speed reference data based on the vehicle's driving state, and obtain the target longitudinal speed based on the corrected longitudinal speed reference data. This enables the determination of the target longitudinal speed based on the vehicle's driving state, improving the flexibility of determining the longitudinal speed and avoiding the use of the same method to determine the vehicle's longitudinal speed under different driving states. This improves the accuracy of determining the longitudinal speed, which is used to assist the vehicle in safety warnings and control. Therefore, improved accuracy of the longitudinal speed enhances driving safety. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1This is a flowchart illustrating a method for determining the longitudinal speed of a vehicle according to an embodiment of this application. Figure 2 This is a schematic diagram of the structure of a vehicle longitudinal speed determination device according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] The longitudinal speed of a vehicle refers to the velocity component along the forward or backward direction of the vehicle during travel. The accuracy of the longitudinal speed is crucial for vehicle safety control. Currently, the longitudinal speed of a vehicle is usually determined based on the wheel speed sensed by wheel speed sensors. However, when a vehicle slips, the wheel speed differs significantly from the actual longitudinal speed, affecting the accuracy of the longitudinal speed estimation.

[0020] In addition, some technical solutions use GPS (Global Positioning System) or IMU (Inertial Measurement Unit) to estimate the longitudinal speed of vehicles. However, GPS is prone to signal loss in areas with signal blockage, such as tunnels, overpasses, or urban canyons, and cannot provide continuous vehicle speed. This results in the inability to continuously provide the longitudinal speed of the vehicle, which in turn affects the safe operation of the vehicle. IMU has an integral drift problem, and long-term use can easily lead to significant error accumulation, affecting the accuracy of the longitudinal speed estimation.

[0021] Based on this, this application proposes a method, electronic device, and vehicle for determining the longitudinal speed of a vehicle, so as to determine the longitudinal speed of the vehicle according to the driving state of the vehicle, avoiding the need to determine the longitudinal speed of the vehicle in the same way when the vehicle is in different driving states, which is conducive to improving the flexibility of determining the longitudinal speed of the vehicle and improving the estimation accuracy of the longitudinal speed of the vehicle.

[0022] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0023] In some embodiments, a method for determining the longitudinal speed of a vehicle is applied to a vehicle controller, such as... Figure 1 As shown, the method includes: Step S101: In response to the vehicle power-on, acquire longitudinal vehicle speed reference data and status reference data to determine the vehicle driving status based on the longitudinal vehicle speed reference data or status reference data. Specifically, the longitudinal vehicle speed reference data refers to the longitudinal vehicle speed determined by various methods (e.g., longitudinal vehicle speed determined by GPS, longitudinal vehicle speed determined by IMU, etc.), and the state reference data refers to the vehicle driving data acquired by various sensors to assist in determining the vehicle's driving state. When determining the vehicle's driving state based on the longitudinal vehicle speed reference data, it is determined whether the vehicle has any conditions that significantly affect its longitudinal speed, such as slippage or GPS signal loss. If such a problem is identified, the corresponding vehicle driving state is determined. When determining the vehicle's driving state based on the state reference data, the specific driving situation of the vehicle can be determined, such as climbing or descending a slope, and the range of influence on each longitudinal speed can be determined based on this driving situation, thereby improving the accuracy of determining the vehicle's driving state.

[0024] After the vehicle controller determines that the vehicle is powered on, it acquires the longitudinal speed reference data and status reference data through various sensors installed on the vehicle or through connected external devices, so as to determine the vehicle's driving status based on the longitudinal speed reference data or the status reference data.

[0025] For example, the longitudinal vehicle speed reference data includes wheel longitudinal speed, GPS longitudinal speed, and inertial measurement unit longitudinal speed. The state reference data includes vehicle driving gradient, accelerator pedal opening, and brake pedal depressing status. The wheel longitudinal speed is determined based on wheel speed sensors. When the wheel speed sensor is located on a wheel without a steering angle (such as a rear wheel), the wheel speed determined by the wheel speed sensor is the wheel longitudinal speed. When the wheel speed sensor is located on a wheel with a steering angle (such as a front wheel), the wheel longitudinal speed is determined based on the wheel speed determined by the wheel speed sensor and the wheel's steering angle. The longitudinal vehicle speed of the Global Positioning System (GPS) is the longitudinal vehicle speed determined by the GPS system. The longitudinal vehicle speed of the Inertial Measurement Unit (IMU) is the longitudinal vehicle speed determined by the IMU. The vehicle driving slope is the slope of the vehicle's driving path, determined by a slope sensor installed on the vehicle chassis. The accelerator pedal opening is obtained by a accelerator pedal sensor. The brake pedal depressing status is obtained by a brake sensor. When the brake sensor senses that the brake pedal is depressed, it is determined that the brake is depressed; when it does not sense that the brake pedal is depressed, it is determined that the brake is not depressed.

[0026] It should be noted that the vehicle controller determines whether to determine the vehicle's driving state based on the longitudinal speed reference data or the state reference data, according to a pre-set vehicle driving state determination mode. The two methods of determining the vehicle's driving state are different, and users can flexibly determine the method according to their usage habits or application scenarios.

[0027] Step S102: Correct the longitudinal vehicle speed reference data based on the vehicle driving state to obtain the target longitudinal vehicle speed.

