CN111426332A

Movatterモバイル変換

Info

Publication number: CN111426332A
Application number: CN202010099455.9A
Authority: CN
Inventors: 周小红; 申浩; 郝立良; 高春乐
Original assignee: Beijing Sankuai Online Technology Co Ltd
Current assignee: Beijing Sankuai Online Technology Co Ltd
Priority date: 2020-02-18
Filing date: 2020-02-18
Publication date: 2020-07-17
Anticipated expiration: 2040-02-18
Also published as: WO2021164341A1; CN111426332B

Abstract

The application discloses a course installation error determination method and device, electronic equipment and a storage medium. The method comprises the following steps: acquiring a course angle and a track angle output by a combined navigation system of a driving device in a first driving process; the navigation system comprises a first sensor, a second sensor, a first driving process and a second driving process, wherein the course angle is determined according to the first sensor in the integrated navigation system, the course angle is determined according to the second sensor in the navigation system, and the driving strategy of the first driving process is that the driving equipment performs straight driving at a speed not less than a preset speed; determining a track angle mean value according to the track angle, and determining a course angle mean value according to the course angle; and obtaining the course installation error of the first sensor according to the track angle mean value and the course angle mean value. The method has the advantages that hardware of the driving equipment is not required to be changed, expensive and complex-operation equipment such as an electronic horizontal quadrant or a theodolite is not required to be utilized, the robustness of a calculation result is enhanced through mean value calculation of data, the cost is low, the result is accurate, and the efficiency is high.

Description

Course installation error determination method and device, electronic equipment and storage medium

Technical Field

The application relates to the technical field of navigation, in particular to a course installation error determination method, a course installation error determination device, electronic equipment and a storage medium.

Background

Various sensors, such as a Global Positioning System (GPS) sensor, an Inertial Measurement Unit (IMU), etc., are generally installed in the driving device to assist the driving device, especially the automatic driving device, in positioning and navigating. However, when the sensors are installed on the driving device, the actual installation position may not be consistent with the preset installation position, that is, installation errors may occur, and if the data collected by the sensors are directly used without considering the installation errors, the final positioning and navigation results may be inaccurate. At present, a mode for effectively measuring installation errors, particularly course installation errors, is lacked.

Disclosure of Invention

In view of the above, the present application is made to provide a heading installation error determination method, apparatus, electronic device, and storage medium that overcome or at least partially address the above-mentioned problems.

According to an aspect of the application, a course installation error determination method is provided, and comprises the following steps:

acquiring a course angle and a track angle output by a combined navigation system of a driving device in a first driving process; the course angle is determined according to a first sensor in the integrated navigation system, the track angle is determined according to a second sensor in the navigation system, and the driving strategy of the first driving process is that the driving equipment drives in a straight line at a speed not less than a preset speed; determining a track angle mean value according to the track angle, and determining a course angle mean value according to the course angle; and obtaining the course installation error of the first sensor according to the track angle mean value and the course angle mean value.

Optionally, the second sensor is a global navigation satellite system GNSS sensor, and the obtaining a heading angle and a track angle output by the integrated navigation system of the driving device during the first driving process includes: and determining a track angle according to the geographical position information and/or the speed information acquired by the GNSS sensor.

Optionally, the first sensor is an inertial measurement unit, IMU, the method further comprising: acquiring navigation data output by the integrated navigation system in a second driving process of the driving equipment; the second driving process precedes the first driving process; and calibrating the integrated navigation system according to the navigation data.

Optionally, the driving strategy of the second driving process includes at least one of: the driving equipment performs linear acceleration driving; the driving equipment performs linear deceleration driving; the steering device performs 8-shaped driving.

Optionally, the calibrating the integrated navigation system according to the navigation data includes: and determining the course error of the IMU according to the navigation data, and calibrating the integrated navigation system according to the course error of the IMU until the course error of the IMU is converged.

Optionally, the determining a heading error of the IMU from the navigation data includes: and calculating the course error of the IMU according to a Kalman filter and the navigation data.

Optionally, the method further comprises: and determining the course of the driving equipment by using the course installation error and the course angle output by the integrated navigation system.

According to another aspect of the present application, there is provided a heading error determination apparatus comprising: the data acquisition unit is used for acquiring a course angle and a track angle output by the integrated navigation system of the driving equipment in a first driving process; the course angle is determined according to a first sensor in the integrated navigation system, the track angle is determined according to a second sensor in the navigation system, and the driving strategy of the first driving process is that the driving equipment drives in a straight line at a speed not less than a preset speed; the determining unit is used for determining a track angle mean value according to the track angle and determining a course angle mean value according to the course angle; and obtaining the course installation error of the first sensor according to the track angle mean value and the course angle mean value.

