Vehicle driving track breakpoint compensation method based on high-precision positioning

Abstract

This invention relates to a method for vehicle trajectory breakpoint compensation based on high-precision positioning, belonging to the field of vehicle positioning trajectory data processing technology. The method includes: acquiring high-precision vehicle positioning trajectory data, wherein the trajectory data includes sampling time, sampling sequence number, vehicle position, heading, speed, positioning status, and positioning accuracy; when the trajectory data experiences sampling gaps, positioning status interruptions, or vehicle position jumps, extracting the positioning boundary windows before and after the breakpoint, and determining the breakpoint entry and exit points based on the positioning status, position increment direction, heading continuity, and sampling period deviation; acquiring the cumulative ground travel distance of the vehicle during the breakpoint period, and restoring the missing sampling time and sampling sequence number according to the original sampling period when it meets the endpoint distance and vehicle motion constraints; generating compensation positioning points based on the vehicle ground travel increment and the heading before and after the breakpoint, and outputting a continuous vehicle trajectory including the original positioning point, the compensation positioning point, and the point source identifier.

Description

Technical Field

[0001] This invention relates to the field of vehicle positioning trajectory data processing technology, specifically a method for compensating for vehicle driving trajectory breakpoints based on high-precision positioning. Background Technology

[0002] In existing technologies, vehicle trajectory data is typically collected, corrected, repaired, and displayed using GNSS, inertial navigation, vehicle sensors, electronic maps, or backend trajectory processing systems. The continuity and accuracy of trajectory data directly affect the effectiveness of applications such as autonomous driving, assisted driving, road monitoring, accident tracing, and vehicle operation status analysis. With the application of high-precision positioning equipment on vehicles, positioning points, in addition to latitude and longitude or planar coordinates, usually include information such as sampling time, sampling sequence number, heading, speed, positioning status, and positioning accuracy. However, in scenarios such as urban canyons, tunnels, underground parking lots, elevated road obstructions, communication jitter, positioning module restarts, and sampling link anomalies, vehicle trajectories are prone to problems such as missing sampling, interrupted positioning status, jumping positioning points, or discontinuities in preceding and following trajectory segments. This can lead to broken trajectory lines, distorted points, incomplete sequence numbers, or significant discrepancies between travel distance and spatial displacement.

[0003] For example, CN113391338A discloses a method, apparatus, device, medium, and product for repairing tightly coupled trajectories. This method obtains tightly coupled and loosely coupled trajectories, identifies abnormal trajectory segments within the tightly coupled trajectory, and determines compensation trajectory segments in the loosely coupled trajectory that match the abnormal trajectory segments. The abnormal trajectory segments are then repaired based on the compensation trajectory segments. While this type of solution can improve abnormal trajectory segments by utilizing the matching relationship between different positioning solutions, it typically requires the existence of an available loosely coupled trajectory or a matching external compensation trajectory segment. When the positioning state is completely interrupted during the breakpoint, the auxiliary trajectory is unavailable, or the external trajectory is also abnormal, it is difficult to recover the missing sampling points under the original sampling period based solely on the vehicle's own trajectory data before and after the breakpoint and the vehicle's ground travel constraints.

[0004] For example, CN113155139A discloses a vehicle trajectory correction method, device, and electronic device. This method corrects vehicle trajectories by acquiring the location information of the road trajectory, trajectory points, and matching them with roads on an electronic map, and then dividing the trajectory into trajectory segments with path directions based on the road structure. This type of solution focuses on the matching and display correction between the trajectory and roads on the electronic map, which can improve the problem of trajectory deviation from the road. However, it lacks a specific mechanism for addressing issues such as the reliable determination of breakpoint entry and exit points, the recovery of sampling time and sampling sequence during the breakpoint, the consistency verification between the vehicle's accumulated ground travel and endpoint distances and vehicle motion constraints, and the output of compensation positioning point source identifiers. Therefore, existing technologies still require a trajectory breakpoint compensation method that can generate continuous, traceable, and consistent trajectory breakpoint compensation methods that reflect the actual driving process of the vehicle, when high-precision positioning trajectories experience sampling gaps, positioning state interruptions, or position jumps, by combining breakpoint boundary positioning features, accumulated vehicle ground travel, and vehicle motion constraints. Summary of the Invention

[0005] The purpose of this invention is to provide a method for compensating for vehicle trajectory breakpoints based on high-precision positioning, thereby addressing some of the drawbacks and shortcomings pointed out in the background art.

[0006] The present invention adopts the following technical solution to solve the above-mentioned technical problems:

[0007] Acquire high-precision vehicle positioning trajectory data, which includes sampling time, sampling number, vehicle position, heading, speed, positioning status, and positioning accuracy. When the trajectory data has sampling gaps, positioning status interruptions, or vehicle position jumps, extract the positioning boundary windows before and after the breakpoint, and determine the breakpoint entry point and breakpoint exit point based on the positioning status, position increment direction, heading continuity, and sampling period deviation of the positioning points within the positioning boundary windows.

[0008] The cumulative ground travel of the vehicle during the breakpoint is obtained, which is obtained by wheel travel, odometer travel, or vehicle speed integration. When the cumulative ground travel of the vehicle is greater than or equal to the distance between the endpoints from the breakpoint entry point to the breakpoint exit point, and less than or equal to the upper limit of the motion distance determined according to the vehicle motion constraints, the missing sampling time and sampling sequence number during the breakpoint are restored according to the original sampling period.

[0009] Based on the recovered sampling time, the vehicle ground travel increment within the corresponding sampling period, and the heading before and after the breakpoint, compensated positioning points corresponding to each sampling time are generated, and a continuous vehicle driving trajectory containing the original positioning point, compensated positioning point, and point source identifier is output.

[0010] Further, when determining the breakpoint entry point and the breakpoint exit point, the position displacement of adjacent positioning points within the positioning boundary window and the vehicle ground travel increment within the corresponding sampling period are obtained; when the positioning state of the positioning point is not interrupted but the difference between the position displacement and the vehicle ground travel increment exceeds a preset travel deviation threshold, or the angle between the position increment direction and the vehicle heading exceeds a preset heading angle threshold, the positioning point is excluded; the breakpoint entry point and the breakpoint exit point are determined from the excluded positioning points.

[0011] Furthermore, when generating the compensation positioning point, the travel difference between the cumulative ground travel of the vehicle and the endpoint distance between the entry point and the exit point of the breakpoint is obtained; when the travel difference is greater than a preset difference threshold, the travel difference is allocated to the low-speed sampling period, the parking sampling period, or the heading change sampling period during the breakpoint, and the compensation positioning point of the corresponding sampling time is adjusted according to the allocation result.