[0028] Specifically, a correction strategy for the longitudinal vehicle speed reference data is determined based on the determined vehicle driving state, and the longitudinal vehicle speed reference data is corrected based on the correction strategy. The corrected vehicle speed is the target longitudinal vehicle speed.

[0029] It should be noted that the correction strategy is the correction coefficient determined for each of the longitudinal vehicle speed reference data under its corresponding correction method.

[0030] For example, the correction method is a weighted correction. The longitudinal vehicle speed reference data includes the longitudinal vehicle speed of the wheels, the longitudinal vehicle speed of the global positioning system, and the longitudinal vehicle speed of the inertial measurement unit. The determined correction strategy is (0, 0.5, 0.5). Then, the target longitudinal vehicle speed is determined to be the average value of the longitudinal vehicle speed of the global positioning system and the longitudinal vehicle speed of the inertial measurement unit.

[0031] For another example, the correction method is coefficient correction. The longitudinal vehicle speed reference data includes the longitudinal vehicle speed of the wheels, the longitudinal vehicle speed of the global positioning system, and the longitudinal vehicle speed of the inertial measurement unit. The determined correction strategy is (0, 0, 1.2), then the target longitudinal vehicle speed is determined to be 1.2 times the longitudinal vehicle speed of the inertial measurement unit.

[0032] In this embodiment, longitudinal speed reference data and state reference data are acquired when the vehicle is powered on. The vehicle's driving state is determined based on the longitudinal speed reference data, or, based on the state reference data. The longitudinal speed reference data is then corrected according to the vehicle's driving state, and the corrected longitudinal speed reference data is the target longitudinal speed. This application can determine the correction method for the longitudinal speed reference data based on the vehicle's driving state, and obtain the target longitudinal speed based on the corrected longitudinal speed reference data. This enables the determination of the vehicle's longitudinal speed based on its driving state, improving the flexibility of longitudinal speed determination and avoiding the use of the same method to determine the vehicle's longitudinal speed under different driving states. This is beneficial for improving the accuracy of longitudinal speed determination. The longitudinal speed is used to assist the vehicle in safety warning and safety control, and thus, the improved accuracy of the longitudinal speed contributes to improving the vehicle's driving safety.

[0033] In some embodiments, the state reference data includes vehicle driving gradient, accelerator pedal opening, and brake pedal being pressed; the vehicle driving state includes at least one of acceleration state, braking state, climbing state, downhill state, and stable state. In step S101: determining the vehicle driving state based on the state reference data includes: Step S201: In response to determining that the accelerator pedal opening reaches a preset accelerator opening and the vehicle driving slope is between a first preset slope and a second preset slope, the vehicle is determined to be in an acceleration state; wherein the first preset slope is greater than the second preset slope.

[0034] Specifically, the vehicle controller analyzes the state reference data to determine the vehicle's specific driving state. When the vehicle controller determines that the vehicle's driving slope is between a first preset slope and a second preset slope, it determines that the vehicle's driving path is relatively flat and not in a climbing or descending state. Based on this, the controller judges the vehicle's driving situation according to the accelerator pedal opening. When the accelerator pedal opening reaches the preset accelerator pedal opening, the controller determines that the vehicle is in an acceleration state, regardless of whether the brake pedal is depressed.

[0035] For example, based on the longitudinal vehicle speed reference data, if the vehicle is determined to be in a normal driving state, and the first preset slope is 10°, the second preset slope is -10°, and the preset accelerator pedal opening is 30%, then when the vehicle controller determines that the vehicle driving slope is 5° and the accelerator pedal opening is 32%, it determines that the vehicle driving state is an acceleration state under normal driving conditions.

[0036] Step S202: In response to determining that the brake pedal is depressed, the accelerator pedal opening is not at the preset accelerator opening, and the vehicle driving slope is between the first preset slope and the second preset slope, the vehicle is determined to be in a braking state. Specifically, when the vehicle controller determines that the vehicle's driving slope is between the first preset slope and the second preset slope, it determines that the vehicle's driving path is relatively flat and not in a climbing or descending state. Based on this, it judges the vehicle's driving status according to the brake pedal being pressed and the accelerator pedal opening. When it is determined that the brake pedal is pressed and the accelerator pedal opening has not reached the preset accelerator opening, it determines that the user is in a braking state, i.e., a braking state, and thus determines that the vehicle is in a braking state.

[0037] For example, based on the longitudinal vehicle speed reference data, if the vehicle is determined to be in a normal driving state, and the first preset slope is 10°, the second preset slope is -10°, and the preset accelerator pedal opening is 30%, then when the vehicle controller determines that the vehicle driving slope is 5°, the accelerator pedal opening is 10%, and the brake pedal is depressed, it determines that the vehicle driving state is the braking state under normal driving conditions.

[0038] Step S203: In response to determining that the vehicle's driving slope has reached the first preset slope, the vehicle is determined to be in a climbing state. Specifically, the first preset slope is greater than the second preset slope, the first preset slope is a positive number, and the second preset slope is a negative number, to distinguish whether the vehicle is driving uphill or downhill. Since the vehicle's wheels are prone to slippage when climbing, meaning the accuracy of the longitudinal speed measurement decreases, further subdividing the wheel speed into uphill and downhill states allows for better determination of the target longitudinal speed, thus improving the accuracy of the determined target longitudinal speed.

