CN113132893A

CN113132893A - High-precision positioning method, vehicle-mounted terminal and system

Info

Publication number: CN113132893A
Application number: CN201911397587.3A
Authority: CN
Inventors: 李志强; 廖坤南; 王文杰
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Technologies Co Ltd
Priority date: 2019-12-30
Filing date: 2019-12-30
Publication date: 2021-07-16

Abstract

The embodiment of the application discloses a high-precision positioning method, which comprises the following steps: the first vehicle-mounted terminal receives first correction information sent by a server through a mobile network, wherein the first correction information is used for improving the positioning precision of the first vehicle-mounted terminal; the first vehicle-mounted terminal determines second correction information according to the first correction information, and the second correction information is used for improving the positioning accuracy of the second vehicle-mounted terminal; the first on-board terminal broadcasts the second correction information over the V2X wireless communication link. The method provided by the application can share high-value positioning information.

Description

High-precision positioning method, vehicle-mounted terminal and system

Technical Field

The application relates to a high-precision positioning mode of the Internet of vehicles, in particular to contents such as ephemeris data and differential correction data broadcasting.

Background

With the development of wireless networks and mobile intelligent terminals, Location Based Services (LBS) plays an increasingly important role, such as location-based rescue, navigation, social interaction, business, and the like. Meanwhile, the requirement on the LBS positioning accuracy is higher and higher. With the advent of the internet of vehicles era, the role played by positioning technology in the field of intelligent driving becomes more and more important, and judgment and decision can be made better only by acquiring more accurate positioning information.

The existing positioning technology is still based on Global Navigation Satellite System (GNSS) satellite positioning. In order to improve the positioning accuracy, the vehicle-mounted terminal may use a Precision Point Positioning (PPP) technology, a real-time kinematic (RTK) technology based on a carrier phase observation value, and an auxiliary positioning technology such as inertial navigation. There are some problems with these techniques. For example, the cost is too high, or the vehicle-mounted terminal cannot be located effectively due to signal shielding, and the like, so that the service related to the LBS is greatly influenced.

Disclosure of Invention

The embodiment of the application provides a high-precision positioning method and device, so that correction information capable of improving positioning precision can be shared.

In order to achieve the above purpose, the embodiment of the present application adopts the following technical solutions:

in a first aspect, a high-precision positioning method is provided, and the method includes: the first vehicle-mounted terminal receives first correction information sent by a server through a mobile network, the first correction information is used for improving the positioning precision of the first vehicle-mounted terminal, the first vehicle-mounted terminal determines second correction information according to the first correction information, and the second correction information is used for improving the positioning precision of the second vehicle-mounted terminal; the first vehicle-mounted terminal broadcasts the second correction information through a V2X wireless communication link, so that the second vehicle-mounted terminal determines high-precision position information according to the second correction information, the high-precision position information including latitude and longitude information of the second vehicle-mounted terminal.

In the embodiment of the application, the second vehicle-mounted terminal within a certain range from the first vehicle-mounted terminal can receive the correction information, so that the calculation of the high-precision position information is completed. The method has the advantages that only a few vehicles are needed to acquire high-precision correction information and then share the correction information with other vehicles around, the burden of the central station can be effectively reduced, and the construction of the reference station is reduced. Meanwhile, the first vehicle-mounted terminal can transmit the correction information on an effective transmission distance through a V2X broadcasting mechanism, high-value data can be shared by a plurality of second vehicle-mounted terminals, and the use cost is reduced.

In one possible implementation, the server is a server of an RTK system; before the first vehicle-mounted terminal receives the first correction information sent by the server through the mobile network, the method further includes: the first vehicle-mounted terminal receives satellite signals of at least four GNSS satellites; the first vehicle-mounted terminal determines initial position information according to satellite signals of the at least four GNSS satellites; and the first vehicle-mounted terminal sends the initial information to the server.

In another possible implementation, the first correction information is determined by the server according to the initial information.

In another possible implementation, the first correction information includes RTK differential correction information.

In another possible implementation, the server is a server of the PPP system, and the first correction information includes ephemeris and satellite clock error.

In another possible implementation, the broadcasting, by the first in-vehicle terminal, the second correction information over the V2X wireless communication link includes: the first on-board terminal periodically broadcasts the second correction information over the V2X wireless communication link.

In another possible implementation manner, when the server is a server of an RTK system, the first on-board terminal periodically broadcasts the second correction information according to a first time interval; when the server is a server of the PPP system, the first vehicle-mounted terminal periodically broadcasts the second correction information according to a second time interval, wherein the second time interval is greater than the first time interval.

In another possible implementation manner, the determining, by the second vehicle-mounted terminal, the high-precision location information according to the second correction information specifically includes: the second vehicle-mounted terminal receives the second correction information; and if the distance between the second vehicle-mounted terminal and the first vehicle-mounted terminal does not exceed the preset distance, the second vehicle-mounted terminal determines high-precision position information according to the second correction information.

In a second aspect, a high-precision positioning system is provided, which includes a first vehicle-mounted terminal, a second vehicle-mounted terminal, a first server and a second server, wherein the first vehicle-mounted terminal is configured to receive first correction information sent by the first server through a mobile network, and the first correction information is used for improving the positioning precision of the first vehicle-mounted terminal; determining second correction information according to the first correction information, wherein the second correction information comprises the first correction information; the second server sends the second correction information; the second vehicle-mounted terminal configured to determine initial position information; transmitting a correction information request to the second server, the correction information request including the initial position information; the second server configured to receive the second correction information; determining third correction information according to the initial position information, wherein the third correction information is used for improving the positioning precision of the second vehicle-mounted terminal; transmitting the third correction information to the second in-vehicle terminal; the second in-vehicle terminal is further configured to determine high-precision position information based on the third correction information.

The method has the advantages that only a few vehicles are needed to acquire high-precision correction information and then share the correction information with other vehicles around, the burden of the central station can be effectively reduced, and the construction of the reference station is reduced. Meanwhile, the first vehicle-mounted terminal can transmit the correction information on an effective transmission distance through a V2X broadcasting mechanism, high-value data can be shared by a plurality of second vehicle-mounted terminals, and the use cost is reduced.

