CN112729317B - Method for locating a vehicle and in-vehicle system - Google Patents
Method for locating a vehicle and in-vehicle system Download PDFInfo
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- CN112729317B CN112729317B CN202011490344.7A CN202011490344A CN112729317B CN 112729317 B CN112729317 B CN 112729317B CN 202011490344 A CN202011490344 A CN 202011490344A CN 112729317 B CN112729317 B CN 112729317B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
- G01C21/28—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network with correlation of data from several navigational instruments
- G01C21/30—Map- or contour-matching
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
- G01C21/34—Route searching; Route guidance
- G01C21/3407—Route searching; Route guidance specially adapted for specific applications
- G01C21/343—Calculating itineraries, i.e. routes leading from a starting point to a series of categorical destinations using a global route restraint, round trips, touristic trips
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C25/00—Manufacturing, calibrating, cleaning, or repairing instruments or devices referred to in the other groups of this subclass
- G01C25/005—Manufacturing, calibrating, cleaning, or repairing instruments or devices referred to in the other groups of this subclass initial alignment, calibration or starting-up of inertial devices
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- Radar, Positioning & Navigation (AREA)
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- Automation & Control Theory (AREA)
- Manufacturing & Machinery (AREA)
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Abstract
The application discloses a method for positioning a vehicle, wherein a plurality of inertial sensors are arranged on the vehicle, and the method comprises the following steps: calculating reference positions of a plurality of inertial sensors during running of the vehicle; eliminating random offset errors and/or systematic offset errors of reference positions of the plurality of inertial sensors to correct the reference positions of the plurality of inertial sensors; and positioning the vehicle according to the corrected reference positions of the plurality of inertial sensors. By means of the method and the vehicle-mounted system for positioning the vehicle, random offset errors and/or systematic offset errors of the reference positions of the plurality of inertial sensors can be eliminated to correct the reference positions of the plurality of inertial sensors, and therefore positioning accuracy of inertial navigation is improved.
Description
Technical Field
The application relates to the technical field of automobiles and communication, in particular to a method for positioning a vehicle and an on-board system.
Background
With the demands of technical development of smart cities, intelligent transportation, automatic driving and the like, the high-precision positioning demands for vehicles are more and more urgent. Currently, civilian vehicle positioning services are mainly provided by global satellite navigation systems (GNSS, global Navigation Satellite System). After the GNSS positioning device on the vehicle is started, the satellites in the air are scanned through the ephemeris, a satellite group (for example, four satellites) with good signals is acquired, and the distance between the satellite group and each satellite is calculated through the time of receiving satellite signals, so that the actual position of the GNSS positioning device on the vehicle on the earth, namely the GNSS position, is obtained.
However, vehicles do not always obtain a good quality GNSS signal. In the case where GNSS signals disappear (e.g., the vehicle passes through a tunnel) or where the signals are severely interfered by multipath, positioning of the vehicle is generally achieved by inertial navigation techniques. Inertial navigation belongs to a dead reckoning navigation mode, namely, the position of the next point is calculated from the position of a known point according to continuously measured course angle and speed of a moving body, so that the current position of the moving body can be continuously measured. In particular, inertial navigation technology requires that inertial sensors (including gyroscopes and acceleration sensors) be provided on the vehicle. The gyroscope is used to form a navigational coordinate system in which the measuring axes of the acceleration sensor are stabilized and to give heading and attitude angles. The acceleration sensor is used to measure the acceleration of the moving body. The speed is obtained through one integration of time, and the displacement can be obtained through one integration of time, so that the reference position of the inertial sensor is calculated to realize the positioning of the vehicle.
However, due to the limited sensing accuracy of the inertial sensor and the change of the external environment, the calculated reference position may generate an offset error, thereby affecting the positioning accuracy of inertial navigation.
Disclosure of Invention
The present application proceeds from the provision of a method and an onboard system for locating a vehicle, which solve the above-mentioned problems of the prior art.