[0012] Furthermore, when generating the compensation positioning points, a first compensation positioning point sequence is generated forward from the breakpoint entry point, and a second compensation positioning point sequence is generated backward from the breakpoint exit point. When the position deviation between the first compensation positioning point sequence and the second compensation positioning point sequence at the same sampling number is less than or equal to a preset position deviation threshold, and the heading deviation is less than or equal to a preset heading deviation threshold, the compensation positioning point is synthesized; otherwise, the compensation positioning point corresponding to the sampling number is marked as a low-confidence compensation positioning point or an uncompensable positioning point.

[0013] Furthermore, when allocating the travel difference to the low-speed sampling period, parking sampling period, or heading change sampling period during the breakpoint, the sampling period in which the vehicle speed is lower than the preset low-speed threshold and the position displacement between the initially generated adjacent compensation positioning points is less than the preset displacement threshold is preferentially selected as the difference absorption period, so that the compensation positioning points in the difference absorption period remain unchanged or generate a displacement change less than the preset displacement threshold.

[0014] Furthermore, when allocating the travel difference to the heading change sampling period, the difference allocation ratio is determined based on the heading change between adjacent sampling times within the heading change sampling period, and the sampling period with a large heading change is allocated more travel difference than the sampling period with a small heading change, so that the vehicle ground travel increment at the corresponding compensation positioning point is greater than its position displacement.

[0015] Furthermore, when adjusting the compensation positioning point for the corresponding sampling time, the initial generated position of the compensation positioning point in the sampling period for which the travel difference has not been allocated is retained, the position of the compensation positioning point in the sampling period for which the travel difference has been allocated is adjusted, and a difference allocation identifier is added to the compensation positioning point during output.

[0016] Furthermore, when the position deviation and heading deviation of the first compensation positioning point sequence and the second compensation positioning point sequence at the same sampling number meet the preset conditions, the compensation positioning point is synthesized by using the compensation positioning point on the side closer to the breakpoint entry point in the first compensation positioning point sequence, the compensation positioning point on the side closer to the breakpoint exit point in the second compensation positioning point sequence, and the compensation positioning point corresponding to the sampling number where the position deviation between the two is less than the preset deviation threshold.

[0017] Furthermore, when the position deviation or heading deviation between the first compensation positioning point sequence and the second compensation positioning point sequence at the same sampling number does not meet the preset condition, the sampling number interval that continuously does not meet the preset condition is recorded, and the compensation positioning points in the sampling number interval are marked as low-confidence compensation positioning points or non-compensable positioning points.

[0018] Furthermore, when the compensation positioning points within the sampling sequence interval are identified as low-confidence compensation positioning points or non-compensable positioning points, the position deviation change trends of the compensation positioning points relative to the first compensation positioning point sequence and the second compensation positioning point sequence are compared; when the position deviation change trend converges in both the direction of the breakpoint entry point and the direction of the breakpoint exit point, the corresponding compensation positioning point is identified as a low-confidence compensation positioning point; when the position deviation change trend diffuses in at least one side, the corresponding compensation positioning point is identified as a non-compensable positioning point.

[0019] This invention simultaneously acquires sampling time, sampling number, vehicle position, heading, speed, positioning status, and positioning accuracy from high-precision vehicle positioning trajectory data. When sampling is missing, positioning status is interrupted, or vehicle position changes, the invention extracts the positioning boundary window before and after the breakpoint. Based on the positioning status, position increment direction, heading continuity, and sampling period deviation, the invention determines the breakpoint entry point and breakpoint exit point, thereby improving the reliability of breakpoint boundary identification and avoiding the use of abnormal jump points, drift points, or discontinuous positioning points as compensation benchmarks.

[0020] The present invention further obtains the cumulative ground travel of the vehicle during the breakpoint and compares it with the endpoint distance from the breakpoint entry point to the breakpoint exit point and the upper limit of the travel distance determined according to the vehicle motion constraints. Only when the cumulative ground travel of the vehicle meets the reasonable range is the missing sampling time and sampling sequence number restored, thereby reducing the risk of unreasonable compensation, overcompensation or false compensation, and making the compensation process more consistent with the actual motion state of the vehicle.

[0021] This invention generates compensated positioning points based on the recovered sampling time, the vehicle ground travel increment within the corresponding sampling period, and the heading before and after the breakpoint. It outputs a continuous vehicle driving trajectory containing the original positioning point, the compensated positioning point, and the point source identifier. This not only maintains the continuity of the trajectory sampling period and sampling sequence number, but also facilitates the subsequent system to distinguish between the original data and the compensated data, thereby improving the availability and auditability of trajectory data in autonomous driving analysis, vehicle monitoring, trajectory playback, and anomaly tracing. Attached Figure Description

[0022] Figure 1 This is a flowchart of the vehicle trajectory breakpoint compensation process of the present invention.

[0023] Figure 2 This is a diagram illustrating trajectory breakpoint identification and boundary window filtering in Embodiment 1 of the present invention.

[0024] Figure 3 This is a verification diagram of the cumulative ground travel distance of the vehicle and the distance to the endpoint in Embodiment 1 of the present invention.

[0025] Figure 4 This is a diagram showing the allocation of travel difference and adjustment of positioning points in Embodiment 1 of the present invention.

[0026] Figure 5 This is a diagram showing the bidirectional compensation positioning point sequence generation in Embodiment 2 of the present invention.

[0027] Figure 6 This is a verification diagram of the position deviation and heading deviation of the same sampling sequence number in Embodiment 2 of the present invention.

[0028] Figure 7 This is a diagram illustrating the trend and reliability of positional deviation changes in Embodiment 2 of the present invention. Detailed Implementation

[0029] As attached Figure 1As shown, this embodiment provides a method for compensating for vehicle trajectory breakpoints based on high-precision positioning. During vehicle operation, high-precision positioning trajectory data is first acquired. This trajectory data includes sampling time, sampling sequence number, vehicle position, heading, speed, positioning status, and positioning accuracy. The system performs continuous detection on the trajectory data according to the sampling time sequence. When a missing sampling time or sampling sequence number is detected, the positioning status changes from valid to interrupted, or the vehicle position experiences a jump exceeding the vehicle motion constraints within adjacent sampling periods, a breakpoint is determined to exist in the vehicle trajectory. An interrupted positioning status includes invalid positioning, lost lock, unavailable positioning, or missing positioning results. Vehicle motion constraints are pre-set based on vehicle speed, acceleration, steering capability, and sampling period, used to determine whether the position displacement within adjacent sampling periods matches the vehicle's actual motion capability. For each breakpoint, positioning boundary windows are extracted before and after the breakpoint. Each positioning boundary window contains several continuous positioning points, and its length can be determined based on a preset number of sampling points or a preset time length. When there are insufficient valid positioning points within the window, the window can be expanded in a direction away from the breakpoint until positioning points that meet the continuity judgment requirements are obtained or the preset window upper limit is reached. The system filters the positioning points within the positioning boundary windows based on their positioning status, position increment direction, heading continuity, and sampling period deviation. Positioning points that meet the continuous driving constraints before the breakpoint are identified as breakpoint entry points, and positioning points that meet the continuous driving constraints after the breakpoint are identified as breakpoint exit points.