[0039] When the vehicle controller determines that the vehicle's driving gradient has reached the first preset gradient, it does not judge other state reference data, that is, it determines that the vehicle is in the climbing state.

[0040] It should be noted that the vehicle driving slope is measured by a slope sensor located on the vehicle. The direction of the slope sensor is set relative to the front and rear of the vehicle. That is, the slope sensed by the slope sensor is the slope of the actual path traveled by the vehicle.

[0041] For example, when vehicles are located on the same slope, the slope sensor measures a positive slope when the front of the vehicle is higher than the rear, and a negative slope when the rear of the vehicle is higher than the front.

[0042] Step S204: In response to determining that the vehicle's driving gradient is less than the second preset gradient, the vehicle is determined to be in a downhill state.

[0043] Specifically, when the vehicle controller determines, based on the slope sensor, that the vehicle's driving slope is less than the second preset slope, it judges other state reference data to determine that the vehicle is in a downhill state.

[0044] For example, if the second preset slope is -5°, and the vehicle travel slope is -3°, then -3° is greater than -5°, and the vehicle is determined not to be in a downhill state.

[0045] Step S205: In response to determining that the brake pedal is not depressed, the accelerator pedal opening is not at the preset accelerator opening, and the vehicle driving slope is between the first preset slope and the second preset slope, the vehicle is determined to be in a stable state.

[0046] Specifically, if the accelerator pedal opening does not reach the preset accelerator pedal opening, it means the accelerator pedal is lightly depressed and the vehicle is not accelerating. If the brake pedal is not depressed, it means the brake pedal is not depressed and the vehicle is not braking. If the vehicle's driving slope is between the first preset slope and the second preset slope, it means the vehicle's driving path is relatively flat and it is not climbing or descending. When the vehicle controller determines that the brake pedal is not depressed, the accelerator pedal opening does not reach the preset accelerator pedal opening, and the vehicle's driving slope is between the first preset slope and the second preset slope, it determines that the vehicle is in a stable state. At this time, the factors affecting the target longitudinal speed are minimal.

[0047] It should be noted that when the vehicle controller determines the vehicle's driving state based on the state reference data, it means that the vehicle's application scenario does not involve signal loss or slippage caused by rain or snow. Therefore, the vehicle's driving state determined based on the state reference data is quite specific, and the vehicle controller can analyze the impact of this specific vehicle driving state on the longitudinal speed reference data to obtain the target longitudinal speed.

[0048] Furthermore, the vehicle driving state is determined to be one of acceleration, braking, climbing, descending, and stable states based on the state reference data. That is, the determination conditions for each state are mutually exclusive, which allows the determined vehicle driving state to be one of these states. Therefore, the method of correcting the longitudinal speed reference data based on the determined vehicle driving state is singular, which simplifies the correction process of the longitudinal speed reference data and helps to improve the efficiency of determining the target longitudinal speed.

[0049] In this embodiment, during the process of determining the vehicle's driving state based on the state reference data, the vehicle's driving slope is used as a priority to determine whether the vehicle is going downhill or uphill. If the vehicle is not going uphill or downhill, the accelerator pedal opening and brake pedal application are used to determine whether the vehicle is accelerating or braking. This approach prioritizes the impact of the vehicle's driving slope on the accuracy of determining the target longitudinal speed, and then considers the impact of vehicle acceleration or braking on the accuracy of determining the target longitudinal speed. During the actual driving process, the longitudinal speed of the vehicle obtained by the GPS system when the vehicle is going uphill or downhill is the vehicle's horizontal speed, which is a horizontal decomposition of the actual longitudinal speed. This results in a large error compared to the actual longitudinal speed. By prioritizing the determination of the vehicle's driving state based on the driving slope, the approach "focuses on the major factors and ignores the minor ones," which helps improve the accuracy of determining the vehicle's longitudinal speed.

[0050] In some embodiments, the vehicle driving state includes one of the following: normal positioning slippage state, normal driving state, abnormal positioning slippage state, and abnormal positioning no slippage state; the longitudinal vehicle speed reference data includes wheel longitudinal speed, GPS longitudinal speed, and inertial measurement unit longitudinal speed. In step S101: determining the vehicle driving state based on the longitudinal vehicle speed reference data includes: Step S301: In response to determining that the longitudinal vehicle speed of the global positioning system is normal, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the global positioning system or the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit is outside a preset range, the vehicle driving state is determined to be a normal positioning slip state. Specifically, when the vehicle controller determines the vehicle's driving state based on the longitudinal vehicle speed reference data, it needs to determine whether there is a problem of lost positioning signal based on the longitudinal vehicle speed of the global positioning system. On this basis, it needs to confirm whether the vehicle is slipping based on the longitudinal vehicle speed of the wheels, the longitudinal vehicle speed of the global positioning system, or the longitudinal vehicle speed of the inertial measurement unit. By judging the error between the longitudinal vehicle speed of the wheels and other longitudinal vehicle speeds in the longitudinal vehicle speed reference data, it is determined whether the vehicle's driving state is slipping, so as to avoid the situation where the vehicle is slipping and affects the determination of the target longitudinal vehicle speed, resulting in an increase in the error of the target longitudinal vehicle speed.

[0051] When the longitudinal speed of the vehicle is normal according to the GPS, the difference between the longitudinal speed of the wheel and the longitudinal speed of the GPS and the difference between the longitudinal speed of the wheel and the longitudinal speed of the inertial measurement unit are used to determine whether there is slippage. If the difference between the longitudinal speed of the wheel and the longitudinal speed of the GPS or the longitudinal speed of the inertial measurement unit exceeds a preset range, it is determined that there is slippage.