Optionally, the second sensor is a GNSS sensor, and the obtaining unit is configured to determine a track angle according to geographic position information and/or speed information acquired by the GNSS sensor.

Optionally, the first sensor is an inertial measurement unit IMU, the apparatus further comprising: the calibration unit is used for acquiring navigation data output by the integrated navigation system in a second driving process of the driving equipment; the second driving process precedes the first driving process; and calibrating the integrated navigation system according to the navigation data.

Optionally, the calibration unit is configured to determine a heading error of the IMU according to the navigation data, and calibrate the integrated navigation system according to the heading error of the IMU until the heading error of the IMU converges.

Optionally, the calibration unit is configured to calculate a heading error of the IMU according to a kalman filter and the navigation data.

Optionally, the determining unit is further configured to determine the heading of the driving device by using the heading installation error and a heading angle output by the integrated navigation system.

In accordance with yet another aspect of the present application, there is provided an electronic device including: a processor; and a memory arranged to store computer executable instructions that, when executed, cause the processor to perform a method as any one of the above.

According to a further aspect of the application, there is provided a computer readable storage medium, wherein the computer readable storage medium stores one or more programs which, when executed by a processor, implement a method as in any above.

According to the technical scheme, the combined navigation system respectively calculates the mean value of the course angles and the mean value of the course angles based on the course angles and the track angles output by the first sensor and the second sensor by acquiring the course angle and the track angle output by the driving device in the high-speed straight line driving process, and finally obtains the course installation error of the first sensor according to the mean value of the course angles and the mean value of the course angles. The technical scheme has the advantages that hardware of the driving equipment does not need to be changed, expensive and complex-operation equipment such as an electronic horizontal quadrant and a theodolite does not need to be utilized, the robustness of a calculation result is enhanced through mean value calculation of data, the cost is low, the result is accurate, and the efficiency is high.

The foregoing description is only an overview of the technical solutions of the present application, and the present application can be implemented according to the content of the description in order to make the technical means of the present application more clearly understood, and the following detailed description of the present application is given in order to make the above and other objects, features, and advantages of the present application more clearly understandable.

Drawings

Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the application. Also, like reference numerals are used to refer to like parts throughout the drawings. In the drawings:

FIG. 1 shows a schematic flow diagram of a course installation error determination method according to an embodiment of the present application;

FIG. 2 is a schematic structural diagram of a heading installation error determination apparatus according to an embodiment of the present application;

FIG. 3 shows a schematic structural diagram of an electronic device according to an embodiment of the present application;

FIG. 4 shows a schematic structural diagram of a computer-readable storage medium according to an embodiment of the present application;

FIG. 5 is a schematic diagram illustrating the principle of formation of a heading installation error;

FIG. 6 is a schematic diagram illustrating a principle of calculation of a heading installation error;

FIG. 7 illustrates a software interface diagram for implementing a heading installation error determination method.

Detailed Description

Exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

Heading is defined as the direction of travel of an aircraft or vessel, usually expressed as the angle formed by the course and the reference line in the horizontal plane, measured as a clockwise rotation from the reference line. At present, in the field of automatic driving such as unmanned vehicles, the word is also used for indicating the traveling direction of the unmanned vehicle. Heading in this application refers to the direction of travel of the driving device.

There are many alternative sensors, such as IMU and GPS sensors, for determining the heading of the piloting device, but the sensors may be installed with errors when installed on the piloting device.

Fig. 5 illustrates a car and an IMU as an example, in fig. 5, three directions of right, front, and top are defined to correspond to an x-axis, a y-axis, and a z-axis, respectively, and rotational angles generated around the x-axis, the y-axis, and the z-axis are a pitch angle pitch, a roll angle roll, and a heading angle yaw, respectively. Ideally, if the IMU coordinate system coincides with the car coordinate system, the y-axis orientation measured by the IMU is the y-axis orientation of the car, and the heading of the car can be determined.

But the actual installation cannot be done so that the IMU coordinate system and car coordinate system coincide perfectly. At this time, if a deviation is generated between the y-axis of the IMU coordinate system and the y-axis of the car coordinate system, an included angle is formed, and the included angle is a course installation error.

Currently, the method for acquiring the heading installation error mainly adopts a measurement mode, such as using an electronic horizontal quadrant, a theodolite and the like. However, these devices are not only expensive, but also have certain operational difficulties in practical applications.