[0030] After determining the breakpoint entry and exit points, the cumulative vehicle ground travel during the breakpoint period is obtained. This cumulative ground travel can be obtained from wheel travel, odometer travel, or vehicle speed integration, and is used to characterize the actual distance traveled by the vehicle during the breakpoint location. The wheel travel, odometer travel, or vehicle speed integration results can be correlated with the sampling time and trajectory data, ensuring that each recovery sampling time has a corresponding increment in vehicle ground travel. Subsequently, the endpoint distance between the breakpoint entry and exit points is calculated. The endpoint distance is the spatial distance between the corresponding vehicle positions of the breakpoint entry and exit points in the same map coordinate system. The upper limit of the movement distance corresponding to the vehicle motion constraints is determined based on vehicle speed, acceleration, steering capability, and breakpoint duration. When the cumulative vehicle ground travel reaches the endpoint distance and does not exceed the upper limit of the movement distance, the vehicle's travel during the breakpoint period is deemed to meet the compensable condition; when the cumulative vehicle ground travel does not reach the endpoint distance or exceeds the upper limit of the movement distance, the vehicle's travel during the breakpoint period is deemed not to meet the compensable condition, and the corresponding breakpoint is marked as an uncompensable breakpoint. The system recovers the missing sampling time during the breakpoint according to the original sampling period, and recovers the missing sampling sequence number according to the continuity of the sampling sequence number before and after the breakpoint. When there is fluctuation within the allowable range of the original sampling period, the system can determine the sampling period for recovery based on the sampling periods of adjacent valid positioning points before and after the breakpoint, so that the recovered sampling time is located between the breakpoint entry point and the breakpoint exit point.

[0031] When the cumulative distance traveled by the vehicle on the ground is obtained by integrating the vehicle speed, the system obtains the time corresponding to the breakpoint entry point. Time corresponding to the breakpoint and exit point vehicle speed sequence , … Vehicle speed is a scalar velocity relative to the ground, which can be derived from the vehicle bus, wheel speed sensors, inertial navigation module, positioning module output speed, or their fused speed. The system aligns the vehicle speed sequence with the sampling time or the recovered sampling time of the trajectory data.

[0032] For adjacent sampling times and The system uses the trapezoidal integral method to calculate the vehicle ground travel increment within the corresponding sampling period:

[0033]

[0034] in, Indicates adjacent sampling times and The increase in vehicle ground travel between them and These represent the vehicle speeds corresponding to the adjacent sampling times. - This indicates the corresponding sampling time interval. The cumulative ground travel distance of the vehicle during the breakpoint is:

[0035]

[0036] Where L represents the cumulative ground travel of the vehicle during the breakpoint, and n represents the number of adjacent sampling periods participating in the integration between the breakpoint entry point and the breakpoint exit point. It corresponds one-to-one with the recovered sampling time and sampling sequence number, and is used to generate compensation positioning points within the corresponding sampling period.

[0037] When the original sampling period is fixed at Δt, the vehicle ground travel increment can be calculated using the following formula:

[0038]

[0039] In other implementations, the vehicle's ground travel increment can also be calculated using rectangular integrals:

[0040]

[0041] When vehicle speed is missing for a certain sampling time, the system can determine it by interpolating adjacent effective speeds, replacing vehicle bus speeds, or extrapolating effective speeds before and after the breakpoint. When the vehicle speed exceeds vehicle motion constraints, acceleration constraints, or a preset speed threshold, the speed sample is marked as abnormal and discarded or corrected. The vehicle speed integral result obtained after the above processing is used to calculate the cumulative vehicle ground travel and the increment of vehicle ground travel within the corresponding sampling period.

[0042] When generating compensated positioning points, the system determines the vehicle's ground travel increment within the corresponding sampling period based on the recovered sampling times, and calculates the vehicle position corresponding to each sampling time by combining the heading information near the breakpoint entry and exit points. For sampling times near the breakpoint entry point, the position is recursively calculated using the heading corresponding to the breakpoint entry point; for sampling times near the breakpoint exit point, the recursively calculated position is constrained by the heading corresponding to the breakpoint exit point, ensuring that the generated compensated positioning points remain continuous with the original positioning points before and after the breakpoint in terms of time, sequence number, position, and heading. The compensated positioning point includes the recovered sampling time, sampling sequence number, calculated vehicle position, heading, speed, positioning status, positioning accuracy, and point source identifier. The speed can be determined based on the vehicle's ground travel increment within the corresponding sampling period or the adjacent effective speeds before and after the breakpoint. The positioning status can be set to a compensated effective state, and the positioning accuracy can be determined based on the breakpoint entry point, breakpoint exit point, and the reliability of the compensation process. After compensation is completed, the original positioning points before and after the breakpoint and the compensated positioning points generated during the breakpoint are sorted according to the sampling sequence number, and a point source identifier is added to each point. The point source identifier is used to distinguish between the original positioning point and the compensated positioning point, thereby obtaining the continuous vehicle driving trajectory.

[0043] When determining the entry and exit points of the breakpoint, the system performs point-by-point analysis of the positioning boundary windows before and after the breakpoint. The positioning boundary window can include multiple positioning points continuously collected before and after the breakpoint. Each positioning point corresponds to a sampling time, sampling sequence number, vehicle position, heading, positioning status, positioning accuracy, and vehicle ground travel data. The vehicle ground travel data consists of wheel travel, odometer travel, or vehicle speed integral results associated with the sampling time of the positioning point. The system calculates the positional displacement between adjacent positioning points within the positioning boundary window according to the sampling time sequence and obtains the vehicle ground travel increment obtained from wheel travel, odometer travel, or vehicle speed integral within the same sampling period. By comparing the positional displacement with the vehicle ground travel increment, it can be determined whether the spatial movement reflected by the positioning point matches the actual vehicle travel distance. The system also compares the sampling time interval between adjacent positioning points with the original sampling period to determine whether the sampling period deviation is within the allowable range.

[0044] If the positioning status of a certain positioning point does not show an interruption, but the difference between the positional displacement of that positioning point and its adjacent positioning points and the vehicle's ground travel increment exceeds a preset travel deviation threshold, it indicates that although the positioning point has a valid positioning status, its position result is inconsistent with the actual driving state of the vehicle. Therefore, the positioning point is excluded as an abnormal positioning point. If the angle between the positional increment direction of adjacent positioning points and the vehicle's heading exceeds a preset heading angle threshold, it indicates that the direction of the vehicle's position change is inconsistent with the vehicle's driving direction, and there is a possibility of positioning drift, jump, or heading abnormality. This positioning point is also excluded. After completing the exclusion of abnormal positioning points, the system selects the positioning point closest to the breakpoint and satisfying the vehicle's continuous driving constraints from the positioning points retained before the breakpoint as the breakpoint entry point, and selects the positioning point closest to the breakpoint and satisfying the vehicle's continuous driving constraints from the positioning points retained after the breakpoint as the breakpoint exit point. When a positioning point satisfying the vehicle's continuous driving constraints cannot be obtained before or after the breakpoint, the system does not generate a compensation positioning point for the corresponding breakpoint and marks the breakpoint as an uncompensable breakpoint.