In one possible implementation, the first server is a server of the PPP system, and the first correction information and the second correction information include ephemeris and satellite clock error.

In another possible implementation, the first server is a server of an RTK system, and the first correction information and the second correction information include RTK differential correction information.

In another possible implementation manner, the first in-vehicle terminal is further configured to periodically send the first correction information to the second server.

In another possible implementation manner, the determining the high-precision position information according to the third correction information specifically includes: the second vehicle-mounted terminal acquires a first distance, wherein the first distance is the distance between the second vehicle-mounted terminal and the first vehicle-mounted terminal; and if the first distance is smaller than or equal to the preset distance, the second vehicle-mounted terminal determines high-precision position information according to the third correction information.

In a third aspect, a vehicle-mounted terminal is provided, which includes a communication module, configured to receive, through a mobile network, first correction information sent from a server, where the first correction information is used to improve positioning accuracy of the first vehicle-mounted terminal; the processing unit is used for determining second correction information according to the first correction information, and the second correction information is used for improving the positioning precision of the second vehicle-mounted terminal; the communication module is further configured to broadcast the second correction information through the V2X wireless communication link, so that the second vehicle-mounted terminal determines high-precision location information according to the second correction information, where the high-precision location information includes latitude and longitude information of the second vehicle-mounted terminal.

In one possible implementation, the server is a server of an RTK system; the communication module is also used for receiving satellite signals of at least four GNSS satellites; the processing module is further configured to determine initial position information according to the satellite signals of the at least four GNSS satellites; the communication module is further configured to send the initial information to the server.

In another possible implementation, the broadcasting, by the first in-vehicle terminal, the second correction information over the V2X wireless communication link includes: the communication module is further configured to periodically broadcast the second correction information over the V2X wireless communication link.

In another possible implementation manner, when the server is a server of an RTK system, the communication module is further configured to periodically broadcast the second correction information according to a first time interval; when the server is a server of the PPP system, the communication module is further configured to periodically broadcast the second correction information according to a second time interval, where the second time interval is greater than the first time interval.

In a fourth aspect, a chip is provided, which is coupled to a memory in a vehicle terminal, so that when running, the chip calls program instructions stored in the memory, so that the vehicle terminal executes the method of the first aspect or any of the possible implementations of the first aspect.

In a fifth aspect, a computer storage medium is provided, in which program instructions are stored, which, when run on a vehicle terminal, cause an electronic device to perform the method of the first aspect or any of its possible implementation manners.

In a sixth aspect, an in-vehicle apparatus is provided, which includes a processor, a memory, and instructions stored in the memory; the instructions, when executed by the processor, implement the method of the first aspect or any of its possible implementations.

Drawings

FIG. 1a is a diagram of a vehicle-mounted terminal according to an embodiment of the present disclosure;

FIG. 1b is a functional block diagram of a vehicle-mounted terminal according to an embodiment of the present disclosure;

fig. 2a is a schematic diagram of a network RTK technique provided in an embodiment of the present application;

FIG. 2b is a schematic diagram of another network RTK technique provided by an embodiment of the present application;

FIG. 3 is a diagram illustrating a PPP technique provided by an embodiment of the present application;

FIG. 4 is a schematic diagram of a high-precision positioning system provided by an embodiment of the present application;

fig. 5 is a flowchart of a high-precision positioning method provided in an embodiment of the present application;

FIG. 6 is a schematic diagram of another high precision positioning system provided by embodiments of the present application;

FIG. 7 is a flow chart of another high-precision positioning method provided by the embodiment of the present application;

FIG. 8 is a schematic diagram of an aided location system provided by an embodiment of the present application;

fig. 9 is a flowchart of an auxiliary positioning method provided in an embodiment of the present application;

FIG. 10 is a schematic structural diagram of a vehicle-mounted terminal according to an embodiment of the present application;

FIG. 11 is a schematic diagram of a graphical user interface provided by an embodiment of the present application;

FIG. 12 is a schematic diagram of another graphical user interface provided by an embodiment of the present application;

fig. 13 is a schematic diagram of another graphical user interface provided by an embodiment of the present application.

Detailed Description

The terminology used in the embodiments of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in the specification of the present application and the appended claims, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

For clarity and conciseness of the following description of the various embodiments, a brief introduction to related concepts or technologies is first presented:

vehicle-mounted terminal communicates with other devices (vehicle-to-illuminating, V2X): V2X indicates that the vehicle is interacting with everything. Depending on the implementation, V2X may be classified into Dedicated Short Range Communication (DSRC) and cellular-to-electrical (C-V2X). V2X can be divided into a direct mode and a cellular mode according to the service providing mode. The direct connection mode uses a PC5 interface, and means that the vehicle directly communicates with other terminals. The cellular mode uses a UU interface, which means that the vehicle communicates with other terminals through a base station.

GNSS: GNSS is a satellite system covering global spatial positioning, allowing GNSS receivers to determine where they are, e.g., longitude, latitude, and altitude. GNSS includes Global Positioning System (GPS), global navigation satellite system (GLONASS), beidou navigation satellite system (BDS), quasi-zenith satellite system (QZSS), and the like. For convenience of description, the global navigation satellite system in the embodiment of the present application takes GPS as an example.

GPS: GPS is a medium-range circular orbit satellite navigation system that can provide accurate positioning for most parts of the earth's surface. The GNSS receiver can quickly determine the position of the GNSS receiver by receiving signals of 4 satellites.

Differential positioning: the differential positioning is a high-precision real-time positioning technology realized by using a relative positioning principle, and comprises pseudo-range difference, carrier phase difference, single reference station difference, local area difference, wide area difference and the like. For convenience of description, in the embodiments of the present application, the differential correction information refers to information generated by a differential positioning technique to improve the satellite positioning accuracy.

DGNSS improves the accuracy of GPS positioning by correcting the GPS error using nearby known reference coordinate points.