The design concept of the method is that the driving equipment moves in a preset mode, the course angle and the track angle in the driving process are obtained, and the course installation error is calculated.

FIG. 1 shows a schematic flow diagram of a course installation error determination method according to an embodiment of the present application. As shown in fig. 1, the method includes:

and step S110, acquiring a course angle and a track angle output by the integrated navigation system of the driving equipment in the first driving process.

The course angle is determined according to a first sensor in the integrated navigation system, the track angle is determined according to a second sensor in the integrated navigation system, and the driving strategy of the first driving process is that the driving equipment does straight line driving at a speed not less than a preset speed.

Track refers to the track traveled by the piloting device, and it can be seen that if the track is a straight line, or can be considered approximately as a straight line, the heading of the track can be considered as the heading of the piloting device. The technical solution of the present application is designed based on this point. To improve the accuracy, the steering apparatus may be caused to perform straight-line driving at a constant speed (i.e., approximately assuming that both the horizontal and steering accelerations are 0). Of course, this is only an example, as long as a relatively regular track can be obtained, so that the orientation of the track coincides with the heading.

In this case, the track angle refers to an included angle between the track and a reference line of the geodetic coordinate system, for example, when the driving device drives in a straight line, the track angle is an included angle between the straight line and a y axis of the geodetic coordinate system, and the track angle at this time can be considered as an accurate heading angle without an error.

And step S120, determining a track angle mean value according to the track angle, and determining a course angle mean value according to the course angle.

Through the steps, the drift phenomenon caused by single or small quantity of values is avoided, and each value in the flight path angle data and the course angle data is not required to be accurate, so that the whole course error determining process is simpler to realize and can be completed in practical application.

In other words, taking straight-line driving as an example, the driving apparatus is not required to strictly keep straight-line driving in the whole process, and as long as straight-line driving is kept most of the time, a high-precision result can still be obtained finally.

And step S130, obtaining the course installation error of the first sensor according to the track angle mean value and the course angle mean value.

For example, the difference between the average track angle and the average course angle is used to obtain the course installation error of the first sensor. Fig. 6 shows a schematic diagram of the calculation of the heading installation error by taking a car as an example. As shown in FIG. 6, it is desirable that the heading angle is the track angle, but the heading angle and the track angle have an included angle due to the existence of the heading installation error. Through the process, the difference between the track angle and the course angle can be obtained, namely, the course installation error is determined.

Therefore, the method shown in fig. 1 does not need to change the hardware of the driving device, does not need to utilize expensive and complex-operation devices such as an electronic horizontal quadrant and a theodolite, and enhances the robustness of the calculation result through the mean value calculation of data, and has the advantages of low cost, accurate result and high efficiency. The course installation error determined by the method can improve the navigation effect of the driving equipment and has good assistance for scenes such as distribution, automatic driving and the like.

In an embodiment of the application, in the method, the second sensor is a global navigation satellite system GNSS sensor, and acquiring the heading angle and the track angle output by the integrated navigation system of the driving device in the first driving process includes: and determining a track angle according to the geographical position information and/or the speed information acquired by the GNSS sensor.

Many driving equipment are provided with GNSS sensors such as GPS sensors and Beidou navigation sensors, and the GNSS sensors can acquire position information and speed information of the driving equipment in the driving process so as to determine a track angle.

For example, in the process that the vehicle moves from the point a to the point B, the GPS sensor acquires the geographic position coordinates (ax, ay) of the point a and the geographic position coordinates (bx, by) of the point B, a straight line equation can be obtained according to the connection line of the geographic position coordinates of the two points, and the track angle can be calculated according to the straight line equation. In order to ensure the availability of GNSS sensors, it may be required that the driving device maintains a high speed during the first driving, for example, the car is driven straight at a speed of not less than 60 km/h.

However, the GNSS sensor has a problem in that if the speed of the piloting device is slow or is simply at a standstill, the heading angle of the piloting device cannot be determined; and GNSS is also limited in accuracy, it is difficult to determine the heading angle of the piloting device using only GNSS.

Thus, many steering devices also utilize IMUs. The IMU is a device for measuring the three-axis attitude angle and acceleration of an object, and a general IMU includes a three-axis gyroscope and a three-axis accelerometer, and some 9-axis IMUs further include a three-axis magnetometer. Because the inertia of an object is utilized in principle, the communication with a satellite on the sky is not needed, and the application scene is wider compared with GNSS equipment. But the comparison is dependent on the mounting accuracy.