[0045] When generating compensation positioning points, the system first calculates the endpoint distance between the entry and exit points of the breakpoint and obtains the cumulative ground travel distance of the vehicle during the breakpoint period. Since the vehicle may be traveling at low speed, waiting, turning, or the positioning path may be shortened during the breakpoint period, a travel difference may exist between the cumulative ground travel distance and the endpoint distance. The system defines the portion of the cumulative ground travel distance exceeding the endpoint distance as the travel difference and compares it with a preset difference threshold. When the travel difference does not exceed the preset difference threshold, compensation positioning points can be directly generated based on the spatial changes between the entry and exit points of the breakpoint. When the travel difference exceeds the preset difference threshold, it indicates a significant difference between the actual travel distance of the vehicle and the endpoint distance between the entry and exit points, requiring difference allocation and position adjustment for the compensation positioning points corresponding to each sampling time during the breakpoint period.

[0046] When allocating the difference, the system identifies low-speed sampling periods, parking sampling periods, and heading change sampling periods based on the sampling time recovered during the breakpoint, vehicle speed, the initial position of the compensation positioning point, and the heading change. For sampling periods where the vehicle speed is below a preset low-speed threshold and the displacement between adjacent initially generated compensation positioning points is less than a preset displacement threshold, the system designates this as a difference absorption period. For sampling periods where the vehicle speed is zero or close to zero and the vehicle's ground travel increment is zero or close to zero, the system designates this as a parking sampling period. The difference absorption period absorbs a portion of the difference between the accumulated ground travel and the endpoint distance, ensuring that the compensation positioning point corresponding to the vehicle remains in place during low-speed or parking conditions, or only experiences a displacement change less than a preset displacement threshold, thus avoiding significant positional jumps that do not conform to the actual state during low-speed or parking periods. For heading change sampling periods, the system determines the difference allocation ratio based on the heading change between adjacent sampling times. Sampling periods with significant changes in heading are more likely to correspond to vehicle driving states involving turning, detouring, or attitude adjustments. Therefore, the system allocates a larger travel margin to these sampling periods, ensuring that the vehicle's ground travel increment at the corresponding compensation positioning point is greater than its positional displacement, thus reflecting the difference between the vehicle's actual travel and its spatial linear displacement. This margin allocation does not change the sampling time or sampling sequence number of the compensation positioning point.

[0047] After allocating the travel difference, the system adjusts the compensation positioning points corresponding to each sampling time. For sampling periods without allocated travel differences, the initial generated positions of the compensation positioning points are retained to maintain the continuity and stability of the breakpoint compensation trajectory. For sampling periods with allocated travel differences, the positions of the corresponding compensation positioning points are corrected according to the allocation results, so that the compensation trajectory matches the cumulative ground travel of the vehicle in terms of total travel and maintains spatial connection with the breakpoint entry and exit points. During position correction, the system can make smooth adjustments along the heading direction of the corresponding sampling period, the trajectory direction between adjacent compensation positioning points, or the road travel direction, and limit the position displacement and heading changes between adjacent compensation positioning points to prevent new position jumps in the adjusted compensation trajectory. When outputting continuous vehicle travel trajectories, the system adds a difference allocation identifier to the compensation positioning points that have undergone difference allocation processing for subsequent trajectory analysis, reliability judgment, or data traceability.

[0048] When generating compensation positioning points, the system employs a bidirectional constraint approach to compensate for the missing trajectory during the breakpoint period. Specifically, starting from the breakpoint entry point, the system generates a first compensation positioning point sequence by forward recursion along the vehicle's travel direction, based on the recovered sampling time and sampling sequence number, combined with the vehicle's ground travel increment within the corresponding sampling period and the heading information near the breakpoint entry point. Simultaneously, starting from the breakpoint exit point, the system generates a second compensation positioning point sequence by reverse recursion along the opposite sampling sequence direction, combined with the vehicle's ground travel increment within the corresponding sampling period and the heading information near the breakpoint exit point. By generating compensation positioning point sequences from both sides of the breakpoint, reliable positioning information before and after the breakpoint can be used to cross-verify the compensation trajectory during the breakpoint period, reducing the position accumulation error caused by unidirectional recursion. During both forward and reverse recursion processes, the system generates compensation positioning points point by point according to the recovered sampling sequence number, maintaining the correspondence between each compensation positioning point and the corresponding sampling time, vehicle ground travel increment, and heading information.

[0049] After generating the first and second compensation positioning point sequences, the system matches the compensation positioning points in the two sequences according to the same sampling number and calculates the position deviation and heading deviation between the two compensation positioning points at the same sampling number. When the position deviation is less than or equal to a preset position deviation threshold and the heading deviation is less than or equal to a preset heading deviation threshold, the two sequences are determined to meet the synthesis condition at that sampling number. The system can use the compensation positioning point near the breakpoint entry point in the first compensation positioning point sequence, the compensation positioning point near the breakpoint exit point in the second compensation positioning point sequence, and the compensation positioning point corresponding to the sampling number where the position deviation of the two sequences is less than the preset position deviation threshold, to synthesize the final compensation positioning point. For cases where both the first and second compensation positioning points exist at the same sampling number and meet the synthesis condition, the system can select the positioning point with better continuity in position and heading with the adjacent compensation positioning point, or smoothly merge the two compensation positioning points as the final compensation positioning point corresponding to that sampling number. This allows the compensation trajectory to remain continuous with the trajectory before the breakpoint near the breakpoint entry point and with the trajectory after the breakpoint near the breakpoint exit point, and improves the reliability of the compensation results in the intermediate region through the consistency of the bidirectional results.

[0050] When the position deviation or heading deviation of the first and second compensated positioning point sequences at the same sampling number does not meet the synthesis conditions, the system records the sampling number intervals that continuously fail to meet the synthesis conditions. For compensated positioning points within the sampling number interval, the system further compares their position deviation trends relative to the first and second compensated positioning point sequences. When the position deviation trend converges in both the direction of the breakpoint entry point and the direction of the breakpoint exit point, it indicates that although there is a deviation in the compensation result within this interval, the deviation gradually decreases with the bidirectional constraint and still has reference value. Therefore, the corresponding compensated positioning point is marked as a low-confidence compensated positioning point. When the position deviation trend diffuses in either the direction of the breakpoint entry point or the direction of the breakpoint exit point, it indicates that the difference between the compensation result and the reliable trajectory on both sides of the breakpoint is gradually widening, making it difficult to guarantee that the compensated position is consistent with the actual vehicle driving state. Therefore, the corresponding compensated positioning point is marked as an uncompensable positioning point. For sampling numbers marked as uncompensable positioning points, the system can retain their sampling time and sampling number and output the uncompensable label, or it can not output the corresponding position result to avoid using unreliable positions as valid trajectories. Through the above-mentioned labeling process, the reliability information of the compensation results can be retained while outputting continuous vehicle driving trajectories, making it easier for subsequent trajectory users to distinguish between normal compensation positioning points, low-reliability compensation positioning points, and non-compensable positioning points.

