Vehicle pose determination method and device, electronic equipment and storage medium

Abstract

The invention discloses a vehicle pose determination method and device, electronic equipment and a storage medium, and belongs to the technical field of vehicle navigation and positioning. According to the embodiment, the current driving information of the vehicle can be obtained; the current driving information comprises a current position, a current course angle and a current wheel speed; according to the current wheel speed, the current first running speed of the vehicle is determined; according to the current position and the current course angle, the first driving speed is corrected, and the current second driving speed of the vehicle is obtained; correcting the current course angle of the vehicle according to the second driving speed of the vehicle to obtain a target course angle of the vehicle, and determining the pose of the vehicle according to the current position of the vehicle and the target course angle; the target course angle is an idealized course obtained based on the corrected second driving speed, and compared with an original odometer course, the target course angle is higher in consistency with a real course, so that low-drift vehicle pose determination is realized under the condition of no external positioning, and a reliable pose reference is provided.

Description

Technical Field

[0001] This invention belongs to the field of vehicle navigation and positioning technology, specifically relating to a vehicle pose determination method, device, electronic device, and storage medium. Background Technology

[0002] With the widespread application of autonomous mobile devices such as intelligent mobile robots and self-driving vehicles, the ability to estimate vehicle pose (position and heading angle) in real time with high precision and robustness has become a core foundation for the reliable operation of such systems. Pose information is not only used for path tracking and obstacle avoidance control, but also a prerequisite for higher-level functions such as Simultaneous Localization and Mapping (SLAM), multi-vehicle collaboration, and task scheduling. Vehicles are prone to systematic cumulative errors during long-term operation, particularly manifested as heading angle drift—even when the vehicle executes a straight-line command, it will gradually deviate from the predetermined trajectory. Studies have shown that a 1° heading angle error can lead to approximately 1 meter of lateral position deviation every 57 meters, severely affecting the accuracy of vehicle pose calibration. Summary of the Invention

[0003] The purpose of this invention is to provide a vehicle pose determination method, device, electronic device, and storage medium that can solve the problem of low vehicle pose calibration accuracy.

[0004] In a first aspect, embodiments of the present invention provide a vehicle pose determination method, the method comprising: Obtain the current driving information of the vehicle; the current driving information includes the current position, current heading angle, and current wheel speed; Based on the current wheel speed, determine the vehicle's current first driving speed; Based on the current position and the current heading angle, the first driving speed is corrected to obtain the current second driving speed of the vehicle; Based on the vehicle's second travel speed, the vehicle's current heading angle is corrected to obtain the vehicle's target heading angle, and the vehicle's pose is determined based on the vehicle's current position and the target heading angle.

[0005] Optionally, before obtaining the current driving information of the vehicle, the method further includes: Obtain the vehicle's historical driving information and initial wheel radius; the historical driving information includes historical displacement, historical left wheel displacement, and historical right wheel displacement. Based on the initial wheel radius of the vehicle, determine the historical predicted displacement corresponding to the historical displacement; The initial wheel radius is corrected based on the historical displacement and the historical predicted displacement to obtain the corrected wheel radius of the vehicle; The wheelbase of the vehicle is determined based on the historical left wheel displacement and the historical right wheel displacement. The step of obtaining the current driving information of the vehicle includes: The current wheel speed of the vehicle is determined based on the corrected wheel radius and the wheel track of the vehicle.

[0006] Optionally, determining the vehicle's current first speed based on the current wheel speed includes: The first linear velocity of the vehicle is determined based on the current wheel speed and the corrected wheel radius; The first angular velocity of the vehicle is determined based on the current wheel speed, the corrected wheel radius, and the wheel track.

[0007] Optionally, the step of correcting the first driving speed based on the current position and the current heading angle to obtain the vehicle's current second driving speed includes: Based on the corrected wheel radius of the vehicle and the wheelbase of the vehicle, determine the current predicted position corresponding to the current position and the current predicted heading angle corresponding to the current heading angle; The position error of the vehicle is determined based on the current position and the current predicted position; The angular error of the vehicle is determined based on the current heading angle and the current predicted heading angle; If the position error is greater than a preset position error, the linear velocity gain is obtained, and the first linear velocity of the vehicle is corrected by the linear velocity gain and the position error to obtain the second linear velocity of the vehicle. If the angle error is greater than the preset angle error, the angular velocity gain is obtained, and the first angular velocity of the vehicle is corrected by the angular velocity gain and the angle error to obtain the second angular velocity of the vehicle.

[0008] Optionally, the step of correcting the vehicle's current heading angle based on the vehicle's second travel speed to obtain the vehicle's target heading angle includes: The current travel time of the vehicle is determined based on the vehicle's second linear speed and its current position. Based on the vehicle's second angular velocity and the current travel time, the vehicle's current heading angle is corrected to obtain the vehicle's target heading angle.

[0009] Optionally, the historical driving information also includes historical angle offset. The step of correcting the vehicle's current heading angle based on the vehicle's second angular velocity and the current driving time to obtain the vehicle's target heading angle includes: If the angular offset is greater than a preset offset threshold, the vehicle's current heading angle is corrected based on the vehicle's second angular velocity, the current travel time, and the angular offset to obtain the vehicle's target heading angle.

[0010] Optionally, the method further includes: Obtain the driving command of the vehicle; the driving command is used to indicate the linear velocity and angular velocity of the vehicle. The proportional coefficient of the vehicle is determined based on the vehicle's historical displacement and historical predicted displacement; The linear velocity and angular velocity indicated by the driving command of the vehicle are adjusted according to the vehicle's proportional coefficient to obtain the target linear velocity and target angular velocity of the vehicle. The vehicle is controlled to move according to its target linear velocity and target angular velocity.

[0011] In a second aspect, embodiments of the present invention provide a vehicle pose determination device, the device comprising: The driving information acquisition module is used to acquire the current driving information of the vehicle; the current driving information includes the current position, current heading angle, and current wheel speed. The driving speed determination module is used to determine the current first driving speed of the vehicle based on the current wheel speed; The driving speed correction module is used to correct the first driving speed according to the current position and the current heading angle to obtain the current second driving speed of the vehicle; The vehicle pose determination module is used to correct the vehicle's current heading angle based on the vehicle's second travel speed to obtain the vehicle's target heading angle, and to determine the vehicle's pose based on the vehicle's current position and the target heading angle.