RTK: the RTK positioning technology is a real-time dynamic positioning technology based on carrier phase difference, and comprises a conventional RTK positioning technology and a network RTK technology. The implementation of the RTK positioning technique requires a reference station that continuously receives GNSS satellite information and can provide high-precision position information of itself in real time. The RTK positioning technology can achieve centimeter-level positioning in an outdoor open and non-shielding environment. In a conventional RTK positioning technique, a reference station continuously observes GNSS satellite information and transmits the observation result to a vehicle-mounted terminal. The vehicle-mounted terminal adopts a DGNSS algorithm to calculate the accurate position of the vehicle-mounted terminal according to the GNSS satellite information of the reference station and the GNSS observation result of the vehicle-mounted terminal, and the accuracy can reach centimeter level. However, when the vehicle-mounted terminal is far away from the reference station, the positioning accuracy is sharply reduced until the vehicle-mounted terminal fails. The network RTK technology is a positioning technology established based on the conventional RTK technology. The basic principle of network RTK technology is to arrange a plurality of reference stations and central stations within a large area. A central station is a device with data computation and processing capabilities. The reference station continuously observes the GNSS satellite information as specified and sends the observation result to the central station. And the central station determines the difference correction information according to the initial position information sent by the vehicle-mounted terminal and sends the vehicle-mounted terminal. The initial position information is position information preliminarily determined by the vehicle-mounted terminal according to the satellite signal. According to the technical algorithm, the network RTK positioning technology can be classified into a Virtual Reference Station (VRS) technology, a master-slave station (MAC) technology, a zone corrector (FKP) technology, and the like.

PPP: the PPP positioning technology uses a single GNSS receiver, and uses a precise ephemeris and a satellite clock difference provided by an International GNSS Service (IGS) organization or a specific manufacturer, and can realize millimeter to decimeter-level high-precision positioning based on a carrier phase observation value. Through the rapid development of more than ten years, the basic theory and practice problems of PPP are well solved, and the PPP is widely applied to the fields of high-precision measurement, low-orbit satellite orbit determination, aerial measurement, surface deformation monitoring and the like. Illustratively, referring to fig. 3, the basic principle of the PPP system is similar to that of the RTK system, except that the in-vehicle terminal 100 only needs to download the modified positive numbers required for high-precision positioning, such as the ionospheric error values of a certain area, from the central station 330. After receiving the correction information, the mobile station performs high-precision position calculation according to the self positioning information without uploading the original observed value to the central station in real time. PPP systems have fewer reference stations but are less accurate and less accurate than RTK systems.

And VRS: in the VRS system, the reference station sends all information to the central station. The central station determines an optimal group of reference stations according to the initial position information sent by the vehicle-mounted terminal, determines the difference correction information according to the information sent by the group of reference stations, and then sends the difference correction information to the vehicle-mounted terminal. Exemplarily, fig. 2a shows a schematic diagram of a network RTK technology based on a virtual reference station technology. As shown in fig. 2a, the vehicle-mounted terminal 100 may transmit the initial location information to the central station 330, which may also be referred to as a master station, through a National Marine Electronics Association (NMEA) format. The center station 330 may select observation data of at least three nearest reference stations according to the location information of the in-vehicle terminal 100. For example, as shown in fig. 2a, the center station 330 may transmit highly accurate differential correction information to the in-vehicle terminal 100 by correcting the orbit error of the GPS, the error caused by ionosphere, troposphere, and atmospheric refraction as a whole based on the position information of the in-vehicle terminal, the observation data of the reference station 341, the observation data of the reference station 342, and the observation data of the reference station 343. The effect of this differential correction information is equivalent to creating a virtual reference base station 350 next to the in-vehicle terminal 100. This way, the distance limit between the reference station and the vehicle-mounted terminal 100 in the conventional RTK technology is solved, and the precision of the user is ensured. Meanwhile, the construction number of the reference stations can be greatly reduced in the mode.

MAC: in the MAC technology, the whole GNSS reference station network is divided into cells, each cell comprises at least two reference stations, each cell selects one reference station as a main station, and the other reference stations generate differential correction information of the cell by taking the whole-cycle reference value of the main station as the center and combining the reference value of the auxiliary station, the differential correction information is broadcasted to a vehicle-mounted terminal by the center station, and the vehicle-mounted terminal automatically calculates the accurate position information of the vehicle-mounted terminal.

A continuously operating satellite positioning service integration (CORS) system: the CORS system is a permanent, continuously operating network RTK system, based on a continuously operating reference station. The CORS system is mainly established by governments and scientific research institutions of all countries and regions. Compared with a conventional network RTK system, the CORS system can realize positioning at any time with high precision without building a reference station, and the initialization time, the working range and the reliability of the central station are greatly improved. The application range is also expanded from mapping to a plurality of fields of industry, agriculture and forestry, traffic, ground motion monitoring, public safety and the like. Illustratively, fig. 2b shows a schematic diagram of the operation of a CORS system. The CORS system includes GPS satellites 210, continuously operating reference stations 220, a server 230, a CDMA/GPRS module 240 and a GNSS receiving unit 250. Wherein a continuously operating reference station 220 receives satellite information, i.e., satellite carrier data, transmitted by GPS satellites 210. The reference station 220 may be powered by an Uninterruptible Power System (Uninterruptible Power System) to achieve continuous operation. The continuously operating reference station 220 determines a location information based on the received GPS satellite information and then transmits it to the server 230. When the in-vehicle terminal wants to acquire high-precision positioning information, the GNSS receiving unit 250 may receive satellite information transmitted from the GPS satellite 210, and then determine initial position information according to the received satellite information, and transmit the position information to the server 230 through the CDMA/GPRS module 240. Wherein the format of the location information may be GGA positioning information. The GGA format is a data format in the NMEA protocol. After receiving the position information transmitted from the in-vehicle terminal, the server 230 may determine the reference station correction information and transmit the reference station correction information to the GNSS receiving unit 250 of the in-vehicle terminal. Finally, the GNSS receiving unit 250 outputs high-precision positioning information.