In an embodiment of the application, in the above method, the first sensor is an inertial measurement unit IMU, and the method further includes: acquiring navigation data output by the combined navigation system in a second driving process of the driving equipment; the second driving process is before the first driving process; and calibrating the combined navigation system according to the navigation data.

The above embodiments introduce advantages and disadvantages of the IMU and GNSS, and in practical applications, many navigation devices are provided with a combined navigation system combining the IMU and GNSS sensors. Such a combined navigation system may also be deployed on a steering device utilized by the present application.

In addition, besides the installation error, the sensor also has a certain design error, the combined navigation system also can have a system error, and if the calculation is carried out according to the track angle directly output by the GNSS and the course angle directly output by the IMU, the design error and the system error are ignored, and the determination effect of the course installation error is influenced. Therefore, the combined navigation system can be initially calibrated according to the navigation data output by the combined navigation system in the second driving process, so as to reduce the influence of design errors and system errors.

In one embodiment of the application, the driving strategy of the second driving process includes at least one of: the driving equipment performs linear acceleration driving; the driving equipment performs linear deceleration driving; the steering device performs 8-shaped driving.

Because calibration is needed first, the influence of design errors and system errors is avoided, and then course installation errors are determined, so that the driving equipment can firstly carry out a second driving process and then carry out a first driving process, and the first driving process and the second driving process do not represent the restriction on the sequence. In addition, each driving process has a corresponding purpose, and the purpose of the second driving process is that the driving equipment makes the sensor perception of the integrated navigation system richer through complex actions, and the calibration is convenient, so that the vehicle can have acceleration in multiple dimensions through the combination of linear acceleration and deceleration and the 8-shaped driving track, and the calibration effect is better.

In an embodiment of the application, the calibrating the integrated navigation system according to the navigation data includes: and determining the course error of the IMU according to the navigation data, and calibrating the integrated navigation system according to the course error of the IMU until the course error of the IMU is converged.

The embodiment of the application mainly determines the course installation error of the first sensor, and what mainly influences this point is the design error of the first sensor in the heading direction, namely the course error. Therefore, the initial calibration may be stopped after the heading error of the IMU converges, and specifically, the standard deviation std of the heading error of the IMU may be smaller than a preset convergence value, such as 0.1 °.

In an embodiment of the application, the determining the heading error of the IMU from the navigation data includes: and calculating the course error of the IMU according to the Kalman filter and the navigation data.

Kalman filtering (Kalman filtering) is an algorithm that uses a linear system state equation to optimally estimate the state of a system by inputting and outputting observation data through the system. Therefore, the initial calibration of the integrated navigation system can be implemented by using the kalman filter and the navigation data, and the specific algorithm can refer to the prior art, which is not limited in the present application.

In an embodiment of the present application, the method further includes: and determining the course of the driving equipment by using the course installation error and the course angle output by the integrated navigation system. In fact, the heading of the driving device can be jointly determined through the heading installation error, the heading error and the heading angle, and data output by other sensors can also be comprehensively considered in the integrated navigation system.

The overall process of determining the heading of the steering device is described below in a specific embodiment. FIG. 7 is a software interface for implementing the course installation error determination method of this embodiment.

Firstly, selecting a serial port number, configuring a baud rate, clicking open, and starting to acquire output data of the integrated navigation equipment by software; then clicking 'alignment' to enter an initial calibration stage, wherein a mode of linear acceleration and deceleration plus 8-shaped winding is adopted in the calibration process, and the std value of the course error is displayed in real time in the calibration process; after the IMU course error is converged (the course error std is less than 0.1 degree), clicking a head _ calc button to start the estimation of the course installation error, keeping the vehicle to run at a high speed in a straight line in the estimation process, and displaying and recording the track angle in real time when the vehicle speed is more than 60km/h

Angle with course

Obtaining the course installation error angle by averaging

And displaying on the interface; and finally, calculating the heading of the vehicle body:

FIG. 2 shows a schematic structural diagram of a heading installation error determination apparatus according to an embodiment of the present application. As shown in fig. 2, the heading installationerror determination device 200 includes:

adata obtaining unit 210, configured to obtain a heading angle and a track angle output by a combined navigation system of a driving device in a first driving process; the course angle is determined according to a first sensor in the integrated navigation system, the track angle is determined according to a second sensor in the integrated navigation system, and the driving strategy of the first driving process is that the driving equipment does straight line driving at a speed not less than a preset speed.