[0012] Optionally, before the driving information acquisition module, the device further includes: The historical information acquisition module is used to acquire the vehicle's historical driving information and initial wheel radius; the historical driving information includes historical displacement, historical left wheel displacement, and historical right wheel displacement. The historical predicted displacement determination module is used to determine the historical predicted displacement corresponding to the historical displacement based on the initial wheel radius of the vehicle. The corrected wheel radius determination module is used to correct the initial wheel radius based on the historical displacement and the historical predicted displacement to obtain the corrected wheel radius of the vehicle. The wheelbase determination module is used to determine the wheelbase of the vehicle based on the historical left wheel displacement and the historical right wheel displacement; The driving information acquisition module includes: The current wheel speed determination submodule is used to determine the current wheel speed of the vehicle based on the vehicle's corrected wheel radius and the vehicle's track width.

[0013] Optionally, the driving speed determination module includes: The first linear velocity determination submodule is used to determine the first linear velocity of the vehicle based on the current wheel speed and the corrected wheel radius; The first angular velocity determination submodule is used to determine the first angular velocity of the vehicle based on the current wheel speed, the corrected wheel radius, and the wheel track.

[0014] Optionally, the driving speed correction module includes: The current prediction information determination submodule is used to determine the current predicted position corresponding to the current position and the current predicted heading angle corresponding to the current heading angle based on the corrected wheel radius of the vehicle and the wheelbase of the vehicle. The position error determination submodule is used to determine the position error of the vehicle based on the current position and the current predicted position; Angle error determination submodule is used to determine the angle error of the vehicle based on the current heading angle and the current predicted heading angle; The second linear velocity determination submodule is used to obtain the linear velocity gain when the position error is greater than the preset position error, and to correct the first linear velocity of the vehicle by the linear velocity gain and the position error to obtain the second linear velocity of the vehicle. The second angular velocity determination submodule is used to obtain an angular velocity gain when the angle error is greater than the preset angle error, and to correct the first angular velocity of the vehicle by using the angular velocity gain and the angle error to obtain the second angular velocity of the vehicle.

[0015] Optionally, the vehicle pose determination module includes: The current travel time determination submodule is used to determine the current travel time of the vehicle based on the vehicle's second linear speed and the current position. The target heading angle determination submodule is used to correct the current heading angle of the vehicle based on the vehicle's second angular velocity and the current travel time, so as to obtain the target heading angle of the vehicle.

[0016] Optionally, the historical driving information further includes historical angle offsets, and the target heading angle determination submodule includes: The target heading angle determination unit is used to correct the current heading angle of the vehicle based on the vehicle's second angular velocity, the current travel time, and the angular offset when the angle offset is greater than a preset offset threshold, so as to obtain the target heading angle of the vehicle.

[0017] Optionally, the device further includes: A driving instruction acquisition module is used to acquire the driving instructions of the vehicle; the driving instructions are used to indicate the linear velocity and angular velocity of the vehicle. The proportional coefficient determination module is used to determine the proportional coefficient of the vehicle based on the vehicle's historical displacement and historical predicted displacement; The driving command adjustment module is used to adjust the linear velocity and angular velocity indicated by the driving command of the vehicle according to the vehicle's proportional coefficient, so as to obtain the target linear velocity and target angular velocity of the vehicle. The vehicle driving control module is used to control the vehicle's driving according to the vehicle's target linear velocity and target angular velocity.

[0018] Thirdly, embodiments of the present invention provide an electronic device including a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the method described in the first aspect.

[0019] Fourthly, embodiments of the present invention provide a readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the method described in the first aspect.

[0020] The embodiments of the present invention have the following advantages: This invention can acquire the vehicle's current driving information, including the current position, current heading angle, and current wheel speed. This information can be obtained using conventional onboard sensors, avoiding estimation failures caused by the malfunction of a single sensor. Based on the current wheel speed, a first driving speed is determined. This first speed simulates the vehicle's motion and can be compared with the motion state derived from pose estimation, thereby quantifying model errors and preventing pose estimation distortion. Based on the current position and heading angle, the first driving speed is corrected to obtain a second driving speed. By comparing the measured pose with the pose obtained from the first driving speed and performing feedforward compensation accordingly, the second driving speed more closely approximates the vehicle's actual motion state. Based on the vehicle's second travel speed, the vehicle's current heading angle is corrected to obtain the vehicle's target heading angle. The vehicle's pose is then determined based on the vehicle's current position and the target heading angle. The target heading angle is an idealized heading obtained based on the corrected second travel speed. Compared to the original odometer heading, it has a higher consistency with the actual heading, especially with significantly reduced drift during long-term operation. Thus, under conditions without external positioning, it achieves low-drift and high-consistency vehicle pose determination, providing a reliable pose reference for vehicle path tracking, obstacle avoidance, and other scenarios, and significantly improving the tracking accuracy of vehicle trajectory. Attached Figure Description

[0021] Figure 1 This is a flowchart of the steps of a vehicle pose determination method according to an embodiment of the present invention; Figure 2 This is a flowchart of another vehicle pose determination method according to an embodiment of the present invention; Figure 3 This is a logic diagram of a vehicle pose determination method according to an embodiment of the present invention; Figure 4 This is a structural block diagram of a vehicle position determination device according to an embodiment of the present invention. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] The terms "first," "second," etc., used in the specification and claims of this invention are used to distinguish similar objects and are not used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention can be implemented in orders other than those illustrated or described herein. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0024] The vehicle pose determination method provided by the present invention will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0025] Reference Figure 1 The diagram illustrates a flowchart of a vehicle pose determination method according to an embodiment of the present invention. The method may specifically include the following steps: Step 101: Obtain the vehicle's current driving information; the current driving information includes the current position, current heading angle, and current wheel speed. In this embodiment of the invention, multi-source data can be collected and fused in real time through an onboard sensor system to obtain key parameters reflecting the current motion state of the vehicle. The current position can be a two-dimensional planar coordinate; the current heading angle can represent the angle between the vehicle's longitudinal axis and the X-axis of the global or local coordinate system, calculated differentially by the left and right wheel encoders; the current wheel speed refers to the real-time linear or angular velocity of the left and right drive wheels, typically calculated by incremental encoders mounted on the motor shaft or wheel hub after collecting pulse signals. These three types of information can be synchronously acquired at a fixed frequency in the main loop of the control system, serving as the input basis for subsequent motion state modeling and error correction. This embodiment of the invention does not rely on a single sensor but constructs a complete observation vector containing position, direction, and wheel speed, providing sufficient basis for subsequent closed-loop correction.