[0051] Example 1:

[0052] This embodiment provides a method for vehicle trajectory breakpoint compensation based on high-precision positioning. This method can be applied to a vehicle driving data processing system in a unit equipped with a high-precision positioning module, a vehicle travel acquisition module, and a trajectory processing module. During vehicle travel, the system acquires high-precision positioning trajectory data of the vehicle. The trajectory data includes sampling time, sampling sequence number, vehicle position, heading, speed, positioning status, and positioning accuracy. The vehicle position is represented by position coordinates in the same map coordinate system, and the vehicle ground travel data is obtained from wheel travel, odometer travel, or vehicle speed integration.

[0053] The system performs continuous detection on the trajectory data according to the sampling time sequence. When a missing sampling time or sampling sequence number is detected, the positioning status changes from valid to interrupted, or the vehicle's position displacement exceeds the vehicle motion constraints within adjacent sampling periods, a breakpoint is determined in the vehicle's trajectory. The vehicle motion constraints can be pre-determined based on vehicle speed, acceleration, steering capability, and the original sampling period to exclude position jumps that do not conform to the vehicle's actual driving capabilities.

[0054] For each detected breakpoint, the system extracts the positioning boundary windows before and after the breakpoint. The positioning boundary window includes multiple positioning points continuously collected before the breakpoint and multiple positioning points continuously collected after the breakpoint. Each positioning point corresponds to the sampling time, sampling number, vehicle position, heading, speed, positioning status, positioning accuracy, and vehicle ground travel data. Figure 2 The relative relationship between the window before the breakpoint, the sampling missing interval, and the window after the breakpoint on the sampling time axis is shown. This can intuitively reflect how the system determines the breakpoint entry point and breakpoint exit point from the valid positioning points retained on both sides of the breakpoint, and uses the line between the two as the spatial basis for subsequent endpoint distance and compensation trajectory connection.

[0055] When filtering positioning points, the system acquires the positional displacement between adjacent positioning points within the positioning boundary window and the vehicle ground travel increment within the same sampling period. If the positioning status of a positioning point is not interrupted, but the difference between the positional displacement between that positioning point and its adjacent positioning points and the vehicle ground travel increment exceeds a preset travel deviation threshold, the system excludes that positioning point as an abnormal positioning point. If the angle between the positional increment direction between adjacent positioning points and the vehicle's heading exceeds a preset heading angle threshold, the system excludes the corresponding positioning point. After exclusion, the system selects the positioning point closest to the breakpoint and satisfying the vehicle's continuous driving constraint from the positioning points retained before the breakpoint as the breakpoint entry point, and selects the positioning point closest to the breakpoint and satisfying the vehicle's continuous driving constraint from the positioning points retained after the breakpoint as the breakpoint exit point.

[0056] In a specific scenario, the original sampling period for the vehicle is 0.1s. The sampling time at the breakpoint entry point is 10.0s with a sampling sequence number of 100, and the sampling time at the breakpoint exit point is 10.5s with a sampling sequence number of 105. Sampling sequences 101, 102, 103, and 104 are missing during the breakpoint. Based on the continuity between the sampling time and sampling sequence number before and after the breakpoint, the system recovers the missing sampling time and sequence number, ensuring that the recovered sampling time matches the original sampling period. Figure 2 In this diagram, numbers 97 to 100 represent the continuous valid positioning points in the window before the breakpoint, numbers 105 to 107 represent the continuous valid positioning points in the window after the breakpoint, and the sampling missing interval represents the missing trajectory segment corresponding to numbers 101 to 104, thus reflecting the processing order between breakpoint identification, boundary window extraction, and breakpoint boundary point confirmation.

[0057] After determining the breakpoint entry and exit points, the system acquires the cumulative ground travel distance of the vehicle during the breakpoint period and calculates the endpoint distance between the breakpoint entry and exit points. The cumulative ground travel distance characterizes the actual distance traveled by the vehicle during the breakpoint location period, and the endpoint distance characterizes the spatial connection distance between the breakpoint entry and exit points. When the cumulative ground travel distance is greater than or equal to the endpoint distance and less than or equal to the upper limit of the travel distance determined according to the vehicle motion constraints, the system determines that the breakpoint meets the compensable condition. Figure 3 The cumulative ground travel of the vehicle, the distance to the endpoint, and the travel difference between the two are represented by bar charts to illustrate that the system performs distance consistency verification before compensation, so as to avoid directly generating compensation positioning points when the actual travel is obviously abnormal.

[0058] In this embodiment, the system uses the following formula to determine the travel difference:

[0059]

[0060] Where G represents the difference between the cumulative ground travel of the vehicle during the breakpoint and the distance to the endpoint, L represents the cumulative ground travel of the vehicle during the breakpoint, and R represents the distance between the entry point and exit point of the breakpoint. This formula is based on the fact that the cumulative ground travel of the vehicle reflects the actual path length traversed by the vehicle during the breakpoint, and the endpoint distance reflects the spatial connection length between the entry point and exit point of the breakpoint. The difference between the two can represent the additional travel incurred by the vehicle during low-speed driving, stopping, waiting, turning, or detouring.

[0061] Furthermore, in the specific scenario described above, when calculating the cumulative ground travel of the vehicle during the breakpoint using vehicle speed integration, the breakpoint entry point time is 10.0 s, the breakpoint exit point time is 10.5 s, the sampling period is 0.1 s, and the vehicle speed sequence is 11.0 m / s, 11.3 m / s, 11.7 m / s, 12.0 m / s, 11.8 m / s, and 11.4 m / s, respectively. The system uses trapezoidal integration to calculate the cumulative ground travel of the vehicle during the breakpoint.

[0062]

[0063] Therefore, the vehicle ground travel increments within the corresponding sampling periods are 1.115m, 1.150m, 1.185m, 1.190m and 1.160m, respectively, and correspond to the adjacent sampling periods of sampling sequence numbers 100 to 101, 101 to 102, 102 to 103, 103 to 104 and 104 to 105, respectively, for generating compensation positioning points.

[0064] For example, the system calculates the cumulative ground travel L of the vehicle during the breakpoint as 5.8m based on the vehicle speed integral, and the endpoint distance R is calculated as 4.9m based on the positions of the breakpoint entry and exit points. Therefore, the travel difference G is 0.9m. This calculation result is obtained by subtracting 4.9m from 5.8m, and the calculated value is correct. Figure 3 The cumulative ground travel distance of the vehicle corresponds to 5.8m, and the endpoint distance corresponds to 4.9m. The difference between the two is reflected by the difference label, which shows a travel difference of 0.9m. This travel difference indicates that the actual driving path length of the vehicle during the breakpoint is greater than the spatial connection distance between the breakpoint entry point and the breakpoint exit point. The system needs to allocate the travel difference when generating compensation positioning points to avoid the compensation trajectory being directly generated according to the endpoint distance and inconsistent with the actual driving state of the vehicle.