[0052] It should be noted that when the vehicle is in a slippery state, the longitudinal speed of the wheels is greater than the longitudinal speed of the GPS system and the longitudinal speed of the inertial measurement unit. Therefore, in the calculation of the difference between the longitudinal speed of the wheels and the longitudinal speed of the GPS system, and the difference between the longitudinal speed of the wheels and the longitudinal speed of the inertial measurement unit, the longitudinal speed of the wheels is always the minuend. When the difference between the longitudinal speed of the wheels and the longitudinal speed of the GPS system, or the longitudinal speed of the wheels and the longitudinal speed of the inertial measurement unit, is outside a preset range, the vehicle is determined to be in a slippery state. The longitudinal speed of the wheels is then ignored when determining the target longitudinal speed to avoid affecting the accuracy of the determined target longitudinal speed.

[0053] For example, the preset range can be an interval (0-10 km / h), that is, when the difference between the longitudinal speed of the wheels and the longitudinal speed of the global positioning system or the longitudinal speed of the inertial measurement unit is outside the preset range, the vehicle's driving state is determined to be slipping.

[0054] Step S302: In response to determining that the longitudinal vehicle speed of the global positioning system is normal, and that the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the global positioning system, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit are all within a preset range, the vehicle driving state is determined to be a normal driving state.

[0055] Specifically, when the difference between the longitudinal speed of the wheel and the longitudinal speed of the global positioning system, and the difference between the longitudinal speed of the wheel and the longitudinal speed of the inertial measurement unit are both within a preset range, the longitudinal speed of the wheel in the longitudinal speed reference data is determined to be normal data, meaning the vehicle is not slipping and is in normal driving condition.

[0056] It should be noted that the vehicle's driving state directly affects the subsequent determination of the target longitudinal speed. For example, the longitudinal speed reference data includes wheel longitudinal speed, GPS longitudinal speed, and inertial measurement unit (IMU) longitudinal speed. When the vehicle is in a normal driving state, the target longitudinal speed is determined based on the GPS longitudinal speed, wheel longitudinal speed, and IMU longitudinal speed. When the vehicle is in a normal positioning slippage state, the target longitudinal speed is determined based on the GPS longitudinal speed and IMU longitudinal speed.

[0057] In this embodiment, the presence of a positioning anomaly affecting the GPS longitudinal speed is determined by analyzing the GPS longitudinal speed reference data. If no positioning anomaly is found, the difference between the wheel longitudinal speed and the GPS longitudinal speed, as well as the difference between the wheel longitudinal speed and the inertial measurement unit longitudinal speed, are used to determine whether the vehicle is in a slipping state. This enables rapid determination of the slipping state and improves the efficiency of the method.

[0058] In some embodiments, step S101: determining the vehicle driving state based on the longitudinal vehicle speed reference data includes: Step S401: In response to determining that the longitudinal vehicle speed of the global positioning system is abnormal and that the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit exceeds a preset range, the vehicle driving state is determined to be a positioning abnormal slip state. Specifically, when the vehicle controller can continuously receive the longitudinal vehicle speed data sent by the GPS system, it determines that the longitudinal vehicle speed data is normal. When the vehicle controller experiences discontinuity or interruption in receiving the longitudinal vehicle speed data sent by the GPS system, it determines that the longitudinal vehicle speed data is abnormal.

[0059] When the vehicle controller determines that the longitudinal speed of the vehicle is abnormal according to the GPS system, it indicates that the vehicle has a GPS signal loss problem. Based on this, it is necessary to further confirm whether there is a slippage problem in order to determine the vehicle's driving status.

[0060] When the longitudinal vehicle speed of the GPS system is normal, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the GPS system or the longitudinal vehicle speed of the inertial measurement unit exceeds a preset range, the vehicle's driving state is determined to be a normal positioning slip state, which corresponds to the slip state mentioned above.

[0061] When the vehicle controller determines that the longitudinal vehicle speed of the global positioning system is abnormal, it ignores the longitudinal vehicle speed of the global positioning system and judges the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit to determine whether the vehicle is slipping. When it is determined that the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit exceeds a preset range, it is determined that the vehicle is slipping, and the vehicle driving state is a positioning abnormal slipping state.

[0062] Step S402: In response to determining that the longitudinal vehicle speed of the global positioning system is abnormal, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit is within a preset range, the vehicle driving state is determined to be a positioning abnormality non-skid state.

[0063] Specifically, when the vehicle controller determines that the longitudinal speed of the global positioning system is normal, and the difference between the longitudinal speed of the wheels and the longitudinal speed of the global positioning system and the longitudinal speed of the inertial measurement unit are both within a preset range, the vehicle controller determines that the vehicle is in a normal positioning and non-slipping state, which corresponds to the normal driving state mentioned above.

[0064] If the vehicle controller determines that the longitudinal speed of the GPS system is abnormal, it ignores the longitudinal speed of the GPS system and determines the difference between the longitudinal speed of the wheels and the longitudinal speed of the inertial measurement unit to determine whether the vehicle is slipping. When the difference between the longitudinal speed of the wheels and the longitudinal speed of the inertial measurement unit is determined to be within a preset range, the vehicle driving state is determined to be a state of abnormal positioning but no slippage.