[0026] Step 102: Determine the vehicle's current first speed based on the current wheel speed; In this embodiment of the invention, the real-time wheel speeds of the left and right drive wheels obtained from the encoder can be converted into the overall linear and angular velocities of the vehicle based on the vehicle's kinematic model, serving as an initial motion state estimate, i.e., the first driving speed. Here, the actual measured wheel speeds are used, rather than the command speeds issued by the upper-level planning module, thus better reflecting the vehicle's true execution state. It is emphasized that this is the original calculation result without pose feedback correction, serving as the benchmark for subsequent error detection and compensation. By mapping the underlying wheel speeds to the overall vehicle speed, the first driving speed has a clear physical meaning and traceability, avoiding the use of black-box models or empirical coefficients, and improving system transparency and debuggability.

[0027] Step 103: Based on the current position and current heading angle, correct the first driving speed to obtain the vehicle's current second driving speed; In this embodiment of the invention, the current position and current heading angle output by sensor fusion or filtering can be used as feedback signals to compare with the predicted pose calculated based on the first driving speed. The position error and heading angle error are calculated, and feedforward compensation is applied to the first driving speed accordingly to obtain a second driving speed that more closely approximates the vehicle's actual motion. This correction is feedforward compensation, rather than feedback control in traditional PID control, aiming to improve speed estimation accuracy from the source. The current position and current heading angle used can be derived from multi-sensor fusion results, possessing high confidence. Correction can be triggered when the error exceeds a threshold, avoiding excessive response to sensor noise and improving system stability.

[0028] Step 104: Based on the vehicle's second travel speed, correct the vehicle's current heading angle to obtain the vehicle's target heading angle, and determine the vehicle's pose based on the vehicle's current position and target heading angle.

[0029] In this embodiment of the invention, the heading angle can be corrected based on the modified motion state (i.e., the second driving speed) to generate a high-confidence, low-drift target heading angle. This heading angle is then combined with the current position to output the final vehicle pose. This pose can be directly output to upper-level modules such as the path tracking controller, SLAM front-end, and task scheduling system. In laser or visual SLAM, the accuracy of the initial pose estimation directly affects the success rate of point cloud and feature matching. A low-drift heading angle can reduce the fan-shaped distortion of the front-end odometry, improve map geometric consistency, and reduce the burden of loop closure detection.

[0030] This invention can acquire the vehicle's current driving information, including the current position, current heading angle, and current wheel speed. This information can be obtained using conventional onboard sensors, avoiding estimation failures caused by the malfunction of a single sensor. Based on the current wheel speed, a first driving speed is determined. This first speed simulates the vehicle's motion and can be compared with the motion state derived from pose estimation, thereby quantifying model errors and preventing pose estimation distortion. Based on the current position and heading angle, the first driving speed is corrected to obtain a second driving speed. By comparing the measured pose with the pose obtained from the first driving speed and performing feedforward compensation accordingly, the second driving speed more closely approximates the vehicle's actual motion state. Based on the vehicle's second travel speed, the vehicle's current heading angle is corrected to obtain the vehicle's target heading angle. The vehicle's pose is then determined based on the vehicle's current position and the target heading angle. The target heading angle is an idealized heading obtained based on the corrected second travel speed. Compared to the original odometer heading, it has a higher consistency with the actual heading, especially with significantly reduced drift during long-term operation. Thus, under conditions without external positioning, it achieves low-drift and high-consistency vehicle pose determination, providing a reliable pose reference for vehicle path tracking, obstacle avoidance, and other scenarios, and significantly improving the tracking accuracy of vehicle trajectory.

[0031] Reference Figure 2 The diagram illustrates a flowchart of another vehicle pose determination method according to an embodiment of the present invention. The method may specifically include the following steps: Step 201: Obtain the vehicle's historical driving information and initial wheel radius; historical driving information includes historical displacement, historical left wheel displacement, and historical right wheel displacement; Step 202: Determine the historical predicted displacement corresponding to the historical displacement based on the initial wheel radius of the vehicle; correct the initial wheel radius based on the historical displacement and the historical predicted displacement to obtain the corrected wheel radius of the vehicle. Step 203: Determine the wheelbase of the vehicle based on the historical left wheel displacement and the historical right wheel displacement; Step 204: Determine the current wheel speed of the vehicle based on the vehicle's corrected wheel radius and wheel track. In this embodiment of the invention, key geometric parameters of the vehicle motion model can be self-calibrated using historical driving data, thereby improving the accuracy of subsequent wheel speed calculations and pose estimations. Historical driving information can be obtained by an onboard encoder along a known or standardized test trajectory. The total historical displacement can be calculated from the actual displacement obtained by external high-precision positioning equipment or by back-calculating the closed-loop trajectory closure error. The historical displacements of the left and right wheels can be calculated by pulse integration from the left and right wheel encoders. The initial wheel radius can typically be taken from the vehicle's design value or factory nominal value.

[0032] Historical predicted displacement can be calculated using a differential drive kinematic model based on the initial wheel radius r0 and the left and right wheel displacements s_L and s_R: s_pred = (s_L + s_R) / 2. Here, s_pred represents the distance traveled by the vehicle with wheel radius r0.

[0033] By comparing the historical predicted displacement with the actual historical displacement, calculating the scaling factor, and updating the wheel radius, we obtain the corrected wheel radius. The corrected wheel radius can more accurately reflect the actual rolling radius of the tire (considering factors such as wear, deformation, and installation compression).

[0034] When a vehicle performs pure rotational motion (such as turning in place), the displacements of the left and right wheels satisfy: S_R s_L = 2πL. Where L is the wheelbase. Therefore, the wheelbase can be calculated as: L = (s_R) s_L) / 2π.

[0035] During real-time operation, using the corrected wheel radius allows the encoder pulses to be converted into a more accurate wheel speed: v_L=2πrcorr·N_L / k·Ts v_R=2πrcorr·N_R / k·Ts Where N_L and N_R are the number of encoder pulses in the current sampling period, and Ts is the sampling time.