Fig. 1a shows a vehicle-mounted terminal according to an embodiment of the present application. Referring to fig. 1, an in-vehicle terminal 100 is a user-side device provided in a vehicle. The vehicle terminal 100 has a positioning function, and includes a GNSS receiver that acquires satellite information. The vehicle-mounted terminal 100 is further configured to receive the differential correction information, and correct the satellite information acquired by the GNSS receiver using the differential correction information to obtain the high-precision position of the vehicle. The high-precision position refers to position information with positioning precision reaching a sub-meter level. In this embodiment, the in-vehicle terminal may include: the intelligent front-end equipment equipped with the vehicle and the terminal equipment independent of the vehicle or both. The intelligent front-end equipment equipped in the vehicle is structurally integrated in the vehicle and belongs to a part of the vehicle. The vehicle-independent terminal device is, for example, a mobile telephone. In the embodiment of the present application, the device for implementing the function of the vehicle-mounted terminal may be a vehicle, or may be a device capable of supporting the vehicle to implement the function, such as a chip system. In the embodiment of the present application, the chip system may be composed of a chip, and may also include a chip and other discrete devices. For convenience of description, the vehicle-mounted terminal in the embodiment of the present application has a positioning function, and can receive satellite signals and correct information, except for special description.

Fig. 1b shows a functional block diagram of an in-vehicle terminal 100 according to an embodiment of the present application.

Components coupled to the vehicle 100 or included in the vehicle 100 may include a propulsion system 102, a sensor system 104, a control system 106, peripherals 108, a power source 110, a computing device 111, and a user interface 112. Computing device 111 may include a processor 113 and a memory 114. The computing device 111 may be a controller or a portion of a controller of the vehicle 100. The memory 114 may include instructions 115 that the processor 113 may execute and may also store map data 116. The components of the vehicle 100 may be configured to operate in interconnected fashion with each other and/or with other components coupled to the various systems. For example, the power supply 110 may provide power to all components of the vehicle 100. The computing device 111 may be configured to receive data from and control the propulsion system 102, the sensor system 104, the control system 106, and the peripherals 108. The computing device 111 may be configured to generate a display of images on the user interface 112 and receive input from the user interface 112.

In other examples, the vehicle 100 may include more, fewer, or different systems, and each system may include more, fewer, or different components. Further, the systems and components shown may be combined or divided in any number of ways.

The propulsion system 102 may be used to power movement of the vehicle 100. As shown, the propulsion system 102 includes an engine/motor 118, an energy source 120, a transmission 122, and wheels/tires 124.

The engine/motor 118 may be or include any combination of an internal combustion engine, an electric motor, a steam engine, a stirling engine, and the like. Other engines and engines are possible. In some examples, the propulsion system 102 may include multiple types of engines and/or motors. For example, a hybrid gas electric vehicle may include a gasoline engine and an electric motor. Other examples are possible.

The energy source 120 may be a source of energy that powers all or a portion of the engine/motor 118. That is, the engine/motor 118 may be used to convert the energy source 120 into mechanical energy. Examples of energy source 120 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electrical power. Energy source(s) 120 may additionally or alternatively include any combination of fuel tanks, batteries, capacitors, and/or flywheels. In some examples, the energy source 120 may also provide energy to other systems of the vehicle 100.

The transmission 122 may be used to transmit mechanical power from the engine/generator 118 to the wheels/tires 124. To this end, the transmission 122 may include a gearbox, a clutch, a differential, a drive shaft, and/or other elements. In examples where the transmission 122 includes a drive shaft, the drive shaft includes one or more shafts for coupling to wheels/tires 124.

The wheels/tires 124 of the vehicle 100 may be configured in a variety of forms including a unicycle, bicycle/motorcycle, tricycle, or sedan/truck four-wheel form. Other wheel/tire forms are also possible, such as those comprising six or more wheels. The wheels/tires 124 of the vehicle 100 may be configured to rotate differentially with respect to the other wheels/tires 124. In some examples, the wheels/tires 124 may include at least one wheel fixedly attached to the transmission 122 and at least one tire coupled to an edge of the wheel in contact with the driving surface. The wheel/tire 124 may include any combination of metal and rubber, or other material combinations.

The propulsion system 102 may additionally or alternatively include components other than those shown.

The sensor system 104 may include a number of sensors for sensing information about the environment in which the vehicle 100 is located. As shown, the sensors of the sensor system include a GPS126, an IMU (Inertial Measurement Unit) 128, a radio detection and RADAR ranging (RADAR) Unit 130, a laser ranging (LIDAR) Unit 132, a camera 134, and an actuator 136 for modifying the position and/or orientation of the sensors. The sensor system 104 may also include additional sensors, including, for example, sensors that monitor internal systems of the vehicle 100 (e.g., an O2 monitor, fuel gauge, oil temperature, etc.). The sensor system 104 may also include other sensors.

The GPS module 126 may be any sensor for estimating the geographic location of the vehicle 100. To this end, the GPS module 126 may include a transceiver that estimates the position of the vehicle 100 relative to the earth based on satellite positioning data, such as Global Navigation Satellite System (GNSS). In an example, the computing device 111 may be used to estimate the location of lane boundaries on a road on which the vehicle 100 may travel using the GPS module 126 in conjunction with the map data 116. The GPS module 126 may take other forms as well.

The IMU128 may be a sensor for sensing position and orientation changes of the vehicle 100 based on inertial acceleration, and any combination thereof. In some examples, the combination of sensors may include, for example, an accelerometer and a gyroscope. Other combinations of sensors are also possible.

The RADAR unit 130 may be regarded as an object detection system for detecting characteristics of an object, such as a distance, height, direction, or speed of the object, using radio waves. The RADAR unit 130 may be configured to transmit radio waves or microwave pulses that may bounce off any object in the path of the waves. The object may return a portion of the energy of the wave to a receiver (e.g., a dish or antenna), which may also be part of RADAR unit 130. The RADAR unit 130 may also be configured to perform digital signal processing on the received signal (bouncing off the object) and may be configured to identify the object.

Other systems similar to RADAR have been used on other parts of the electromagnetic spectrum. One example is LIDAR (light detection and ranging), which may use visible light from a laser, rather than radio waves.

The LIDAR unit 132 includes a sensor that uses light sensing or detects objects in the environment in which the vehicle 100 is located. In general, LIDAR is an optical remote sensing technology that can measure the distance to a target or other properties of a target by illuminating the target with light. As an example, the LIDAR unit 132 may include a laser source and/or a laser scanner configured to emit laser pulses, and a detector for receiving reflections of the laser pulses. For example, the LIDAR unit 132 may include a laser range finder that is reflected by a turning mirror and scans the laser in one or two dimensions around the digitized scene to acquire distance measurements at specified angular intervals. In an example, the LIDAR unit 132 may include components such as a light (e.g., laser) source, a scanner and optics system, a light detector and receiver electronics, and a position and navigation system.