[0065] It should be noted that the vehicle's driving state has a direct impact on the subsequent determination of the target longitudinal speed. For example, when the vehicle's driving state is in a state of abnormal positioning and no slippage, the target longitudinal speed is determined based on the wheel longitudinal speed and the inertial measurement unit longitudinal speed in the longitudinal speed reference data. When the vehicle's driving state is in a state of abnormal positioning and slippage, the target longitudinal speed is determined only based on the inertial measurement unit longitudinal speed.

[0066] In this embodiment, when the longitudinal vehicle speed of the global positioning system is determined to be abnormal, the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit are used to determine whether the vehicle is slipping. This allows for further judgment on factors affecting the accuracy of the target longitudinal vehicle speed determination, avoiding the need to continue determining the target longitudinal vehicle speed based on the wheel longitudinal vehicle speed, which is affected by the slippage, thus improving the accuracy of the target longitudinal vehicle speed.

[0067] In some embodiments, step S102: correcting the longitudinal vehicle speed reference data based on the vehicle driving state to obtain the target longitudinal vehicle speed includes: Step S501: Based on the vehicle's driving state, determine the weighting coefficient for each longitudinal vehicle speed reference data, and then perform a weighted summation of all the longitudinal vehicle speed reference data to obtain the target longitudinal vehicle speed; or, Specifically, the vehicle controller can correct the longitudinal speed reference data according to the vehicle's driving state in two ways: coefficient correction and weighted correction. The specific correction method can be preset on the vehicle controller, or the user can switch and determine the method by switching the vehicle controller according to actual usage needs.

[0068] When the vehicle controller determines that the correction method is weighted correction, it determines the weight coefficient corresponding to each longitudinal speed reference data under the vehicle driving state according to the pre-stored weight coefficient lookup table of vehicle driving state and longitudinal speed reference data, and performs weighted summation on the longitudinal speed reference data based on the weight coefficient to obtain the target longitudinal speed.

[0069] It should be noted that the weight coefficient comparison table of the pre-stored vehicle driving state and longitudinal speed reference data is determined according to the degree of influence of the vehicle on each longitudinal speed reference data under the vehicle driving state. That is, the weight coefficient of the longitudinal speed reference data that is more affected by the vehicle driving state is reduced.

[0070] For example, the vehicle's driving state is a normal positioning slippage state. In this state, the longitudinal speed of the inertial measurement unit is more affected than the longitudinal speed of the global positioning system, and the longitudinal speed error of the wheels is relatively large. According to the weight coefficient reference table of the pre-stored vehicle driving state and longitudinal speed reference data, the weight coefficients corresponding to the longitudinal speed of the wheels, the longitudinal speed of the inertial measurement unit, and the longitudinal speed of the global positioning system in the normal positioning slippage state are determined to be (0, 0.3, 0.7). Then, the target longitudinal speed is determined to be 0.7 × the longitudinal speed of the global positioning system + 0.3 × the longitudinal speed of the inertial measurement unit.

[0071] For example, the vehicle is in a climbing state. In this state, the longitudinal speed of the wheels is greatly affected, followed by the longitudinal speed of the GPS system, and the longitudinal speed of the inertial measurement unit is least affected. According to the weight coefficient reference table of the pre-stored vehicle driving state and longitudinal speed reference data, the weight coefficients corresponding to the longitudinal speed of the wheels, the longitudinal speed of the inertial measurement unit, and the longitudinal speed of the GPS system in the climbing state are determined to be (0.2, 0.3, 0.5). Then, the target longitudinal speed is determined to be 0.2 × longitudinal speed of the wheels + 0.5 × longitudinal speed of the GPS system + 0.3 × longitudinal speed of the inertial measurement unit.

[0072] Step S502: Based on the vehicle driving state, determine the correction coefficient of the longitudinal vehicle speed reference data to correct the longitudinal vehicle speed reference data and obtain the target longitudinal vehicle speed.

[0073] Specifically, when the vehicle controller determines that the correction method is coefficient correction, it determines the correction coefficient of each longitudinal speed reference data according to the correction coefficient lookup table of the pre-stored vehicle driving state and longitudinal speed reference data, and calculates the average value based on the corrected longitudinal speed reference data to obtain the target longitudinal speed.

[0074] For example, if the vehicle is in a normal positioning slipping state, and the longitudinal speed reference data includes the longitudinal speed of the wheels, the longitudinal speed of the inertial measurement unit, and the longitudinal speed of the global positioning system, and the correction coefficient determined by the vehicle controller is (0, 0.9, 1.02), then the target longitudinal speed = (1.02 × the longitudinal speed of the global positioning system + 0.9 × the longitudinal speed of the inertial measurement unit) / 2.

[0075] In this embodiment, there are two ways to correct the longitudinal vehicle speed reference data according to the vehicle driving state: coefficient correction and weighted correction. Based on the determined correction method and the vehicle driving state, the correction coefficient and calculation method of the longitudinal vehicle speed reference data are determined to achieve the determination of the target longitudinal vehicle speed. By correcting multiple longitudinal vehicle speed reference data according to the vehicle driving state and determining the target longitudinal vehicle speed, the accuracy of the target longitudinal vehicle speed can be greatly improved.