[0036] Traditional methods require engineers to manually measure wheel diameter and track width using tools such as measuring tapes and laser rangefinders, which is time-consuming and prone to errors. This invention transforms systematic deviations in historical data into a basis for correcting motion model parameters, achieving calibration of the present using past data without manual intervention or dedicated calibration equipment. The corrected wheel radius and track width serve as core parameters of the kinematic model, improving the calculation accuracy of the first / second travel speeds.

[0037] Step 205: Obtain the vehicle's current driving information; the current driving information includes the current position and the current heading angle; Step 206: Determine the vehicle's current first speed based on the current wheel speed; In one embodiment, the step of determining the vehicle's current first driving speed based on the current wheel speed may further include the following sub-steps: Sub-step S11: Determine the first linear velocity of the vehicle based on the current wheel speed and the corrected wheel radius; Sub-step S12: Determine the first angular velocity of the vehicle based on the current wheel speed, the corrected wheel radius, and the wheel track.

[0038] In this embodiment of the invention, the first driving speed can be composed of the first linear velocity and the first angular velocity, which respectively reflect the overall translational and rotational motion of the vehicle. Its calculation can be based on the classic kinematic model of differential drive vehicles and use correction parameters calibrated with historical data to improve the accuracy of the initial estimate.

[0039] Let the current linear velocities of the left and right drive wheels be v_L and v_R (unit: m / s), respectively. These velocities can be calculated in real-time using encoder pulses combined with the corrected wheel radius r_corr: v_L = 2πrcorr·N_L / k·Ts, v_R = 2πrcorr·N_R / k·Ts. Where N_L and N_R are the number of encoder pulses for the left and right wheels within the sampling period Ts; k is the number of encoder pulses per revolution; and r_corr is the corrected wheel radius obtained through historical displacement calibration. The vehicle's first linear velocity, v_first, is the average of the left and right wheel velocities: v_first = (vL + vR) / 2.

[0040] In the differential drive model, the angular velocity of the vehicle rotating around its center is determined by the speed difference between the left and right wheels. Combining the corrected wheel radius r_corr and the calibrated wheelbase L (i.e., the distance between the centers of the left and right wheels), the first angular velocity ω_first is calculated as follows: ω_first = (v_R) / (r_corr) v_L) / L.

[0041] This invention, by explicitly separating linear velocity and angular velocity and employing physically meaningful kinematic formulas, ensures that the first travel speed possesses good interpretability and traceability. Compared to black-box models or empirical fitting, this facilitates system debugging and fault diagnosis. It not only ensures the physical accuracy of the first travel speed but also provides a solid foundation for subsequent pose feedback correction, trajectory tracking, and task execution. This invention can significantly improve system accuracy without increasing hardware costs.

[0042] Step 207: Based on the current position and current heading angle, correct the first driving speed to obtain the vehicle's current second driving speed; In one embodiment, the step of correcting the first driving speed based on the current position and the current heading angle to obtain the vehicle's current second driving speed may further include the following sub-steps: Sub-step S21: Based on the corrected wheel radius of the vehicle and the wheelbase of the vehicle, determine the current predicted position corresponding to the current position and the current predicted heading angle corresponding to the current heading angle; Sub-step S22: Determine the position error of the vehicle based on the current position and the current predicted position; Sub-step S23: Determine the angle error of the vehicle based on the current heading angle and the current predicted heading angle; Sub-step S24: If the position error is greater than the preset position error, obtain the linear velocity gain, and correct the first linear velocity of the vehicle by the linear velocity gain and the position error to obtain the second linear velocity of the vehicle. In sub-step S25, if the angle error is greater than the preset angle error, the angular velocity gain is obtained, and the first angular velocity of the vehicle is corrected by the angular velocity gain and the angle error to obtain the second angular velocity of the vehicle.

[0043] In this embodiment of the invention, by introducing a pose feedback-driven speed correction mechanism, the measured pose is compared with the model's predicted pose, dynamically compensating for residual errors in the motion model, thereby obtaining a second driving speed that more closely approximates the actual motion state. Specifically, based on the pose of the previous control cycle and the current first driving speed, a short-time integral is performed using a kinematic model constructed with the calibrated corrected wheel radius and wheelbase to obtain the predicted pose at the current moment.

[0044] Obtain the current position output by the multi-sensor fusion module, calculate the Euclidean distance between it and the predicted position as the position error. Obtain the current heading angle, calculate the directional angle difference between it and the predicted heading angle, and normalize it to […]. π,π). Assume the desired target location is (π,π). , , The actual position is (x, y, Then the error can be expressed as:

[0045]

[0046] Wherein, the position error is The angle error is .

[0047] Set preset position error threshold p (e.g., 0.02m). When ep > At time p, a significant linear velocity deviation is considered, and a correction is initiated. v_second = v_first + kv·ep Where kv>0 is the linear velocity gain coefficient, which can be tuned experimentally or adaptively.

[0048] Set preset angle error threshold θ (e.g., 0.05 rad ≈ 3°). When |eθ| > At θ, initiate angular velocity correction: ω_second = ω_first + kω·eθ Where kω > 0 is the angular velocity gain coefficient. A positive angular error (measured to the left) will increase the angular velocity, guiding the model to correct to the right, and vice versa.

[0049] This invention establishes a closed loop through "pose → back-calculation error → speed correction," effectively identifying and compensating for long-term drift caused by residual wheel track error, asymmetric gain between left and right wheels, and slight ground slippage. In environments without GNSS or laser loopback, speed correction can be achieved using basic pose estimation provided by the IMU and encoder. This allows the system to maintain centimeter-level positioning stability even in low-cost warehousing AGVs and service robots.

[0050] Step 208: Based on the vehicle's second travel speed, correct the vehicle's current heading angle to obtain the vehicle's target heading angle, and determine the vehicle's pose based on the vehicle's current position and target heading angle.

[0051] In one embodiment, the step of correcting the vehicle's current heading angle based on the vehicle's second travel speed to obtain the vehicle's target heading angle may further include the following sub-steps: Sub-step S31: Determine the current travel time of the vehicle based on the vehicle's second linear velocity and the current position; Sub-step S32: Based on the vehicle's second angular velocity and the current travel time, correct the vehicle's current heading angle to obtain the vehicle's target heading angle.

[0052] In this embodiment of the invention, by introducing a heading angle based on the corrected motion state and using a second driving speed with high confidence to correct the original heading angle, a more accurate and low-drift target heading angle can be generated.