[0065] Based on the recovered sampling times, the system determines the vehicle's ground travel increment within the corresponding sampling period and generates initial compensation positioning points by combining the heading information near the breakpoint entry and exit points. For sampling times near the breakpoint entry point, the system prioritizes using the heading corresponding to the breakpoint entry point for position recursion; for sampling times near the breakpoint exit point, the system constrains the recursive position by combining the heading corresponding to the breakpoint exit point, ensuring that the compensation positioning points remain continuous with the original positioning points before and after the breakpoint in terms of sampling time, sampling sequence, vehicle position, and heading.

[0066] When the travel difference exceeds a preset difference threshold, the system identifies low-speed sampling periods, parking sampling periods, and heading change sampling periods during the breakpoint. For sampling periods where the vehicle speed is below a preset low-speed threshold and the initial displacement between adjacent compensated positioning points is less than a preset displacement threshold, the system designates this as a difference absorption period, ensuring that the compensated positioning points remain in place or only experience displacement changes less than the preset displacement threshold during this period. For sampling periods where the vehicle speed is 0 m / s or close to 0 m / s, the system designates this as a parking sampling period and restricts significant positional jumps in the compensated positioning points during this period. Figure 4 The spatial changes before and after the differential allocation are represented by comparing the trajectory of the initial compensation positioning point and the adjusted compensation positioning point. The low-speed sampling period is used to absorb part of the differential, and the heading change sampling period is used to carry out differential adjustments that are more consistent with the vehicle turning process.

[0067] For the heading change sampling period, the system determines the difference allocation amount based on the heading change between adjacent sampling times. In this embodiment, the system uses the following formula to determine the travel difference allocated to the j-th heading change sampling period:

[0068]

[0069] Where Qj represents the travel difference allocated to the j-th heading change sampling period, G represents the travel difference, Cj represents the heading change amount in the j-th heading change sampling period, and Csum represents the sum of the heading changes in all heading change sampling periods participating in the difference allocation. The basis for this formula is that a larger heading change indicates that the corresponding sampling period is more likely to include turning, detouring, or attitude adjustment processes; therefore, a larger travel difference should be allocated so that the compensation positioning point can reflect the difference between the vehicle's actual travel and its linear spatial displacement.

[0070] For example, during the breakpoint period, the system identifies two heading change sampling periods with heading changes of 6° and 12° respectively. The total heading changes Csum for all participating in the differential allocation is then 18°. When the travel differential G is 0.9m, the sampling period with a heading change of 6° receives a travel differential Qj of 0.3m, and the sampling period with a heading change of 12° receives a travel differential Qj of 0.6m, totaling 0.9m. This data is consistent with the travel differential, and the sampling period with the larger heading change receives a larger travel differential, which conforms to the differential allocation rules. Figure 4 By using differential allocation markings of 0.3m and 0.6m, the two types of adjustment effects, low-speed absorption and heading change, are respectively mapped to the spatial adjustment positions of the compensation positioning points, so that the compensation results not only meet the total travel constraints, but also reduce unreasonable jumps in the compensation trajectory.

[0071] After completing the travel difference allocation, the system adjusts the positions of the compensation positioning points for the corresponding sampling time. For sampling periods without allocated travel differences, the system retains the initial generated positions of the compensation positioning points to maintain the continuity and stability of the breakpoint compensation trajectory. For sampling periods with allocated travel differences, the system smoothly adjusts the positions along the heading direction of the corresponding sampling period, the trajectory direction between adjacent compensation positioning points, or the road travel direction based on the allocation results, and limits the position displacement and heading changes between adjacent compensation positioning points to avoid generating new position jumps. Figure 4 After adjustment, the compensation positioning point is partially offset relative to the initial compensation positioning point, but the whole is still continuously connected from the entry point of the breakpoint to the exit point of the breakpoint. This indicates that the difference allocation does not change the boundaries at both ends of the breakpoint, but rather constrains and corrects the compensation trajectory inside the breakpoint.

[0072] When outputting continuous vehicle travel trajectories, the system sorts the original positioning points before and after the breakpoint, along with the compensated positioning points generated during the breakpoint, according to their sampling sequence numbers, and adds a point source identifier to each positioning point. For compensated positioning points that have undergone travel difference allocation processing, the system further adds a difference allocation identifier. Therefore, the output continuous vehicle travel trajectory not only recovers the missing sampling time, sampling sequence number, and vehicle position during the breakpoint, but also retains the source information and difference allocation information of the compensated positioning points, facilitating subsequent trajectory analysis, reliability assessment, and data traceability.

[0073] Example 2:

[0074] This embodiment provides a vehicle trajectory breakpoint compensation method based on bidirectional constraint sequence synthesis and credibility identification. This method can be applied to a vehicle driving data processing system in a certain unit equipped with a high-precision positioning module, a vehicle travel acquisition module, and a trajectory processing module. During vehicle driving, the system acquires high-precision positioning trajectory data of the vehicle. The trajectory data includes sampling time, sampling number, vehicle position, heading, speed, positioning status, and positioning accuracy; wherein, the vehicle position is represented by horizontal and vertical coordinates under the same map coordinate system.

[0075] The system performs continuity detection on the trajectory data according to the sampling time sequence. When a missing sampling time or sampling sequence number is detected, the positioning status is interrupted, or the vehicle position changes beyond the vehicle motion constraints within adjacent sampling periods, a breakpoint is determined to exist in the vehicle's driving trajectory. The system extracts the positioning boundary windows before and after the breakpoint and determines the breakpoint entry point and breakpoint exit point based on the positioning status of the positioning point, the direction of position increment, the heading continuity, and the sampling period deviation.

[0076] After determining the breakpoint entry and exit points, the system acquires the cumulative vehicle ground travel during the breakpoint period and determines whether the breakpoint meets the compensability condition based on the cumulative vehicle ground travel, the endpoint distance between the breakpoint entry and exit points, and vehicle motion constraints. When the breakpoint meets the compensability condition, the system restores the missing sampling time during the breakpoint period according to the original sampling cycle and restores the missing sampling sequence number according to the continuous relationship of the sampling sequence numbers between the breakpoint entry and exit points.

[0077] In a specific scenario, the vehicle's original sampling period is 0.2 seconds. The sampling sequence number of the breakpoint entry point is 220, the sampling sequence number of the breakpoint exit point is 226, and the missing sampling sequences during the breakpoint period are 221, 222, 223, 224, and 225. Starting from the breakpoint entry point, the system generates a first compensated positioning point sequence point by point, following the increasing direction of the sampling sequence number and combining the vehicle's ground travel increment within the corresponding sampling period with the heading information near the breakpoint entry point. Each compensated positioning point in the first compensated positioning point sequence corresponds to a recovered sampling time and sampling sequence number.