In an example, the LIDAR unit 132 may be configured to image objects using Ultraviolet (UV), visible, or infrared light, and may be used for a wide range of targets, including non-metallic objects. In one example, a narrow laser beam may be used to map physical features of an object at high resolution.

In an example, wavelengths in the range from about 10 micrometers (infrared) to about 250 nanometers (UV) may be used. Light is typically reflected via backscattering. Different types of scattering are used for different LIDAR applications, such as rayleigh scattering, mie scattering and raman scattering, and fluorescence. Based on different kinds of back scattering, the LIDAR may thus be referred to as rayleigh laser RADAR, mie LIDAR, raman LIDAR and sodium/iron/potassium fluorescence LIDAR, as examples. A suitable combination of wavelengths may allow remote mapping of objects, for example by looking for wavelength dependent changes in the intensity of the reflected signal.

Three-dimensional (3D) imaging can be achieved using both scanning and non-scanning LIDAR systems. A "3D gated viewing laser RADAR" is an example of a non-scanning laser ranging system that employs a pulsed laser and a fast gated camera. Imaging LIDAR may also be performed using high-speed detector arrays and modulation sensitive detector arrays that are typically built on a single chip using CMOS (Complementary Metal Oxide Semiconductor) and CCD (hybrid Complementary Metal Oxide Semiconductor/Charge Coupled Device) fabrication techniques. In these devices, each pixel can be processed locally by demodulation or gating at high speed so that the array can be processed to represent an image from the camera. Using this technique, thousands of pixels may be acquired simultaneously to create a 3D point cloud representing an object or scene detected by the LIDAR unit 132.

The point cloud may include a set of vertices in a 3D coordinate system. These vertices may be defined by, for example, X, Y, Z coordinates, and may represent the outer surface of the object. The LIDAR unit 132 may be configured to create a point cloud by measuring a large number of points on the surface of the object, and may output the point cloud as a data file. As a result of the 3D scanning process of the object by the LIDAR unit 132, the point cloud may be used to identify and visualize the object.

In one example, the point cloud may be directly rendered to visualize the object. In another example, the point cloud may be converted to a polygonal or triangular mesh model by a process that may be referred to as surface reconstruction. Example techniques for converting a point cloud to a 3D surface may include delaunay triangulation, alpha shapes, and rolling spheres. These techniques include building a network of triangles on existing vertices of a point cloud. Other example techniques may include converting the point cloud to a volumetric distance field, and reconstructing the thus defined implicit surface by a marching cubes algorithm.

The camera 134 may be any camera (e.g., still camera, video camera, etc.) that acquires images of the environment in which the vehicle 100 is located. To this end, the camera may be configured to detect visible light, or may be configured to detect light from other parts of the spectrum (such as infrared or ultraviolet light). Other types of cameras are also possible. The camera 134 may be a two-dimensional detector, or may have a three-dimensional spatial extent. In some examples, the camera 134 may be, for example, a distance detector configured to generate a two-dimensional image indicative of distances from the camera 134 to several points in the environment. To this end, the camera 134 may use one or more distance detection techniques. For example, the camera 134 may be configured to use structured light technology, where the vehicle 100 illuminates objects in the environment with a predetermined light pattern, such as a grid or checkerboard pattern, and uses the camera 134 to detect reflections of the predetermined light pattern from the objects. Based on the distortion in the reflected light pattern, the vehicle 100 may be configured to detect the distance of a point on the object. The predetermined light pattern may include infrared light or other wavelengths of light.

The actuator 136 may be configured to modify the position and/or orientation of the sensor, for example. The sensor system 104 may additionally or alternatively include components other than those shown.

The control system 106 may be configured to control the operation of the vehicle 100 and its components. To this end, the control system 106 may include a steering unit 138, a throttle 140, a braking unit 142, a sensor fusion algorithm 144, a computer vision system 146, a navigation or routing control (routing) system 148, and an obstacle avoidance system 150.

Steering unit 138 may be any combination of mechanisms configured to adjust the heading or direction of vehicle 100.

The throttle 140 may be any combination of mechanisms configured to control the operating speed and acceleration of the engine/generator 118 and, in turn, the speed and acceleration of the vehicle 100.

The brake unit 142 may be any combination of mechanisms configured to decelerate the vehicle 100. For example, the brake unit 142 may use friction to slow the wheel/tire 124. As another example, the brake unit 142 may be configured to be regenerative and convert kinetic energy of the wheel/tire 124 into electrical current. The brake unit 142 may also take other forms.

The sensor fusion algorithm 144 may comprise, for example, an algorithm (or a computer program product storing an algorithm) executable by the computing device 111. The sensor fusion algorithm 144 may be configured to accept data from the sensors 104 as input. The data may include, for example, data representing information sensed at sensors of the sensor system 104. The sensor fusion algorithm 144 may include, for example, a kalman filter, a bayesian network, or another algorithm. The sensor fusion algorithm 144 may also be configured to provide various evaluations based on data from the sensor system 104, including, for example, an evaluation of individual objects and/or features in the environment in which the vehicle 100 is located, an evaluation of a specific situation, and/or an evaluation based on the likely impact of a particular situation. Other evaluations are also possible.

The computer vision system 146 may be any system configured to process and analyze images captured by the camera 134 in order to identify objects and/or features in the environment in which the vehicle 100 is located, including, for example, lane information, traffic signals, and obstacles. To this end, the computer vision system 146 may use object recognition algorithms, Structure From Motion (SFM) algorithms, video tracking, or other computer vision techniques. In some examples, the computer vision system 146 may additionally be configured to map the environment, follow objects, estimate the speed of objects, and so forth.

The navigation and route control system 148 may be any system configured to determine a driving route of the vehicle 100. The navigation and route control system 148 may additionally be configured to dynamically update the driving route while the vehicle 100 is in operation. In some examples, the navigation and route control system 148 may be configured to combine data from the sensor fusion algorithm 144, the GPS module 126, and one or more predetermined maps to determine a driving route for the vehicle 100.