[0053] Let the current position be (x_current, y_current), the previous cycle position be (x_prev, y_prev), the second linear velocity be v_second (unit: m / s), and the actual displacement of the vehicle in the current cycle be Δs. If v_second > v_min (set a small threshold, such as 0.01 m / s, to avoid division by zero), then the current travel time is calculated as: T = Δs / v_second.

[0054] The current heading angle θcurrent, output by the sensor fusion module, is taken and combined with the second angular velocity ω_second (unit: rad / s) and the travel time T to perform an integral update of the heading angle: θtarget = θcurrent + ω_second·T. To ensure the standardization of the angle representation, the result is normalized: θtarget ← wrap(θtarget) ∈ [ π,π).

[0055] In this embodiment of the invention, the corrected angular velocity ω_second is re-integrated to ensure that the dynamic input on which the heading update is based has eliminated systematic deviations (such as asymmetry in left and right wheel speeds, wheel track errors, etc.). Using the current heading angle as the integration starting point, rather than the predicted value of the previous cycle, can retain the absolute direction information provided by external sensors (such as IMU) and avoid pure odometer divergence. The resulting θtarget is the "target heading angle", which will be combined with the current position to form the final pose output, thereby suppressing the accumulation of systematic errors and enabling the target heading angle to maintain high stability during long-term operation.

[0056] In one embodiment, the historical driving information further includes historical angle offset, and the step of correcting the vehicle's current heading angle based on the vehicle's second angular velocity and the current driving duration to obtain the vehicle's target heading angle includes: If the angular offset is greater than a preset offset threshold, the vehicle's current heading angle is corrected based on the vehicle's second angular velocity, the current travel time, and the angular offset to obtain the vehicle's target heading angle.

[0057] In this embodiment of the invention, to address persistent systematic heading deviations (such as continuous yaw caused by IMU installation misalignment, residual wheelbase calibration errors, or asymmetric left and right motor gains), historical angle offset is introduced as a compensation factor to further improve the accuracy of the target heading angle. Even after wheelbase and wheel speed corrections, small but persistent heading drift may still exist (such as a 0.5° IMU installation misalignment). The historical angle offset mechanism can capture such residual systematic errors and actively compensate for them in the heading integral, providing long-term heading accuracy. Even if the IMU has fixed installation errors, the system can bypass this defect through offset compensation, eliminating the need for costly precision assembly or factory calibration, thus lowering the manufacturing and maintenance threshold of the vehicle.

[0058] In one embodiment, the method further includes: Obtain the driving command of the vehicle; the driving command is used to indicate the linear velocity and angular velocity of the vehicle. The proportional coefficient of the vehicle is determined based on the vehicle's historical displacement and historical predicted displacement; The linear velocity and angular velocity indicated by the driving command of the vehicle are adjusted according to the vehicle's proportional coefficient to obtain the target linear velocity and target angular velocity of the vehicle. The vehicle is controlled to move according to its target linear velocity and target angular velocity.

[0059] In this embodiment of the invention, by introducing a command proportional correction mechanism based on historical motion response, the "ideal driving command" output by the upper-level planning module is converted into a "target control command" that better matches the actual execution capability of the vehicle, thereby improving trajectory tracking accuracy and system robustness. Specifically, the upper-level path planner or remote control terminal can issue driving commands (v_cmd, ω_cmd), representing the desired linear velocity and angular velocity, respectively. These commands are usually generated based on an ideal motion model and do not consider individual vehicle differences. The historical displacement is the actual driving distance obtained by external high-precision means, and the historical predicted displacement is the theoretical displacement calculated based on the initial wheel radius and encoder data. The proportional coefficient reflects the systematic gain deviation between the "command" and the "actual". Applying the proportional coefficient to the current driving command can yield a target linear velocity and target angular velocity that are closer to the actual response capability of the vehicle. The target linear velocity and target angular velocity are then sent to the lower-level motor controller to drive the left and right wheels to run according to the corrected command.

[0060] Even vehicles of the same model may have slight differences in their motors, tires, and assembly. Furthermore, factors such as motor nonlinearity, friction, and load can lead to systematic response deviations. This invention automatically calibrates a unique proportional coefficient using historical data, allowing for customized control commands for each vehicle without the need for manual adjustments. By periodically updating the proportional coefficient, it can also automatically compensate for slowed response caused by tire wear and motor aging, maintaining consistent control performance over the long term.

[0061] This invention can acquire the vehicle's current driving information, including the current position, current heading angle, and current wheel speed. This information can be obtained using conventional onboard sensors, avoiding estimation failures caused by the malfunction of a single sensor. Based on the current wheel speed, a first driving speed is determined. This first speed simulates the vehicle's motion and can be compared with the motion state derived from pose estimation, thereby quantifying model errors and preventing pose estimation distortion. Based on the current position and heading angle, the first driving speed is corrected to obtain a second driving speed. By comparing the measured pose with the pose obtained from the first driving speed and performing feedforward compensation accordingly, the second driving speed more closely approximates the vehicle's actual motion state. Based on the vehicle's second travel speed, the vehicle's current heading angle is corrected to obtain the vehicle's target heading angle. The vehicle's pose is then determined based on the vehicle's current position and the target heading angle. The target heading angle is an idealized heading obtained based on the corrected second travel speed. Compared to the original odometer heading, it has a higher consistency with the actual heading, especially with significantly reduced drift during long-term operation. Thus, under conditions without external positioning, it achieves low-drift and high-consistency vehicle pose determination, providing a reliable pose reference for vehicle path tracking, obstacle avoidance, and other scenarios, and significantly improving the tracking accuracy of vehicle trajectory.

[0062] Reference Figure 3 The diagram illustrates a logic diagram of a vehicle pose determination method provided by an embodiment of the present invention. To enable those skilled in the art to better understand the embodiments of the present invention, the following explanation is provided... Figure 3 The embodiments of the present invention are described below: Step 301: Confirm that the hardware installation location is correct; Verify the accuracy of the installation positions and orientations of sensors such as the IMU (Inertial Measurement Unit), encoder, and radar. In particular, the IMU and encoder must be aligned with the vehicle's direction of movement. Inaccurate hardware installation can lead to accumulated errors, affecting positioning and control accuracy.