[0076] In some embodiments, the longitudinal vehicle speed reference data includes the longitudinal vehicle speed of the inertial measurement unit; Before step S102: Correcting the longitudinal vehicle speed reference data based on the vehicle's driving state to obtain the target longitudinal vehicle speed, the following steps are included: Step S601: Determine the vehicle travel time, and determine the duration correction coefficient of the longitudinal speed of the inertial measurement unit based on the vehicle travel time; Specifically, the longitudinal speed of the inertial measurement unit in the longitudinal speed reference data is determined by integration. The error it generates is related to the duration of continuous speed calculation during this trip; that is, the longer the duration, the greater the error. Therefore, before correcting each of the longitudinal speed reference data according to the vehicle's driving state, the vehicle controller determines the duration of the vehicle's journey at the current moment, i.e., the vehicle's driving time, and determines the duration correction coefficient of the longitudinal speed of the inertial measurement unit in a pre-stored table of vehicle driving time and duration correction coefficient of longitudinal speed of the inertial measurement unit.

[0077] It should be noted that the relationship between the vehicle travel time and the duration correction coefficient of the longitudinal speed of the inertial measurement unit is linear; that is, the longer the vehicle travel time, the smaller the duration correction coefficient of the longitudinal speed of the inertial measurement unit.

[0078] For example, when the vehicle travel time is 0 minutes, the duration correction factor for the longitudinal speed of the inertial measurement unit is 1; when the vehicle travel time is 30 minutes, the duration correction factor for the longitudinal speed of the inertial measurement unit is 0.99, and so on linearly.

[0079] Step S602: Update the longitudinal speed of the inertial measurement unit based on the duration correction coefficient.

[0080] Specifically, the longitudinal vehicle speed of the inertial measurement unit obtained by the IMU is updated according to the duration correction coefficient, and the target longitudinal vehicle speed is determined based on the updated longitudinal vehicle speed of the inertial measurement unit. This can avoid the problem of the target longitudinal vehicle speed accuracy decreasing due to the integration error of the IMU, and further improve the accuracy of the target longitudinal vehicle speed.

[0081] It should be noted that updating the longitudinal vehicle speed of the inertial measurement unit can also be done before determining the vehicle's driving state, which can further improve the accuracy of determining the vehicle's driving state.

[0082] In this embodiment, the longitudinal speed of the inertial measurement unit is updated according to the vehicle's travel time to reduce the error in the longitudinal speed of the inertial measurement unit caused by the vehicle's travel time. This can improve the accuracy of the longitudinal speed of the inertial measurement unit, thereby improving the accuracy of determining the target longitudinal speed.

[0083] In some embodiments, the method further includes: In step S701, in response to the determination that the vehicle driving state has changed, the longitudinal vehicle speed reference data is corrected based on the changed vehicle driving state after a preset time period to obtain the target longitudinal vehicle speed.

[0084] Specifically, when the vehicle controller determines that the vehicle's driving state has changed, i.e., when the vehicle's driving state switches from one state to another, it determines the target longitudinal speed based on the changed vehicle driving state after a preset time period. The preset time period can prevent the correction parameters of the target longitudinal speed from changing due to the sudden change in the vehicle's driving state, which would cause a sudden change in the determined target longitudinal speed and affect the actions performed by vehicle safety systems and other devices based on the target longitudinal speed, thus harming vehicle safety. The preset time period can make the target longitudinal speed transition smoothly between the two states, without any sudden change in the determined target longitudinal speed, which is beneficial to the application of the target longitudinal speed.

[0085] It should be noted that the change in the vehicle's driving state can occur between multiple states corresponding to the normal driving state, or between multiple states corresponding to the normal driving state and other states, such as between the acceleration state and the slippage state, or between the acceleration state and the braking state.

[0086] The preset duration is a pre-set duration for smoothly transitioning between two vehicle driving states, and can be 0.1ms.

[0087] In this embodiment, by constraining the correction of the longitudinal speed reference data when the vehicle's driving state changes, the longitudinal speed reference data is corrected according to the changed vehicle driving state after a preset time period following the change. This avoids abrupt changes in the correction of the longitudinal speed reference data due to the change in the vehicle's driving state, which could lead to abrupt changes in the target longitudinal speed. This allows the target longitudinal speed to transition smoothly between the two states, without any definite abrupt changes in the target longitudinal speed, which is beneficial for the application of the target longitudinal speed.

[0088] In some embodiments, the longitudinal vehicle speed reference data includes the wheel longitudinal vehicle speed; In step S101: obtaining longitudinal vehicle speed reference data includes: Step S801: Obtain the wheel steering angle and wheel speed; Specifically, the wheel steering angle is the longitudinal deflection angle of the wheel relative to the vehicle body, and the wheel speed is the rotational speed of the wheel. Since the wheel propels the vehicle, its wheel speed is related to the vehicle speed. When acquiring the longitudinal vehicle speed reference data, the vehicle controller obtains the wheel speed based on the wheel speed sensor and the wheel steering angle based on the wheel angle sensor.

[0089] Step S802: Determine the longitudinal speed of the wheel based on the wheel steering angle and wheel speed.

[0090] Specifically, using the decomposition principle of vehicle speed, the longitudinal speed of the wheel is determined based on the wheel steering angle and the wheel speed. The wheel steering angle represents the angle between the wheel and the longitudinal direction of the vehicle body, and the wheel speed represents the speed of the wheel. The longitudinal speed of the wheel can be determined according to the law of cosines.