Embodiments of the present application provide a method for locating a vehicle having a plurality of inertial sensors disposed thereon, the method comprising:
during the running of the vehicle, the reference positions of a plurality of inertial sensors are calculated,
eliminating random offset error and/or systematic offset error of reference positions of a plurality of inertial sensors to correct the reference positions of the plurality of inertial sensors, and
and positioning the vehicle according to the corrected reference positions of the plurality of inertial sensors.
Optionally, eliminating random offset errors of reference positions of the plurality of inertial sensors includes:
an inertial sensor having no change in the mutual positional relationship with the reference position of at least one other inertial sensor is taken as an inertial sensor having no random offset error,
an inertial sensor having a change in positional relationship with reference positions of other inertial sensors as an inertial sensor having a random offset error, and
the random offset error of the inertial sensor with random offset error is eliminated by using the reference position of the inertial sensor without random offset error.
Optionally, the method further comprises:
if the same random offset error is repeated for a reference position of an inertial sensor, the random offset error is taken into account as an offset weight parameter when calculating the reference position of the inertial sensor.
Optionally, removing systematic offset errors of reference positions of the plurality of inertial sensors includes:
calibrating and eliminating systematic offset errors of a plurality of inertial sensors in the vehicle development process; or alternatively
Other information about the vehicle position is used to eliminate systematic offset errors in the reference positions of the plurality of inertial sensors during vehicle travel.
Optionally, the other information related to the vehicle position includes at least one of the following information: wheel speed sensor information, high-precision positioning information with good quality, and high-precision map information.
Optionally, the method further comprises:
if the same systematic offset error is repeated for each of the reference positions of the plurality of inertial sensors, the systematic offset error is considered as an offset weight parameter when calculating the reference positions of the plurality of inertial sensors.
Alternatively, the plurality of inertial sensors are arranged at different positions of the vehicle apart from each other at regular intervals.
Optionally, the vehicle is provided with three or four inertial sensors.
Embodiments of the present application also provide an in-vehicle system comprising a control module and a plurality of inertial sensors, the control module being arranged to perform the above method provided by the present application.
The method and the vehicle-mounted system for positioning a vehicle of the embodiments of the present application have at least the following advantages:
by means of the method and the vehicle-mounted system for positioning the vehicle, random offset errors and/or systematic offset errors of the reference positions of the plurality of inertial sensors can be eliminated to correct the reference positions of the plurality of inertial sensors, and therefore positioning accuracy of inertial navigation is improved.
Drawings
Further details and advantages of the application will become apparent from the detailed description provided hereinafter. It is to be understood that the following drawings are merely schematic and are not drawn to scale and, therefore, are not considered limiting of the present application, and the detailed description will be given with reference to the accompanying drawings in which:
FIG. 1 illustrates a flow chart of a method for locating a vehicle according to one embodiment of the application.
Fig. 2A and 2B show schematic views of a vehicle provided with three inertial sensors.
Fig. 3A and 3B show schematic views of a vehicle provided with four inertial sensors.
Fig. 4 schematically illustrates the random offset error of the reference position of the inertial sensor.
Fig. 5 schematically illustrates a systematic offset error of the reference position of the inertial sensor.
Detailed Description
Embodiments of the present application are described below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding and enabling description of the application to one skilled in the art. It will be apparent, however, to one skilled in the art that the present application may be practiced without some of these specific details. Furthermore, it should be understood that the application is not limited to specific described embodiments. Rather, any combination of the features and elements described below is contemplated to implement the application, whether or not they relate to different embodiments. Thus, the following aspects, features, embodiments and advantages are merely illustrative and should not be considered elements or limitations of the claims except where explicitly set out in a claim.
Referring now to FIG. 1, a flow chart of a method for locating a vehicle according to one embodiment of the present application is shown. The vehicle is provided with a plurality of inertial sensors. As shown in fig. 1, the method includes:
step S101, during running of the vehicle, calculating reference positions of a plurality of inertial sensors.