The determiningunit 220 is configured to determine a track angle mean according to the track angle and determine a course angle mean according to the course angle; and obtaining the course installation error of the first sensor according to the track angle mean value and the course angle mean value.

For example, the difference between the average track angle and the average course angle is used to obtain the course installation error of the first sensor.

Therefore, the device shown in fig. 2 does not need to change the hardware of the driving device, does not need to utilize expensive and complex-operation devices such as an electronic horizontal quadrant and a theodolite, and enhances the robustness of the calculation result through the mean value calculation of data, and has the advantages of low cost, accurate result and high efficiency. The course installation error determined by the device can improve the navigation effect of the driving equipment and has good assistance for scenes such as distribution, automatic driving and the like.

In an embodiment of the present application, in the above apparatus, the second sensor is a global navigation satellite system GNSS sensor, and the obtainingunit 210 is configured to determine the track angle according to the geographical position information and/or the speed information collected by the GNSS sensor.

In an embodiment of the present application, in the above apparatus, the first sensor is an inertial measurement unit IMU, and the apparatus further includes: the calibration unit is used for acquiring navigation data output by the integrated navigation system in a second driving process of the driving equipment; the second driving process is before the first driving process; and calibrating the combined navigation system according to the navigation data.

In one embodiment of the application, in the above apparatus, the driving strategy of the second driving process includes at least one of: the driving equipment performs linear acceleration driving; the driving equipment performs linear deceleration driving; the steering device performs 8-shaped driving.

In an embodiment of the application, in the above apparatus, the calibration unit is configured to determine a heading error of the IMU according to the navigation data, and calibrate the integrated navigation system according to the heading error of the IMU until the heading error of the IMU converges.

In an embodiment of the present application, in the apparatus, the calibration unit is configured to calculate a heading error of the IMU according to the kalman filter and the navigation data.

In an embodiment of the present application, in the above apparatus, the determiningunit 220 is further configured to determine the heading of the driving device by using the heading installation error and the heading angle output by the integrated navigation system. In fact, the heading of the driving device can be jointly determined through the heading installation error, the heading error and the heading angle, and data output by other sensors can also be comprehensively considered in the integrated navigation system.

In summary, according to the technical scheme of the application, in the process of high-speed linear driving of the driving device, the integrated navigation system respectively calculates the mean value of the course angles and the mean value of the course angles based on the course angles and the track angles output by the first sensor and the second sensor, and finally obtains the course installation error of the first sensor according to the mean value of the course angles and the mean value of the course angles. The technical scheme has the advantages that hardware of the driving equipment does not need to be changed, expensive and complex-operation equipment such as an electronic horizontal quadrant and a theodolite does not need to be utilized, the robustness of a calculation result is enhanced through mean value calculation of data, the cost is low, the result is accurate, and the efficiency is high. The course installation error determined by the method can improve the navigation effect of the driving equipment and has good assistance for scenes such as distribution, automatic driving and the like.

It should be noted that:

the algorithms and displays presented herein are not inherently related to any particular computer, virtual machine, or other apparatus. Various general purpose devices may be used with the teachings herein. The required structure for constructing such a device will be apparent from the description above. In addition, this application is not directed to any particular programming language. It will be appreciated that a variety of programming languages may be used to implement the teachings of the present application as described herein, and any descriptions of specific languages are provided above to disclose the best modes of the present application.

In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the application may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

Similarly, it should be appreciated that in the foregoing description of exemplary embodiments of the application, various features of the application are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the application and aiding in the understanding of one or more of the various inventive aspects. However, the disclosed method should not be interpreted as reflecting an intention that: this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this application.

Those skilled in the art will appreciate that the modules in the device in an embodiment may be adaptively changed and disposed in one or more devices different from the embodiment. The modules or units or components of the embodiments may be combined into one module or unit or component, and furthermore they may be divided into a plurality of sub-modules or sub-units or sub-components. All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or elements of any method or apparatus so disclosed, may be combined in any combination, except combinations where at least some of such features and/or processes or elements are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.

Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features included in other embodiments, rather than other features, combinations of features of different embodiments are meant to be within the scope of the application and form different embodiments. For example, in the following claims, any of the claimed embodiments may be used in any combination.

The various component embodiments of the present application may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art will appreciate that a microprocessor or Digital Signal Processor (DSP) may be used in practice to implement some or all of the functions of some or all of the components in a heading installation error determination apparatus according to embodiments of the present application. The present application may also be embodied as apparatus or device programs (e.g., computer programs and computer program products) for performing a portion or all of the methods described herein. Such programs implementing the present application may be stored on a computer readable medium or may be in the form of one or more signals. Such a signal may be downloaded from an internet website or provided on a carrier signal or in any other form.