[0063] For example, IMU sensors need to be precisely aligned with the vehicle's coordinate axes to ensure that the measured angular changes match the vehicle's actual rotation. Excessive installation deviations will affect the accuracy of the sensor data.

[0064] Step 302: Adjust the ratio using motion commands; After receiving a motion command, the vehicle adjusts according to the proportional coefficient of the control system. For example, the command values ​​for linear velocity v and angular velocity ω are set as follows:

[0065] in, and It is a proportionality coefficient derived from system calibration. and These are the target linear velocity and angular velocity.

[0066] If the deviation between the motion command and the actual motion is too large, the proportional coefficient can be adjusted to ensure the accuracy of command execution. Taking linear motion calibration as an example, the specific process of adjusting the proportional coefficient is as follows: 1) Send instruction: Instruct the vehicle to move forward at a speed of v_cmd=0.5m / s for t=4s, with a theoretical displacement of s_cmd=2.0m.

[0067] 2) Data Acquisition Feedback: The actual average speed v_actual=0.4m / s and the actual displacement s_actual=1.6m are calculated by the left and right wheel encoders.

[0068] 3) Calculation error: Deviation rate = (2.0) 1.6) / 2.0=20%.

[0069] 4) Update the scaling factor: Knew=1.0×2.0 / 1.6=1.25.

[0070] 5) Verification: Execute the same command again. If the actual displacement is close to 2.0m, the calibration is successful.

[0071] Step 303: Review and analyze the errors; When executing motion commands, the vehicle's errors are monitored, primarily including positional and angular errors. Assume the desired target position is ( , , The actual position is (x, y, Then the error can be expressed as:

[0072]

[0073] When the error exceeds the set threshold, the system will enter the error correction phase. If the position error... or angle error Greater than the preset tolerance (e.g.) > , e is the attitude error, or | |>| If | occurs, a compensation mechanism will be triggered. Specifically, this can be achieved through underlying motion command correction, i.e., feedforward compensation, by adding a correction amount to the original control command: v_new=v_cmd+kp·ep ω_new=ω_cmd+kθ·eθ Where kp and kθ are the compensation gains, which are usually tuned experimentally.

[0074] Step 304: Calibrate the vehicle motion model; The vehicle's motion model is the foundation for subsequent control. If the model is calibrated accurately, the vehicle will travel along the predetermined trajectory; if the model has errors, the system returns to the previous step and adjusts the proportional coefficient or performs compensation corrections to ensure the vehicle moves along the correct trajectory.

[0075] Taking the differential drive model as an example: v=(v_L+v_R)r / 2 ω=(v_R v_L)r / L Where v is the linear velocity, ω is the angular velocity, v_L and v_R are the linear velocities of the left and right wheels, r is the radius of the drive wheel, and L is the center distance between the left and right wheels (wheelbase).

[0076] 1) Calibrate wheel radius r (straight line test) Send a constant speed command to make the vehicle travel a known distance D_cmd (e.g., 2 meters); Record the total number of pulses NL and NR of the left and right wheel encoders; Calculate the average actual displacement: D_enc=2πr(NL+NR) / 2k (k is the number of pulses per revolution); Update wheel radius: r_new = r_nominal·D_cmd / D_enc.

[0077] 2) Calibrate wheel track L (stationary rotation test) Send a command to rotate in place (e.g., rotate 360° clockwise); Theoretically, the displacement of the left and right wheels should satisfy: s_R= s_L=πL; Measured displacements of the left and right wheels: s_R, s_L; Calculate the actual wheel track: L_actual = (s_R) s_L) / 2π.

[0078] 3) Calibrate the gain asymmetry of the left and right wheels. Perform multiple linear movements; If the vehicle continues to veer to one side, calculate the speed ratio of the left and right wheels: α = v_L / v_R; Introduce compensation in the control layer: v_Rcmd=v_R·α.

[0079] Step 305: Send linear motion command; After the motion model calibration is complete, a linear motion command is sent. At this point, the system records the angle changes during the motion based on measurements from the IMU sensors. Ideally, when the vehicle performs linear motion, the IMU records the angle changes... It should be close to zero. The calculation formula is:

[0080] If the error is too large, it indicates that there is yaw or other errors during the movement, and correction is required.

[0081] Taking linear motion verification as an example, specifically, the system sends a pure linear command (e.g., advance 2 meters, target angular velocity ωcmd=0). Ideally, the vehicle should travel in a straight line with a constant heading angle, i.e.: ΔθIMU=θend θstart≈0. If the measured |ΔθIMU|>δthreshold (e.g.,>2°), then it is judged as "error too large". The correction process is as follows: 1) Perform standardized straight line tests Command: Proceed at a constant speed v for a distance D; Record: Start / End IMU heading angles θs, θe, left and right wheel encoder pulses NL, NR.

[0082] 2) Calculate the yaw rate and wheel speed ratio Δθ=θe θs v_L=2πrNL / kt v_R=2πrNR / kt Where k is the encoder resolution and t is the running time.

[0083] 3) Diagnostic dominance factors If v_L≈v_R but Δθ is not equal to 0, it indicates an IMU bias or mounting angle problem; If v_L = v_R and Δθ is consistent with the theoretical steering, it indicates that the wheel speeds are asymmetrical.

[0084] 4) Perform the correction If it's an IMU issue: estimate the installation offset angle β = Δθ, and subtract β from all subsequent IMU readings.

[0085] If it's a wheel speed issue: Update the right wheel gain: K_R←K_R·v_L / v_R, so that the actual speeds are equal when v_L=v_R.

[0086] 5) Verify the effect of the correction Repeat the straight line test to confirm that |Δθ| < 0.5° and the lateral offset < 2cm.

[0087] Step 306, IMU start-end angle difference analysis; When the angle difference is measured by the IMU When it exceeds the set threshold (e.g., | |> If the angle difference is too large, the system will enter the "angle difference too large" processing branch. At this time, it will analyze whether there is an accumulation of angle error and adjust the angle control model according to the actual situation to ensure the correctness of vehicle movement.

[0088] Step 307: Establish a coordinate system and introduce heading angle correction.

[0089] A local coordinate system is established based on the starting point, and angle errors are eliminated using IMU data. The heading angle is corrected using the following formula:

[0090] in, This is the corrected heading angle. From the perspective of expectation, The current angle is measured by the IMU. Finally, the corrected attitude estimate is obtained:

[0091] This correction value will be used to construct the vehicle's local coordinate system, providing a reliable benchmark for subsequent path planning and map building.