The onboard control module may use a dead reckoning algorithm on data from the plurality of inertial sensors to infer reference positions of the plurality of inertial sensors from the initial GNSS reference signals. The initial GNSS reference signal may be derived from various base stations, such as C-V2X base stations, RTK base stations, or other vehicle-given position reference models, or from the cloud, or even from instantaneous high-precision positioning signals acquired by the vehicle itself. The control module may be any available processor disposed on the vehicle. The plurality of inertial sensors may be arranged at different positions of the vehicle apart from each other at regular intervals. For example, three or four inertial sensors may be provided on the vehicle.
The inertial sensor may be any suitable type of inertial sensor, such as a six-axis inertial sensor (including a three-axis gyroscope and a three-axis acceleration sensor) or a nine-axis inertial sensor (including a three-axis gyroscope, a three-axis acceleration sensor, and a three-axis magnetic induction sensor).
Fig. 2A and 2B show schematic views of a vehicle provided with three inertial sensors. As shown in fig. 2A and 2B, three inertial sensors A, B and C are located at three vertices of an equilateral triangle. The vehicle center position is located at the center of the equilateral triangle. It will be appreciated by those skilled in the art that the three inertial sensors may also be formed at regular intervals in other regular shapes, such as isosceles triangles, to facilitate calculation of the vehicle center position, without departing from the scope of the present application.
Fig. 3A and 3B show schematic views of a vehicle provided with four inertial sensors. As shown in fig. 3A and 3B, four inertial sensors A, B, C and D are located at the four vertices of a square. The vehicle center position is located at the center of the square. Those skilled in the art will appreciate that the four inertial sensors may also be configured at regular intervals in other regular shapes such as rectangular and isosceles trapezoids to facilitate calculation of the vehicle center position without departing from the scope of the present application.
Step S102, eliminating random offset errors and/or systematic offset errors of the reference positions of the plurality of inertial sensors to correct the reference positions of the plurality of inertial sensors.
The reference position, which is deduced from the data of the inertial sensor, is deviated from the actual position, i.e. randomly offset error, due to the sensing accuracy of the inertial sensor. However, since the position of each inertial sensor on the vehicle is fixed, the actual positional deviation between the plurality of inertial sensors is also fixed, so that the inertial sensor having a random offset error or a larger random offset error can be found out from the change in the positional relationship between the reference positions of the respective inertial sensors, and the reference positions thereof can be corrected in time.
Specifically, the control module may monitor the reference position of each inertial sensor in real time, take the inertial sensor whose mutual position relationship with the reference position of at least one other inertial sensor has not changed within a set period of time as the inertial sensor having no random offset error, take the inertial sensor whose mutual position relationship with the reference position of the other inertial sensor has changed within a set period of time as the inertial sensor having random offset error, and cancel the random offset error of the inertial sensor having random offset error using the reference position of the inertial sensor having no random offset error. The set period of time depends on the data refresh rate of the signal output of the inertial sensor, which may be 0.02 seconds, for example.
Therefore, the method for eliminating the random offset error in the application utilizes the relative fixed positions among the inertial sensors to correct the positions of the inertial sensors deviating from the relative fixed positions in time, so that the position output of the inertial sensors after correction returns to the trusted reference position. And this process is repeated continuously to correct random offset errors for each inertial sensor.
For example, using four inertial sensors as an example, fig. 4 schematically illustrates random offset errors of reference positions of the inertial sensors. As shown in fig. 4, four inertial sensors A, B, C and D are provided on the vehicle, and these four inertial sensors A, B, C and D are located at the four vertices of a square. During the running of the vehicle, the control module finds that the mutual position relationship of the reference positions of B, C and D does not change or only changes very slightly during the monitoring process, and the distance between them remains basically unchanged. However, the distance between the reference positions a 'and B, C and D of a changes, and it can be seen intuitively that a' no longer forms a square with B, C and D. The control module thus determines B, C that D has no random offset error and a has a random offset error. The control module may then cancel the random offset error of a based on the reference positions of B, C and D to correct the reference position of a, i.e., calculate the correct reference position of a based on the reference positions of B, C and D and the four inertial sensors, and adjust the reference position of a from a' to a.