[0078] Simultaneously, starting from the breakpoint exit point, the system generates a second compensation positioning point sequence point by point, following a decreasing sampling sequence, and combining the vehicle's ground travel increment within the corresponding sampling period with the heading information near the breakpoint exit point. The second compensation positioning point sequence shares the same set of sampling sequences as the first compensation positioning point sequence, enabling the system to match and verify the compensation positioning points of the two sequences at the same sampling sequence number. For example... Figure 5 As shown, the shaded area between the entry point and the exit point of the breakpoint represents the missing interval corresponding to sampling numbers 221 to 225. The first compensation positioning point sequence and the second compensation positioning point sequence are formed by recursively pushing from both sides of the breakpoint toward the middle, and a corresponding point relationship that can be used for position deviation verification appears near sampling number 223. This shows that the bidirectional recursion is not a simple connection between the two ends, but rather uses the reliable trajectories on both sides of the breakpoint to mutually constrain the missing interval.

[0079] The system compares the positional deviation and heading deviation of the first and second compensated positioning point sequences at the same sampling sequence number. Positional deviation indicates the degree of spatial offset between the two compensated positioning points in the same map coordinate system, while heading deviation indicates the degree of consistency in the vehicle's travel direction corresponding to the two compensated positioning points. When the positional deviation is less than or equal to a preset positional deviation threshold, and the heading deviation is less than or equal to a preset heading deviation threshold, the system determines that the synthesis condition is met at that sampling sequence number. Figure 6 As shown, the position deviation curve and the heading deviation curve correspond to different vertical axes. The position deviation threshold and the heading deviation threshold are used to jointly limit the synthesizable sampling sequence number. Among them, the sampling sequence number 223 is lower than the corresponding threshold, which can serve as a valid basis for the final compensation positioning point synthesis.

[0080] In this embodiment, the system uses the following formula to calculate the positional deviation between the first compensated positioning point sequence and the second compensated positioning point sequence at sampling sequence number k:

[0081]

[0082] in, This represents the positional deviation between the first compensated positioning point sequence and the second compensated positioning point sequence at sampling sequence number k. This represents the horizontal coordinate of the first compensated positioning point sequence at sampling number k. This represents the vertical coordinate of the first compensated positioning point sequence at sampling number k. This represents the horizontal coordinate of the second compensation positioning point sequence at sampling number k. This represents the longitudinal coordinate of the second compensation positioning point sequence at sampling number k. The basis for this formula is that, in the same map coordinate system, the difference in lateral and longitudinal coordinates between two compensation positioning points together reflect the degree of spatial deviation between them. The system uses this positional deviation to determine whether the two compensation sequences are consistent at that sampling number.

[0083] For example, at sampling number 223, the lateral coordinates of the first compensation positioning point sequence are 135.20m and the longitudinal coordinates are 42.10m, while the lateral coordinates of the second compensation positioning point sequence are 135.48m and the longitudinal coordinates are 42.31m. Substituting these data into the position deviation calculation formula, the lateral coordinate difference is 0.28m, the longitudinal coordinate difference is 0.21m, and the sum of the squares of the lateral and longitudinal coordinate differences is 0.1225m². Taking the square root of this sum of squares yields the position deviation. The value is 0.35m. If the preset position deviation threshold is 0.50m, and the heading deviation at this sampling number is 2.0°, and the preset heading deviation threshold is 3.0°, then the system determines that sampling number 223 meets the synthesis conditions. Figure 6 The position deviation corresponding to sampling number 223 is 0.35m and the heading deviation is 2.0°. Both of these values ​​are below the corresponding thresholds, which can intuitively reflect that the sampling number has good bidirectional consistency.

[0084] When the synthesis conditions are met at a sampling number, the system can use the compensation positioning point near the breakpoint entry point in the first compensation positioning point sequence, the compensation positioning point near the breakpoint exit point in the second compensation positioning point sequence, and the compensation positioning point corresponding to the sampling number where the position deviation between the two sequences is less than a preset position deviation threshold, to synthesize the final compensation positioning point. If both compensation positioning points can be used at the same sampling number, the system selects the compensation positioning point with better continuity in position and heading with the adjacent compensation positioning point, or smoothly merges the two compensation positioning points to form the final compensation positioning point corresponding to that sampling number.

[0085] When the position deviation or heading deviation between the first compensated positioning point sequence and the second compensated positioning point sequence at the same sampling number does not meet the synthesis condition, the system records the interval of consecutive sampling numbers that do not meet the synthesis condition, and further compares the changing trend of the position deviation within this interval. The system uses the following formula to calculate the change in position deviation between adjacent sampling numbers:

[0086]

[0087] in, This represents the change in the positional deviation of the sampling number k relative to the previous sampling number. This indicates the positional deviation at sampling number k. This represents the positional deviation at the sampling sequence number preceding sampling sequence number k. The basis for this formula is that the change in positional deviation between adjacent sampling sequences can reflect whether the deviation between the two-way compensation results is gradually decreasing or gradually increasing; when the change in positional deviation corresponding to consecutive sampling sequences gradually decreases or becomes negative, it indicates that the deviation has a convergence trend, and when the change in positional deviation corresponding to consecutive sampling sequences continues to increase or becomes positive, it indicates that the deviation has a diffusion trend.

[0088] For example, if the position deviation at sampling number 222 is 0.46m and the position deviation at sampling number 223 is 0.35m, then the change in position deviation of sampling number 223 relative to sampling number 222 is... The value is -0.11m. This result, obtained by subtracting 0.46m from 0.35m, indicates that the position deviation has decreased, and the compensation result is converging in this direction. If sampling points 221 and 222 fail to meet the synthesis conditions due to heading deviation exceeding the preset heading deviation threshold, but their position deviations show a decreasing trend along both the breakpoint entry and exit directions, the system will mark the corresponding compensation positioning points as low-confidence compensation positioning points to retain their reference value and remind subsequent users to use them with caution. Figure 7 As shown, the positional deviation changes corresponding to sampling numbers 222 and 223 are below the trend boundary line, indicating that the bidirectional deviations within this interval show a convergence trend, which can support the identification of low-confidence compensation positioning points.

[0089] For example, the position deviation at sampling number 224 is 0.58m and the heading deviation is 3.4°; the position deviation at sampling number 225 is 0.76m and the heading deviation is 4.1°, both exceeding the corresponding preset thresholds. Compared to the position deviation of 0.35m at sampling number 223, the position deviations at sampling numbers 224 and 225 continue to increase. The change in position deviation of sampling number 224 relative to sampling number 223 is 0.23m, and the change in position deviation of sampling number 225 relative to sampling number 224 is 0.18m, indicating that the spatial difference between the first and second compensated positioning point sequences is continuously expanding. The system marks the corresponding compensated positioning points within this continuous sampling number interval as uncompensated positioning points to avoid using unreliable position results as valid trajectories. Figure 7As shown, the positional deviation changes corresponding to sampling numbers 224 and 225 are above the trend boundary line and within the diffusion range, indicating that the consistency of the bidirectional recursive results within this range is insufficient and they should not be directly output as effective compensation positions.