[0091] For example, if the wheel steering angle is 30° and the wheel speed is 100km / h, then the longitudinal speed of the wheel is determined to be 100km / h×cos30°.

[0092] In this embodiment, by acquiring the wheel steering angle and wheel speed, the longitudinal speed of the wheel can be determined based on the law of cosines. This enables rapid determination of the longitudinal speed of the wheel, improves the efficiency of determining the longitudinal speed of the wheel, and thus helps to improve the efficiency of determining the target longitudinal speed.

[0093] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0094] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0095] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a device for determining the longitudinal speed of a vehicle.

[0096] refer to Figure 2 The device for determining the longitudinal speed of the vehicle includes: The determination module 100 is configured to acquire longitudinal vehicle speed reference data and state reference data in response to vehicle power-on, so as to determine the vehicle driving state based on the longitudinal vehicle speed reference data or the state reference data. The correction module 200 is configured to correct the longitudinal vehicle speed reference data based on the vehicle's driving state to obtain a target longitudinal vehicle speed.

[0097] Furthermore, the state reference data includes vehicle driving slope, accelerator pedal opening, and brake pedal depressing status; the vehicle driving state includes one of acceleration state, braking state, climbing state, descent state, and stable state; the determining module 100 is further configured to determine that the vehicle is in acceleration state in response to determining that the accelerator pedal opening reaches a preset accelerator pedal opening and the vehicle driving slope is between a first preset slope and a second preset slope; or, in response to determining that the brake pedal is depressed, the accelerator pedal opening does not reach the preset accelerator pedal opening, and the vehicle driving slope is between a first preset slope and a second preset slope. If the vehicle is in a braking state when its slope is between a first preset slope and a second preset slope; or, if the vehicle is in a climbing state when its slope reaches the first preset slope; or, if the vehicle is in a downhill state when its slope is less than the second preset slope; or, if the vehicle is in a stable state when the brake pedal is not depressed, the accelerator pedal opening is not at a preset accelerator opening, and the vehicle slope is between the first preset slope and the second preset slope; wherein the first preset slope is greater than the second preset slope.

[0098] Furthermore, the vehicle driving state includes one of the following: normal positioning slippage state, normal driving state, abnormal positioning slippage state, and abnormal positioning no slippage state; the longitudinal vehicle speed reference data includes wheel longitudinal vehicle speed, global positioning system longitudinal vehicle speed, and inertial measurement unit longitudinal vehicle speed. The determining module 100 is further configured to determine the vehicle's driving state as a normal positioning slip state in response to determining that the longitudinal vehicle speed of the global positioning system is normal, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the global positioning system or the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit is outside a preset range; or, in response to determining that the longitudinal vehicle speed of the global positioning system is normal, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the global positioning system, and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit are both within a preset range, determine the vehicle's driving state as a normal driving state.

[0099] Furthermore, the determining module 100 is also configured to determine the vehicle's driving state as a positioning abnormality and slippage state in response to determining that the longitudinal vehicle speed of the global positioning system is abnormal and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit exceeds a preset range; or, in response to determining that the longitudinal vehicle speed of the global positioning system is abnormal and the difference between the longitudinal vehicle speed of the wheels and the longitudinal vehicle speed of the inertial measurement unit is within a preset range, determine the vehicle's driving state as a positioning abnormality and non-slippage state.

[0100] Furthermore, the correction module 200 is also configured to determine the weighting coefficient of each of the longitudinal vehicle speed reference data based on the vehicle driving state, so as to perform a weighted summation of each of the longitudinal vehicle speed reference data to obtain the target longitudinal vehicle speed; or, to determine the correction coefficient of the longitudinal vehicle speed reference data based on the vehicle driving state, so as to correct the longitudinal vehicle speed reference data to obtain the target longitudinal vehicle speed.

[0101] Furthermore, the longitudinal vehicle speed reference data includes the longitudinal vehicle speed of the inertial measurement unit; The correction module 200 is further configured to determine the vehicle travel time, and to determine a duration correction coefficient for the longitudinal speed of the inertial measurement unit based on the vehicle travel time; and to update the longitudinal speed of the inertial measurement unit based on the duration correction coefficient.

[0102] Furthermore, the device also includes a smoothing module 300, configured to, in response to a change in the vehicle's driving state, correct the longitudinal speed reference data based on the changed vehicle driving state after a preset time period to obtain a target longitudinal speed.

[0103] Furthermore, the longitudinal vehicle speed reference data includes the longitudinal vehicle speed of the wheels; the determining module 100 is also configured to acquire the wheel steering angle and the wheel speed; and to determine the longitudinal vehicle speed of the wheels based on the wheel steering angle and the wheel speed.

[0104] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0105] The apparatus described above is used to implement the corresponding method for determining the longitudinal speed of a vehicle in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0106] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for determining the longitudinal speed of a vehicle as described in any of the above embodiments.

[0107] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0108] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0109] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0110] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0111] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0112] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0113] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0114] The electronic devices described above are used to implement the corresponding vehicle longitudinal speed determination method in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0115] Based on the same inventive concept, this application also provides a vehicle that includes an electronic device as described above, the beneficial effects of which are the same as those of the aforementioned electronic device, and will not be repeated here.

[0116] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the method for determining the longitudinal speed of a vehicle as described in any of the above embodiments.