If the control module finds that the reference position of a certain inertial sensor is continuously repeating the same random offset error, the random offset error is taken into account as an offset weight parameter when calculating the reference position of the inertial sensor. Specifically, when calculating the reference position of the inertial sensor, it may be defaulted that the inertial sensor always has the random offset error, i.e., the reference position of the inertial sensor is constantly offset in a specific direction by a specific distance per unit time. Thus, in the process of calculating the reference position of the inertial sensor, a random offset error value at a corresponding moment can be calculated, and the reference position of the inertial sensor is directly adjusted according to the error value.
In the present application, four inertial sensors are preferred because the use of four inertial sensors may result in more redundant reference selections than the use of three inertial sensors. The use of four inertial sensors can cope with the case where two inertial sensors have random offset errors at the same time (although this is rare), while the use of three inertial sensors can cope with the case where only one inertial sensor has random offset errors. If a greater number of inertial sensors are used, this can lead to more redundant reference selections, but it can also increase costs.
In addition, inertial navigation matrix systems composed of multiple inertial sensors also have systematic offset errors due to external environmental changes (e.g., temperature changes) or equipment aging, which may substantially offset the reference position of each inertial sensor in the inertial navigation matrix system by the same distance in the same direction constantly per unit time.
For example, using four inertial sensors as an example, FIG. 5 schematically illustrates systematic offset errors of the inertial sensor's reference position. As shown in fig. 5, four inertial sensors A, B, C and D are provided on the vehicle, and these four inertial sensors A, B, C and D are located at the four vertices of a square. During the running of the vehicle, the reference positions A, B, C and D are offset due to systematic offset errors, and the offset reference positions are a ', B', C 'and D', respectively.
This systematic offset error can be corrected in two ways:
1. during vehicle development, systematic offset errors of multiple inertial sensors are calibrated and eliminated.
2. Other information about the vehicle position is used to eliminate systematic offset errors in the reference positions of the plurality of inertial sensors during vehicle travel. In particular, other information related to vehicle position may include, but is not limited to, wheel speed sensor information, good quality high accuracy positioning information (e.g., GNSS signals received over open terrain without multipath interference), high accuracy map information, and the like. The reference positions of the plurality of inertial sensors may be compared with the vehicle position obtained by other information about the vehicle position to calculate systematic offset errors of the plurality of inertial sensors, and the systematic offset errors of the reference positions of each inertial sensor are eliminated, adjusting the reference positions of the respective inertial sensors from a ', B', C ', and D' to A, B, C and D.
If the control module finds that the reference positions of the plurality of inertial sensors are all continuously repeating the same systematic offset error, the systematic offset error is considered as an offset weight parameter when calculating the reference positions of the inertial sensors. Specifically, when calculating the reference positions of the inertial sensors, it may be defaulted that each inertial sensor always has the systematic offset error, that is, the reference positions of the inertial sensors are all constantly offset in the same direction by the same distance per unit time. In this way, in calculating the reference position of each inertial sensor, a systematic offset error value at the corresponding time can be calculated, and the reference position of each inertial sensor is directly adjusted according to the error value.
Step S103, positioning the vehicle according to the corrected reference positions of the plurality of inertial sensors.
Specifically, the vehicle center position may be calculated from the corrected reference positions of the plurality of inertial sensors, and the vehicle center position is taken as the actual position of the vehicle.
By means of the method and the vehicle-mounted system for positioning the vehicle, random offset errors and/or systematic offset errors of the reference positions of the plurality of inertial sensors can be eliminated to correct the reference positions of the plurality of inertial sensors, and therefore positioning accuracy of inertial navigation is improved.