The obstacle avoidance system 150 may be any system configured to identify, evaluate, and avoid or otherwise negotiate obstacles in the environment in which the vehicle 100 is located.

The control system 106 may additionally or alternatively include components other than those shown.

The peripheral devices 108 may be configured to allow the vehicle 100 to interact with external sensors, other vehicles, and/or users. To this end, the peripheral devices 108 may include, for example, a wireless communication system 152, a touch screen 154, a microphone 156, and/or a speaker 158.

The wireless communication system 152 may be any system configured to wirelessly couple to one or more other vehicles, sensors, or other entities, either directly or via a communication network. To this end, the wireless communication system 152 may include an antenna and chipset for communicating with other vehicles, sensors, or other entities, either directly or over an air interface. The chipset, or the entire wireless communication System 152, may be arranged to communicate in accordance with one or more other types of wireless Communications (e.g., protocols), such as bluetooth, communication protocols described in IEEE 802.11 (including any IEEE 802.11 revisions), cellular technologies (such as GSM, CDMA, UMTS (Universal Mobile Telecommunications System), EV-DO, WiMAX, 2G, 3G, LTE (Long Term Evolution), 5G, FM, NFC, IR, or general 2.4G/5G wireless communication technologies, zigbee, DSRC (Dedicated Short Range Communications), V2X, and RFID (Radio Identification) Communications, among others.

The touch screen 154 may be used by a user to input commands to the vehicle 100. To this end, the touch screen 154 may be configured to sense at least one of a position and a movement of a user's finger via capacitive sensing, resistive sensing, or a surface acoustic wave process, among others. The touch screen 154 may be capable of sensing finger movement in a direction parallel to or in the same plane as the touch screen surface, in a direction perpendicular to the touch screen surface, or both, and may also be capable of sensing a level of pressure applied to the touch screen surface. The touch screen 154 may be formed of one or more translucent or transparent insulating layers and one or more translucent or transparent conductive layers. The touch screen 154 may take other forms as well.

The microphone 156 may be configured to receive audio (e.g., voice commands or other audio input) from a user of the vehicle 100. Similarly, the speaker 158 may be configured to output audio to a user of the vehicle 100.

Peripheral devices 108 may additionally or alternatively include components other than those shown.

The power supply 110 may be configured to provide power to some or all of the components of the vehicle 100. To this end, the power source 110 may include, for example, a rechargeable lithium ion or lead acid battery. In some examples, one or more battery packs may be configured to provide power. Other power supply materials and configurations are also possible. In some examples, the power source 110 and the energy source 120 may be implemented together, as in some all-electric vehicles.

The processor 113 included in the computing device 111 may include one or more general purpose processors and/or one or more special purpose processors (e.g., image processors, digital signal processors, etc.). To the extent that the processor 113 includes more than one processor, such processors may operate alone or in combination. The computing device 111 may implement functions to control the vehicle 100 based on inputs received through the user interface 112.

The memory 114, in turn, may include one or more volatile memory components and/or one or more non-volatile memory components, such as optical, magnetic, and/or organic memory devices, and the memory 114 may be integrated in whole or in part with the processor 113. The memory 114 may contain instructions 115 (e.g., program logic) executable by the processor 113 to perform various vehicle functions, including any of the functions or methods described herein.

The components of the vehicle 100 may be configured to operate in an interconnected manner with other components internal and/or external to their respective systems. To this end, the components and systems of the vehicle 100 may be communicatively linked together via a system bus, network, and/or other connection mechanism.

At present, the high-precision positioning technology is mainly applied to RTK and PPP positioning technologies. Based on the two positioning technologies, the service provider provides high-precision positioning service for the user. However, such location services are expensive and cannot be shared. Each user needs to purchase high precision services separately. There are also many problems with the government established CORS system. For example, the CORS system has not been open to ordinary users, the central station has limited capacity, and the ability to provide high-precision services is limited. In particular, in a CORS system adopting a VRS algorithm, each positioning of a vehicle-mounted terminal needs to interact with a central station, and the number of users is usually in the thousands level. The CORS using the MAC algorithm has a slightly larger number of users, but the number of users is still greatly limited due to the limited broadcasting capability. The CORS system established by the government is not open to general consumers, only open to professional users, and the authentication system is strict and rigid and is not suitable for mass data interaction of a mobile network. In addition, in the prior art, the high-precision positioning information of the terminal can be obtained by performing positioning message interaction between the terminal and each anchor point. Wherein an anchor point refers to a node whose location is known. This approach relies on a location server and requires additional location messages.

The existing positioning technology mostly adopts satellite positioning, and the vehicle-mounted terminal may not be effectively positioned due to the reasons of satellite signal shielding, self antenna or circuit failure and the like, so that the service related to the LBS is greatly influenced. For example, the vehicle-mounted terminal cannot send the position information during an emergency call, so that the user cannot be rescued in time. For example, in the case of the V2X scenario, the vehicle-mounted terminal has no location information or the location information is inaccurate, which may cause a problem such as a security accident.

The embodiment of the application provides a high-precision positioning method, wherein a vehicle-mounted terminal receives correction information through a mobile network or a satellite, and transmits the correction information to surrounding vehicle-mounted terminals within a certain range through a V2X technology. The vehicle-mounted terminal receiving the correction information can reduce the Time To First Fix (TTFF) by using the received ephemeris data, improve the real-time position precision by using the difference correction information or the correction number, and finally achieve the purpose of realizing high-precision positioning. Each vehicle-mounted terminal can possibly become a central station, so that correction information for improving the positioning accuracy can be fully shared in a certain effective range, vehicles without high-accuracy service can also enjoy high-accuracy positioning service, and the use cost is reduced. Meanwhile, the method also reduces the dependence of each vehicle-mounted terminal on the central station and reduces the burden of the central station. In addition, the embodiment of the application further provides an auxiliary positioning method, and the vehicle-mounted terminal can further acquire positioning information and distance information of peripheral V2X devices by using a satellite positioning principle, and obtain position information of the vehicle-mounted terminal by calculation. The method can effectively solve the problem that the GNSS signal of the vehicle is blocked or the self-positioning system is damaged and cannot perform self-positioning.