[0090] After completing the final compensation positioning point synthesis and confidence labeling, the system sorts the original positioning points before and after the breakpoint, the compensation positioning points that meet the synthesis conditions, the low-confidence compensation positioning points, and the non-compensable positioning points according to their sampling sequence numbers, and outputs the continuous vehicle driving trajectory. Each positioning point in the continuous vehicle driving trajectory is additionally marked with a point source identifier, and low-confidence compensation positioning points and non-compensable positioning points are further marked with confidence labels, so that subsequent trajectory analysis, vehicle driving status judgment, and data tracing can distinguish compensation results with different confidence levels.

[0091] In the above manner, the system uses the reliable positioning information on both sides of the breakpoint entry point and breakpoint exit point to generate the first compensation positioning point sequence and the second compensation positioning point sequence, respectively. It synthesizes and identifies the position deviation, heading deviation and position deviation change trend at the same sampling number, thereby reducing the cumulative error caused by unidirectional recursion while restoring the missing trajectory during the breakpoint, and improving the stability, traceability and reliability of continuous vehicle driving trajectory.

Claims

1. A method for compensating for vehicle trajectory breakpoints based on high-precision positioning, characterized in that, include: Acquire high-precision vehicle positioning trajectory data, which includes sampling time, sampling number, vehicle position, heading, speed, positioning status, and positioning accuracy. When the trajectory data has sampling gaps, positioning status interruptions, or vehicle position jumps, extract the positioning boundary windows before and after the breakpoint, and determine the breakpoint entry point and breakpoint exit point based on the positioning status, position increment direction, heading continuity, and sampling period deviation of the positioning points within the positioning boundary windows. The cumulative ground travel of the vehicle during the breakpoint is obtained, which is obtained by wheel travel, odometer travel, or vehicle speed integration. When the cumulative ground travel of the vehicle is greater than or equal to the distance between the endpoints from the breakpoint entry point to the breakpoint exit point, and less than or equal to the upper limit of the motion distance determined according to the vehicle motion constraints, the missing sampling time and sampling sequence number during the breakpoint are restored according to the original sampling period. Based on the recovered sampling time, the vehicle ground travel increment within the corresponding sampling period, and the heading before and after the breakpoint, compensated positioning points corresponding to each sampling time are generated, and a continuous vehicle driving trajectory containing the original positioning point, compensated positioning point, and point source identifier is output.

2. The compensation method according to claim 1, characterized in that, The position displacement of adjacent positioning points within the positioning boundary window and the vehicle ground travel increment within the corresponding sampling period are obtained; when the positioning status of the positioning point is not interrupted but the difference between the position displacement and the vehicle ground travel increment exceeds the preset travel deviation threshold, or the angle between the position increment direction and the vehicle heading exceeds the preset heading angle threshold, the positioning point is excluded. The breakpoint entry point and the breakpoint exit point are determined from the excluded location points.

3. The compensation method according to claim 1, characterized in that, The travel difference between the cumulative ground travel of the vehicle and the endpoint distance between the entry point and the exit point of the breakpoint is obtained. When the travel difference is greater than a preset difference threshold, the travel difference is allocated to the low-speed sampling period, the parking sampling period, or the heading change sampling period during the breakpoint, and the compensation positioning point of the corresponding sampling time is adjusted according to the allocation result.

4. The compensation method according to claim 1, characterized in that, A first compensated positioning point sequence is generated forward from the breakpoint entry point, and a second compensated positioning point sequence is generated backward from the breakpoint exit point. When the position deviation between the first compensated positioning point sequence and the second compensated positioning point sequence at the same sampling number is less than or equal to a preset position deviation threshold, and the heading deviation is less than or equal to a preset heading deviation threshold, the compensated positioning point is synthesized; otherwise, the compensated positioning point at the corresponding sampling number is marked as a low-confidence compensated positioning point or an uncompensated positioning point.

5. The compensation method according to claim 3, characterized in that, When allocating the travel difference to the low-speed sampling period, parking sampling period, or heading change sampling period during the breakpoint, the sampling period in which the vehicle speed is lower than the preset low-speed threshold and the position displacement between the initially generated adjacent compensation positioning points is less than the preset displacement threshold is preferentially selected as the difference absorption period, so that the compensation positioning points in the difference absorption period remain unchanged or generate a displacement change less than the preset displacement threshold.

6. The compensation method according to claim 3, characterized in that, When allocating the travel difference to the heading change sampling period, the difference allocation ratio is determined based on the heading change between adjacent sampling times within the heading change sampling period. The sampling period with a large heading change is allocated more travel difference than the sampling period with a small heading change, so that the vehicle ground travel increment at the corresponding compensation positioning point is greater than its position displacement.

7. The compensation method according to claim 3, characterized in that, When adjusting the compensation positioning point for the corresponding sampling time, the initial generated position of the compensation positioning point in the sampling period for which the travel difference has not been allocated is retained, the position of the compensation positioning point in the sampling period for which the travel difference has been allocated is adjusted, and a difference allocation identifier is added to the compensation positioning point during output.

8. The compensation method according to claim 4, characterized in that, When the position deviation and heading deviation of the first compensation positioning point sequence and the second compensation positioning point sequence at the same sampling number meet the preset conditions, the compensation positioning point is synthesized by using the compensation positioning point on the side closer to the breakpoint entry point in the first compensation positioning point sequence, the compensation positioning point on the side closer to the breakpoint exit point in the second compensation positioning point sequence, and the compensation positioning point corresponding to the sampling number where the position deviation between the two is less than the preset deviation threshold.

9. The compensation method according to claim 4, characterized in that, When the position deviation or heading deviation of the first compensation positioning point sequence and the second compensation positioning point sequence at the same sampling number does not meet the preset condition, the sampling number interval that does not meet the preset condition is recorded, and the compensation positioning points in the sampling number interval are marked as low confidence compensation positioning points or non-compensable positioning points.

10. The compensation method according to claim 9, characterized in that, When a compensation positioning point within the sampling sequence interval is identified as a low-confidence compensation positioning point or an uncompensable positioning point, the position deviation change trend of the compensation positioning point relative to the first compensation positioning point sequence and the second compensation positioning point sequence is compared. When the position deviation change trend converges in both the direction of the breakpoint entry point and the direction of the breakpoint exit point, the corresponding compensation positioning point is identified as a low-confidence compensation positioning point. When the position deviation change trend diffuses in at least one side, the corresponding compensation positioning point is identified as an uncompensable positioning point.

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