[0117] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0118] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the method for determining the longitudinal speed of a vehicle as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0119] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0120] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0121] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0122] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0123] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0124] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0125] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0126] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0127] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method of determining a vehicle longitudinal vehicle speed, characterized in that The method comprises: obtaining longitudinal vehicle speed reference data and state reference data in response to the vehicle being powered on, to determine a vehicle driving state based on the longitudinal vehicle speed reference data or the state reference data; correcting the longitudinal vehicle speed reference data based on the vehicle driving state to obtain a target longitudinal vehicle speed.

2. The method of claim 1, wherein, The state reference data comprises a vehicle driving slope, an accelerator pedal opening degree and a brake pedal stepping condition; the vehicle driving state comprises at least one of an accelerating state, a braking state, a climbing state, a descending state and a stable state; The determination of the vehicle driving state based on the state reference data comprises: in response to determining that the accelerator pedal opening degree reaches a preset accelerator opening degree and the vehicle driving slope is between a first preset slope and a second preset slope, determining that the vehicle is in the accelerating state; or, in response to determining that the brake pedal stepping condition is stepped down, the accelerator pedal opening degree does not reach the preset accelerator opening degree, and the vehicle driving slope is between the first preset slope and the second preset slope, determining that the vehicle is in the braking state; or, in response to determining that the vehicle driving slope reaches the first preset slope, determining that the vehicle is in the climbing state; or, in response to determining that the vehicle driving slope is less than the second preset slope, determining that the vehicle is in the descending state; or, in response to determining that the brake pedal stepping condition is not stepped down, the accelerator pedal opening degree does not reach the preset accelerator opening degree, and the vehicle driving slope is between the first preset slope and the second preset slope, determining that the vehicle is in the stable state; wherein the first preset slope is greater than the second preset slope.

3. The method of claim 1, wherein, The vehicle driving state comprises one of a positioning normal slip state, a normal driving state, a positioning abnormal slip state and a positioning abnormal non-slip state; the longitudinal vehicle speed reference data comprises a wheel longitudinal vehicle speed, a global positioning system longitudinal vehicle speed and an inertial measurement unit longitudinal vehicle speed; The determination of the vehicle driving state based on the longitudinal vehicle speed reference data comprises: in response to determining that the global positioning system longitudinal vehicle speed is normal, and the difference between the wheel longitudinal vehicle speed and the global positioning system longitudinal vehicle speed or the difference between the wheel longitudinal vehicle speed and the inertial measurement unit longitudinal vehicle speed is outside a preset range, determining that the vehicle driving state is the positioning normal slip state; or, in response to determining that the global positioning system longitudinal vehicle speed is normal, and the difference between the wheel longitudinal vehicle speed and the global positioning system longitudinal vehicle speed or the difference between the wheel longitudinal vehicle speed and the inertial measurement unit longitudinal vehicle speed is within the preset range, determining that the vehicle driving state is the normal driving state.

4. The method of claim 3, wherein, The determination of the vehicle driving state based on the longitudinal vehicle speed reference data comprises: in response to determining that the global positioning system longitudinal vehicle speed is abnormal, and the difference between the wheel longitudinal vehicle speed and the inertial measurement unit longitudinal vehicle speed exceeds the preset range, determining that the vehicle driving state is the positioning abnormal slip state; or, in response to determining that the global positioning system longitudinal vehicle speed is abnormal, and the difference between the wheel longitudinal vehicle speed and the inertial measurement unit longitudinal vehicle speed is within the preset range, determining that the vehicle driving state is the positioning abnormal non-slip state.

5. The method of claim 1, wherein, The longitudinal vehicle speed reference data is corrected based on the vehicle driving state to obtain a target longitudinal vehicle speed, including: A weight coefficient of each longitudinal vehicle speed reference data is determined based on the vehicle driving state to obtain a target longitudinal vehicle speed by weighted summation of each longitudinal vehicle speed reference data; or, A correction coefficient of the longitudinal vehicle speed reference data is determined based on the vehicle driving state to obtain a target longitudinal vehicle speed by correction of the longitudinal vehicle speed reference data.

6. The method of claim 5, wherein, The longitudinal vehicle speed reference data includes an inertial measurement unit longitudinal vehicle speed; Before the longitudinal vehicle speed reference data is corrected based on the vehicle driving state to obtain a target longitudinal vehicle speed, including: A vehicle driving duration is determined to determine a duration correction coefficient of the inertial measurement unit longitudinal vehicle speed based on the vehicle driving duration; The inertial measurement unit longitudinal vehicle speed is updated based on the duration correction coefficient.

7. The method of claim 1, wherein, Further including: In response to determining that the vehicle driving state changes, the longitudinal vehicle speed reference data is corrected based on the changed vehicle driving state after a preset duration to obtain a target longitudinal vehicle speed.

8. The method of claim 1, wherein, The longitudinal vehicle speed reference data includes a wheel longitudinal vehicle speed; and the longitudinal vehicle speed reference data is obtained, including: A wheel steering angle and a wheel speed are obtained; A wheel longitudinal vehicle speed is determined based on the wheel steering angle and the wheel speed.

9. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor executes the program to implement the method of any one of claims 1 to 8.

10. A vehicle characterized by comprising: An electronic device as claimed in claim 9 is included. An electronic device as claimed in claim 9 is included.

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