It is understood that, in the embodiment of the present application, the correction information may include differential correction information, modified positive numbers, ephemeris, and clock error of the satellite, which are used to improve the positioning accuracy of the satellite. The embodiment of the present application does not limit the specific definition of the correction information.

It can be understood that, in the embodiment of the present application, the location information may include longitude and latitude coordinates, longitude and latitude and elevation coordinates, space coordinates, and the like.

Fig. 4 shows a schematic diagram of a high-precision positioning system according to an embodiment of the present application. The high-precision positioning system comprises a GNSS satellite 410, a reference station 420, a central station 430, and vehicle-mounted terminals 441,442,443 and 444. The reference station 420, the center station 430, and the in-vehicle terminals 441,442,443, and 444 may receive satellite information from the GNSS satellite 410. The central station 430, which may also be referred to as a differencing server or server, functions to receive observations of GNSS satellite information sent by the reference station and to send highly accurate correction information to the host vehicle. Illustratively, the in-vehicle terminal 441 shown in fig. 4 is a master car, and the in-vehicle terminals 442,443, and 444 are slave cars. The reference station 420, after acquiring the satellite information, transmits the observed satellite information to the central station 430. The center station 430 determines high-accuracy correction information from the satellite information of the reference station, and transmits the high-accuracy correction information to the in-vehicle terminal 441. The in-vehicle terminal 441 can broadcast and transmit the high-accuracy correction information to the surrounding in-vehicle terminals after receiving the high-accuracy correction information transmitted from the center station.

With reference to fig. 4, fig. 5 shows a flowchart of a high-precision positioning method provided in an embodiment of the present application. Illustratively, the central station shown in FIG. 5 may be the central station 430 shown in FIG. 4. The first vehicle-mounted terminal shown in fig. 5 may be the vehicle-mounted terminal 441 shown in fig. 4. The second on-board terminals shown in fig. 5 may be one or more of the on-board terminals 442,443, and 444 shown in fig. 4.

501. Transmitting first correction information

The central station sends first correction information to the first vehicle-mounted terminal. The first correction information is used for improving the positioning accuracy of the first vehicle-mounted terminal. The first correction information may comprise different data according to different high precision positioning techniques. In some embodiments, if an RTK positioning technique is employed, the first correction information may include differential correction information. If PPP positioning techniques are employed, the first correction information may include ephemeris and satellite clock error. The embodiment of the present application does not limit the specific content of the first correction information. The central station can send the first correction information to the first vehicle-mounted terminal in a broadcasting mode, and can also send the first correction information to the first vehicle-mounted terminal through a mobile network. The central station may continuously send the first correction information to the first vehicle-mounted terminal, or may periodically send the first correction information to the first vehicle-mounted terminal.

Exemplarily, referring to fig. 4, a network RTK technique is taken as an example. The reference station 420 acquires satellite information transmitted by the GNSS satellites 410 and transmits it to the central station 430. The first in-vehicle terminal determines initial position information according to the received satellite information and then transmits the initial position information to the central station 430. The center station 430 selects information of three reference stations nearby to determine first correction information according to the initial position information of the first vehicle-mounted terminal. The central station 430 transmits the first correction information to the first vehicle-mounted terminal through the mobile network.

It should be noted that, the first vehicle-mounted terminal may also directly acquire the satellite information from the reference station, and perform differential positioning by combining with the satellite information received by the first vehicle-mounted terminal, so as to obtain high-precision positioning information.

502. Obtaining first high-precision position information according to the first correction information

This step is an optional step. After the first vehicle-mounted terminal obtains the first correction information, the first high-precision position information can be obtained according to the first correction information. The first high-precision position information is current position information of the first vehicle-mounted terminal. The first vehicle-mounted terminal can refer to the calculation modes of the RTK and the PPP to obtain the first high-precision position information, which is not described herein again.

Referring to fig. 4, after the vehicle-mounted terminal 441 obtains the first correction information sent by the central station 430, the first high-precision position information, that is, the current high-precision position information of the vehicle-mounted terminal 441, can be obtained according to the first correction information.

503. Transmitting second correction information

In this step, the first vehicle-mounted terminal may send the second correction information to the second vehicle-mounted terminal. The second on-board terminal can improve the positioning accuracy using the second correction information. The second correction information may include the first correction information, the first high-precision position information, ephemeris data obtained by the first on-vehicle terminal, and the like. The embodiment of the present application does not limit the specific content of the second correction information.

The first vehicle-mounted terminal may transmit the second correction information to the second vehicle-mounted terminal in various ways. In some embodiments, the first in-vehicle terminal may transmit the second correction information to surrounding in-vehicle terminals through the C-V2X technology. This has the advantage that the second on-board terminal can quickly determine whether the second correction information is valid. The difference correction information, the correction positive number and the ephemeris data are related to the position of the first vehicle-mounted terminal, and have a certain effective range. In other words, when the second vehicle-mounted terminal receives the second correction information, the distance from the first vehicle-mounted terminal cannot exceed a range. For example, if the second vehicle-mounted terminal receives the differential correction information or ephemeris data broadcast by the first vehicle-mounted terminal within a range of 500 meters of the square circle of the first vehicle-mounted terminal, the positioning accuracy obtained by the second vehicle-mounted terminal according to the differential correction information can reach a sub-meter level, which is far higher than the uncorrected GPS positioning. And if the distance between the second vehicle-mounted terminal and the first vehicle-mounted terminal is too far, the second vehicle-mounted terminal cannot improve the positioning accuracy of the second vehicle-mounted terminal by using the second correction information. Since the communication distance of the V2X communication link is limited, if the second vehicle-mounted terminal can receive the second correction message sent by the first vehicle-mounted terminal, it indicates that the second vehicle-mounted terminal is not far away from the first vehicle-mounted terminal. At the moment, the second vehicle-mounted terminal can quickly judge that the received second correction information can be used for improving the positioning accuracy of the second vehicle-mounted terminal.