[0092] This invention introduces an IMU to monitor the motion attitude and the calibration quality of the motion model. When there is a certain error in the motion direction calibration, the heading angle is reverse-calibrated by the IMU angle difference, which can ensure the accuracy of the vehicle's motion direction and reduce subsequent motion errors.

[0093] It should be noted that the vehicle pose determination method provided in this embodiment of the invention can be executed by a vehicle pose determination device, or a control module within the vehicle pose determination device for executing the loading vehicle pose determination method. This embodiment of the invention uses the execution of the loading vehicle pose determination method by a vehicle pose determination device as an example to illustrate the vehicle pose determination method provided in this embodiment of the invention.

[0094] Reference Figure 4 The diagram illustrates a structural block diagram of a vehicle pose determination device according to an embodiment of the present invention. The device includes: The driving information acquisition module 401 is used to acquire the current driving information of the vehicle; the current driving information includes the current position, the current heading angle, and the current wheel speed. The driving speed determination module 402 is used to determine the current first driving speed of the vehicle based on the current wheel speed; The driving speed correction module 403 is used to correct the first driving speed according to the current position and the current heading angle to obtain the current second driving speed of the vehicle; The vehicle pose determination module 404 is used to correct the current heading angle of the vehicle based on the second driving speed of the vehicle to obtain the target heading angle of the vehicle, and to determine the pose of the vehicle based on the current position of the vehicle and the target heading angle.

[0095] In this embodiment of the invention, before the driving information acquisition module 401, the device further includes: The historical information acquisition module is used to acquire the vehicle's historical driving information and initial wheel radius; the historical driving information includes historical displacement, historical left wheel displacement, and historical right wheel displacement. The historical predicted displacement determination module is used to determine the historical predicted displacement corresponding to the historical displacement based on the initial wheel radius of the vehicle. The corrected wheel radius determination module is used to correct the initial wheel radius based on the historical displacement and the historical predicted displacement to obtain the corrected wheel radius of the vehicle. The wheelbase determination module is used to determine the wheelbase of the vehicle based on the historical left wheel displacement and the historical right wheel displacement; The driving information acquisition module 401 includes: The current wheel speed determination submodule is used to determine the current wheel speed of the vehicle based on the vehicle's corrected wheel radius and the vehicle's track width.

[0096] In this embodiment of the invention, the driving speed determination module 402 includes: The first linear velocity determination submodule is used to determine the first linear velocity of the vehicle based on the current wheel speed and the corrected wheel radius; The first angular velocity determination submodule is used to determine the first angular velocity of the vehicle based on the current wheel speed, the corrected wheel radius, and the wheel track.

[0097] In this embodiment of the invention, the driving speed correction module 403 includes: The current prediction information determination submodule is used to determine the current predicted position corresponding to the current position and the current predicted heading angle corresponding to the current heading angle based on the corrected wheel radius of the vehicle and the wheelbase of the vehicle. The position error determination submodule is used to determine the position error of the vehicle based on the current position and the current predicted position; Angle error determination submodule is used to determine the angle error of the vehicle based on the current heading angle and the current predicted heading angle; The second linear velocity determination submodule is used to obtain the linear velocity gain when the position error is greater than the preset position error, and to correct the first linear velocity of the vehicle by the linear velocity gain and the position error to obtain the second linear velocity of the vehicle. The second angular velocity determination submodule is used to obtain an angular velocity gain when the angle error is greater than the preset angle error, and to correct the first angular velocity of the vehicle by using the angular velocity gain and the angle error to obtain the second angular velocity of the vehicle.

[0098] In this embodiment of the invention, the vehicle pose determination module 404 includes: The current travel time determination submodule is used to determine the current travel time of the vehicle based on the vehicle's second linear speed and the current position. The target heading angle determination submodule is used to correct the current heading angle of the vehicle based on the vehicle's second angular velocity and the current travel time, so as to obtain the target heading angle of the vehicle.

[0099] In this embodiment of the invention, the historical driving information further includes historical angle offset, and the target heading angle determination submodule includes: The target heading angle determination unit is used to correct the current heading angle of the vehicle based on the vehicle's second angular velocity, the current travel time, and the angular offset when the angle offset is greater than a preset offset threshold, so as to obtain the target heading angle of the vehicle.

[0100] In this embodiment of the invention, the device further includes: A driving instruction acquisition module is used to acquire the driving instructions of the vehicle; the driving instructions are used to indicate the linear velocity and angular velocity of the vehicle. The proportional coefficient determination module is used to determine the proportional coefficient of the vehicle based on the vehicle's historical displacement and historical predicted displacement; The driving command adjustment module is used to adjust the linear velocity and angular velocity indicated by the driving command of the vehicle according to the vehicle's proportional coefficient, so as to obtain the target linear velocity and target angular velocity of the vehicle. The vehicle driving control module is used to control the vehicle's driving according to the vehicle's target linear velocity and target angular velocity.

[0101] This invention can acquire the vehicle's current driving information, including the current position, current heading angle, and current wheel speed. This information can be obtained using conventional onboard sensors, avoiding estimation failures caused by the malfunction of a single sensor. Based on the current wheel speed, a first driving speed is determined. This first speed simulates the vehicle's motion and can be compared with the motion state derived from pose estimation, thereby quantifying model errors and preventing pose estimation distortion. Based on the current position and heading angle, the first driving speed is corrected to obtain a second driving speed. By comparing the measured pose with the pose obtained from the first driving speed and performing feedforward compensation accordingly, the second driving speed more closely approximates the vehicle's actual motion state. Based on the vehicle's second travel speed, the vehicle's current heading angle is corrected to obtain the vehicle's target heading angle. The vehicle's pose is then determined based on the vehicle's current position and the target heading angle. The target heading angle is an idealized heading obtained based on the corrected second travel speed. Compared to the original odometer heading, it has a higher consistency with the actual heading, especially with significantly reduced drift during long-term operation. Thus, under conditions without external positioning, it achieves low-drift and high-consistency vehicle pose determination, providing a reliable pose reference for vehicle path tracking, obstacle avoidance, and other scenarios, and significantly improving the tracking accuracy of vehicle trajectory.