In addition, by means of the method and the vehicle-mounted system for positioning the vehicle, only the vehicle is required to have a common inertial sensor, and a foundation positioning (RTK) technology is not required to be used, so that the method and the vehicle-mounted system have lower cost compared with a fused inertial navigation technical scheme, and meet the requirements of users of the common vehicle.
It should be noted that the above description is illustrative only and not limiting of the application. In other embodiments of the application, the method may have more, fewer, or different steps, and the order, inclusion, functional relationship between steps may be different than that described and illustrated. For example, typically multiple steps may be combined into a single step, which may also be split into multiple steps. It is within the scope of the present application for one of ordinary skill to vary the sequence of steps without undue burden.
The technical solution of the present application may be embodied in essence or in a part contributing to the prior art or in whole or in part in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor or a microcontroller to perform all or part of the steps of the method according to the embodiments of the present application.
Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the method embodiments described above may be performed by hardware associated with program instructions. The foregoing program may be stored in a computer readable storage medium. The program, when executed, performs steps including the method embodiments described above; and the aforementioned storage medium includes: various media that can store program code, such as ROM, RAM, magnetic or optical disks.
While the application has been described in terms of preferred embodiments, the application is not limited thereto. Any person skilled in the art shall not depart from the spirit and scope of the present application and shall accordingly fall within the scope of the application as defined by the appended claims.
Claims (8)
1. A method for locating a vehicle, wherein a plurality of inertial sensors are disposed on the vehicle, the method comprising:
during the running of the vehicle, the reference positions of a plurality of inertial sensors are calculated,
eliminating random offset errors of reference positions of the plurality of inertial sensors to correct the reference positions of the plurality of inertial sensors, and
positioning the vehicle according to the corrected reference positions of the plurality of inertial sensors,
wherein eliminating random offset errors of reference positions of the plurality of inertial sensors comprises:
an inertial sensor whose mutual positional relationship with the reference position of at least one other inertial sensor is unchanged for a set period of time is taken as an inertial sensor free from random offset errors,
an inertial sensor having a positional relationship with reference positions of other inertial sensors changed within a set period of time, as an inertial sensor having a random offset error, and
the random offset error of the inertial sensor with random offset error is eliminated by using the reference position of the inertial sensor without random offset error.
2. The method of claim 1, wherein the method further comprises:
if the same random offset error is repeated for a reference position of an inertial sensor, the random offset error is taken into account as an offset weight parameter when calculating the reference position of the inertial sensor.
3. The method of claim 1, wherein the method further comprises: eliminating systematic offset errors of the reference positions of the plurality of inertial sensors to correct the reference positions of the plurality of inertial sensors;
wherein the removing of systematic offset errors of reference positions of the plurality of inertial sensors comprises:
calibrating and eliminating systematic offset errors of a plurality of inertial sensors in the vehicle development process; or alternatively
Other information about the vehicle position is used to eliminate systematic offset errors in the reference positions of the plurality of inertial sensors during vehicle travel.
4. A method according to claim 3, wherein the other information relating to the vehicle location comprises at least one of the following: wheel speed sensor information, high-precision positioning information with good quality, and high-precision map information.
5. A method according to claim 3, wherein the method further comprises:
if the same systematic offset error is repeated for each of the reference positions of the plurality of inertial sensors, the systematic offset error is considered as an offset weight parameter when calculating the reference positions of the plurality of inertial sensors.
6. The method of claim 1, wherein the plurality of inertial sensors are disposed at different locations of the vehicle at regular intervals apart from one another.
7. The method of claim 6, wherein three or four inertial sensors are provided on the vehicle.
8. An in-vehicle system comprising a control module and a plurality of inertial sensors, the control module being arranged to perform the method of any one of claims 1-7.
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| CN202011490344.7A CN112729317B (en) | 2020-12-17 | 2020-12-17 | Method for locating a vehicle and in-vehicle system |
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