For example, fig. 3 shows a schematic structural diagram of an electronic device according to an embodiment of the present application. Theelectronic device 300 comprises aprocessor 310 and amemory 320 arranged to store computer executable instructions (computer readable program code). Thememory 320 may be an electronic memory such as a flash memory, an EEPROM (electrically erasable programmable read only memory), an EPROM, a hard disk, or a ROM. Thememory 320 has astorage space 330 storing computerreadable program code 331 for performing any of the method steps described above. For example, thestorage space 330 for storing the computer readable program code may comprise respective computerreadable program codes 331 for respectively implementing various steps in the above method. The computerreadable program code 331 may be read from or written to one or more computer program products. These computer program products comprise a program code carrier such as a hard disk, a Compact Disc (CD), a memory card or a floppy disk. Such a computer program product is typically a computer readable storage medium such as described in fig. 4. FIG. 4 shows a schematic structural diagram of a computer-readable storage medium according to an embodiment of the present application. The computerreadable storage medium 400 has stored thereon a computerreadable program code 331 for performing the steps of the method according to the application, readable by aprocessor 310 of anelectronic device 300, which computerreadable program code 331, when executed by theelectronic device 300, causes theelectronic device 300 to perform the steps of the method described above, in particular the computerreadable program code 331 stored on the computer readable storage medium may perform the method shown in any of the embodiments described above. The computerreadable program code 331 may be compressed in a suitable form.

It should be noted that the above-mentioned embodiments illustrate rather than limit the application, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The application may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.

Claims

1. A course installation error determination method is characterized by comprising the following steps:

acquiring a course angle and a track angle output by a combined navigation system of a driving device in a first driving process; the course angle is determined according to a first sensor in the integrated navigation system, the track angle is determined according to a second sensor in the navigation system, and the driving strategy of the first driving process is that the driving equipment drives in a straight line at a speed not less than a preset speed;

determining a track angle mean value according to the track angle, and determining a course angle mean value according to the course angle;

and obtaining the course installation error of the first sensor according to the track angle mean value and the course angle mean value.

2. The method of claim 1, wherein the second sensor is a Global Navigation Satellite System (GNSS) sensor, and wherein obtaining the heading angle and the track angle output by the integrated navigation system of the piloting device during the first trip comprises:

and determining a track angle according to the geographical position information and/or the speed information acquired by the GNSS sensor.

3. The method of claim 1, wherein the first sensor is an Inertial Measurement Unit (IMU), the method further comprising:

acquiring navigation data output by the integrated navigation system in a second driving process of the driving equipment; the second driving process precedes the first driving process;

and calibrating the integrated navigation system according to the navigation data.

4. The method of claim 3, wherein the driving strategy for the second driving procedure comprises at least one of:

the driving equipment performs linear acceleration driving;

the driving equipment performs linear deceleration driving;

the steering device performs 8-shaped driving.

5. The method of claim 3, wherein the calibrating the integrated navigation system based on the navigation data comprises:

and determining the course error of the IMU according to the navigation data, and calibrating the integrated navigation system according to the course error of the IMU until the course error of the IMU is converged.

6. The method of claim 5, wherein said determining a heading error of the IMU from the navigation data comprises:

and calculating the course error of the IMU according to a Kalman filter and the navigation data.

7. The method of any one of claims 1-6, further comprising:

and determining the course of the driving equipment by using the course installation error and the course angle output by the integrated navigation system.

8. A course mounting error determination apparatus, the apparatus comprising:

the data acquisition unit is used for acquiring a course angle and a track angle output by the integrated navigation system of the driving equipment in a first driving process; the course angle is determined according to a first sensor in the integrated navigation system, the track angle is determined according to a second sensor in the navigation system, and the driving strategy of the first driving process is that the driving equipment drives in a straight line at a speed not less than a preset speed;

the determining unit is used for determining a track angle mean value according to the track angle and determining a course angle mean value according to the course angle; and obtaining the course installation error of the first sensor according to the track angle mean value and the course angle mean value.

9. An electronic device, wherein the electronic device comprises: a processor; and a memory arranged to store computer-executable instructions that, when executed, cause the processor to perform the method of any one of claims 1-7.

10. A computer readable storage medium, wherein the computer readable storage medium stores one or more programs which, when executed by a processor, implement the method of any of claims 1-7.