[0102] The vehicle pose determination device in this embodiment of the invention can be a device, or a component, integrated circuit, or chip in a terminal. The device can be a mobile electronic device or a non-mobile electronic device. For example, mobile electronic devices can be mobile phones, tablets, laptops, PDAs, in-vehicle electronic devices, wearable devices, ultra-mobile personal computers (UMPCs), netbooks, or personal digital assistants (PDAs), etc., while non-mobile electronic devices can be servers, network attached storage (NAS), personal computers (PCs), televisions (TVs), ATMs, or self-service machines, etc. This embodiment of the invention does not impose specific limitations.

[0103] The vehicle pose determination device in this embodiment of the invention can be a device with an operating system. This operating system can be Android, iOS, or other possible operating systems; this embodiment of the invention does not impose specific limitations.

[0104] The vehicle pose determination device provided in this embodiment of the invention can achieve Figures 1 to 3 The various processes implemented by the vehicle pose determination device in the method embodiment will not be described again here to avoid repetition.

[0105] Optionally, embodiments of the present invention also provide an electronic device, including a processor, a memory, and a program or instructions stored in the memory and executable on the processor. When the program or instructions are executed by the processor, they implement the various processes of the above-described vehicle pose determination method embodiments and achieve the same technical effects. To avoid repetition, further details are omitted here. It should be noted that the electronic device in the embodiments of the present invention includes the aforementioned mobile electronic device and non-mobile electronic device.

[0106] This invention also provides a readable storage medium storing a program or instructions. When the program or instructions are executed by a processor, they implement the various processes of the above-described vehicle pose determination method embodiments and achieve the same technical effects. To avoid repetition, they will not be described again here.

[0107] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0108] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of the present invention is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0109] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0110] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of the present invention.

Claims

1. A method for determining the position and orientation of a vehicle, characterized in that, The method includes: Obtain the current driving information of the vehicle; the current driving information includes the current position, current heading angle, and current wheel speed; Based on the current wheel speed, determine the vehicle's current first driving speed; Based on the current position and the current heading angle, the first driving speed is corrected to obtain the current second driving speed of the vehicle; Based on the vehicle's second travel speed, the vehicle's current heading angle is corrected to obtain the vehicle's target heading angle, and the vehicle's pose is determined based on the vehicle's current position and the target heading angle.

2. The vehicle pose determination method according to claim 1, characterized in that, Before obtaining the current driving information of the vehicle, the method further includes: Obtain the vehicle's historical driving information and initial wheel radius; the historical driving information includes historical displacement, historical left wheel displacement, and historical right wheel displacement. Based on the initial wheel radius of the vehicle, determine the historical predicted displacement corresponding to the historical displacement; The initial wheel radius is corrected based on the historical displacement and the historical predicted displacement to obtain the corrected wheel radius of the vehicle; The wheelbase of the vehicle is determined based on the historical left wheel displacement and the historical right wheel displacement. The step of obtaining the current driving information of the vehicle includes: The current wheel speed of the vehicle is determined based on the corrected wheel radius and the wheel track of the vehicle.

3. The vehicle pose determination method according to claim 2, characterized in that, Determining the vehicle's current first speed based on the current wheel speed includes: The first linear velocity of the vehicle is determined based on the current wheel speed and the corrected wheel radius; The first angular velocity of the vehicle is determined based on the current wheel speed, the corrected wheel radius, and the wheel track.

4. The vehicle pose determination method according to claim 3, characterized in that, The step of correcting the first driving speed based on the current position and the current heading angle to obtain the vehicle's current second driving speed includes: Based on the corrected wheel radius of the vehicle and the wheelbase of the vehicle, determine the current predicted position corresponding to the current position and the current predicted heading angle corresponding to the current heading angle; The position error of the vehicle is determined based on the current position and the current predicted position; The angular error of the vehicle is determined based on the current heading angle and the current predicted heading angle; If the position error is greater than a preset position error, the linear velocity gain is obtained, and the first linear velocity of the vehicle is corrected by the linear velocity gain and the position error to obtain the second linear velocity of the vehicle. If the angle error is greater than the preset angle error, the angular velocity gain is obtained, and the first angular velocity of the vehicle is corrected by the angular velocity gain and the angle error to obtain the second angular velocity of the vehicle.

5. The vehicle pose determination method according to claim 4, characterized in that, The step of correcting the vehicle's current heading angle based on the vehicle's second travel speed to obtain the vehicle's target heading angle includes: The current travel time of the vehicle is determined based on the vehicle's second linear speed and its current position. Based on the vehicle's second angular velocity and the current travel time, the vehicle's current heading angle is corrected to obtain the vehicle's target heading angle.

6. The vehicle pose determination method according to claim 5, characterized in that, The historical driving information also includes historical angle offset. The process of correcting the vehicle's current heading angle based on the vehicle's second angular velocity and the current driving time to obtain the vehicle's target heading angle includes: If the angular offset is greater than a preset offset threshold, the vehicle's current heading angle is corrected based on the vehicle's second angular velocity, the current travel time, and the angular offset to obtain the vehicle's target heading angle.

7. The vehicle pose determination method according to claim 2, characterized in that, The method further includes: Obtain the driving command of the vehicle; the driving command is used to indicate the linear velocity and angular velocity of the vehicle. The proportional coefficient of the vehicle is determined based on the vehicle's historical displacement and historical predicted displacement; The linear velocity and angular velocity indicated by the driving command of the vehicle are adjusted according to the vehicle's proportional coefficient to obtain the target linear velocity and target angular velocity of the vehicle. The vehicle is controlled to move according to its target linear velocity and target angular velocity.

8. A vehicle position determination device, characterized in that, The device includes: The driving information acquisition module is used to acquire the current driving information of the vehicle; the current driving information includes the current position, current heading angle, and current wheel speed. The driving speed determination module is used to determine the current first driving speed of the vehicle based on the current wheel speed; The driving speed correction module is used to correct the first driving speed according to the current position and the current heading angle to obtain the current second driving speed of the vehicle; The vehicle pose determination module is used to correct the vehicle's current heading angle based on the vehicle's second travel speed to obtain the vehicle's target heading angle, and to determine the vehicle's pose based on the vehicle's current position and the target heading angle.

9. An electronic device, characterized in that, It includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the vehicle pose determination method as described in claims 1-7.

10. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the vehicle pose determination method as described in claims 1-7.

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