In some embodiments, the first on-board terminal may periodically broadcast the second correction information. For example, the first in-vehicle terminal may periodically broadcast the second correction information via the V2X communication technique. The time interval of the periodic transmission is related to the coverage of the reference station. For example, if the RTK positioning mode is employed, the first in-vehicle terminal may transmit the second correction information once every 10 seconds. If the PPP positioning mode is adopted, the first vehicle-mounted terminal can send the second correction information once every 200 seconds. The time interval can be preset or adjusted at any time according to the requirements of users. The embodiment of the present application does not limit this. The first vehicle-mounted terminal sends the second correction information in a broadcasting mode, and the first vehicle-mounted terminal does not need to establish connection with the second vehicle-mounted terminal in advance, so that signaling interaction can be effectively reduced, and timeliness of the second correction information can be guaranteed. It is understood that the second correction information may be fixed or may be changed according to the position of the first vehicle-mounted terminal. In other embodiments, the first vehicle-mounted terminal may also establish a communication link with the second vehicle-mounted terminal first, and send the second correction information point to point. The advantage of this is that the transmission of the second correction information is more secure. In other embodiments, the first vehicle-mounted terminal may also send the second correction information to the second vehicle-mounted terminal through the mobile network. The communication network that transmits the second correction information is not limited in the embodiment of the present application.

For example, referring to fig. 4, the in-vehicle terminal 441 may broadcast and transmit the second correction information through the V2X communication technique. The in-vehicle terminals 442,443, and 444, upon receiving the second correction information, can calculate their own high-precision position information in conjunction with the GPS satellite information received by themselves. For example, the second correction information may be the difference correction information and the ephemeris data acquired by the vehicle-mounted terminal 441.

Step 503 may occur before step 502, or after step 502, or may occur simultaneously with step 502, which is not limited in this embodiment of the application. For example, the first vehicle-mounted terminal may also directly broadcast the second correction information after obtaining the first correction information. At this time, the second correction information is identical to the first correction information. For example, when the first correction information has a large application range, such as an error value caused by an ionosphere in the whole chinese area, the first vehicle-mounted terminal may immediately broadcast the first correction information to the surroundings after obtaining the first correction information, or send the first correction information to the second vehicle-mounted terminal through another communication link.

For example, the user of the first in-vehicle terminal may select whether to transmit the second correction information. Fig. 11 shows a Graphical User Interface (GUI) of the in-vehicle terminal, which is a desktop 1100 of an in-vehicle display screen. Optionally, the display screen in the vehicle may be multiple, and may be placed in other positions, such as the left side of the steering wheel, on the window, the back of the backrest of the seat in the vehicle, or may include a wearable device connected to the vehicle, and a display screen of the terminal device displays. As shown in fig. 12, when the first in-vehicle terminal detects that the user clicks the icon 1130 for sharing the correction information, the second correction information may be broadcast through V2X.

504. Authenticating the second correction information

This step is an optional step. After receiving the second correction information, the second vehicle-mounted terminal can authenticate the second correction information and judge whether the second correction information is authorized to be used. If the authentication is successful, the second in-vehicle terminal may perform step 505 or step 506. If the authentication fails, the second in-vehicle terminal may perform step 507. For example, the first vehicle-mounted terminal may encrypt the second correction information. Only the second on-board terminal authorized to use the second correction information has the corresponding decryption function. The advantage of this approach is that a second vehicle-mounted terminal can be selected to share correction information.

Referring to fig. 4, it is assumed that the in-vehicle terminal 444 obtains the authorization of the in-vehicle terminal 441, and the in-vehicle terminal 443 and the in-vehicle terminal 442 do not obtain the authorization of the in-vehicle terminal 441. When the in-vehicle terminal 441 broadcasts the transmission of the second correction information, although the in-vehicle terminals 442,443, and 444 all receive the second correction information, only the in-vehicle terminal 444 can successfully decode the second correction information and is used to determine its own high-precision position information.

505. The validity judgment is carried out on the second correction information

This step is an optional step. The second onboard terminal may directly perform step 505 without performing step 504. The second in-vehicle terminal may directly perform step 506 without performing step 505.

The second vehicle-mounted terminal may perform validity judgment on the second correction information after obtaining the second correction information. Specifically, the second in-vehicle terminal may determine whether a distance from the first in-vehicle terminal exceeds a preset distance. If yes, the second correction information is determined to be invalid data, and step 507 is executed. If not, the second correction information is determined to be valid data and step 506 is performed. Different preset distances can be set for different high-precision positioning modes. For example, in case of an RTK system, the preset distance may be set to 300 meters. In the case of a PPP system, the preset distance may be set to 1000 meters. The preset distance can be set according to actual requirements or can be set by a user.

The differential correction data and the ephemeris data both have a certain range of use limit, and if the second vehicle-mounted terminal is more than a certain distance away from the first vehicle-mounted terminal, the second correction information is invalid data for the second vehicle-mounted terminal. The second on-board terminal cannot use the second correction information to improve the positioning accuracy. This has the advantage that the second on-board terminal can be prevented from using invalid data for high accuracy position information calculation.

For example, referring to fig. 4, it is assumed that the vehicle-mounted terminal 441 receives the differential correction information of the RTK system and broadcasts the differential correction information and ephemeris data. The in-vehicle terminal 444 is less than 500 meters away from the in-vehicle terminal 441, and the in-

vehicle terminals

443 and 442 are more than 1000 meters away from the in-vehicle terminal 441. When the in-vehicle terminals 442,443, and 444 all receive the difference correction information and the ephemeris data transmitted by the in-vehicle terminal 441 and the preset distance is 500 meters, since the distance between the in-vehicle terminal 444 and the in-vehicle terminal 441 does not exceed the preset distance, the in-vehicle terminal 444 determines high-precision position information of itself using the received data. Since the in-

vehicle terminals

442 and 443 are located at a distance from the in-vehicle terminal 441 that exceeds a predetermined distance, the in-

vehicle terminals

442 and 443 do not use the received data to determine their own high-precision position information.

506. Obtaining second high-precision position information according to the second correction information

In some embodiments, the second in-vehicle terminal may obtain the second high-accuracy position information directly using the second correction information after receiving the second correction information. The second high-accuracy position information is high-accuracy position information of the second in-vehicle terminal.

In other embodiments, after receiving the second correction information, the second vehicle-mounted terminal needs to perform authentication or validity determination on the second correction information. And when the second correction information is determined to be successfully authenticated or valid, the second vehicle-mounted terminal obtains second high-precision position information according to the second correction information.

For example, the user of the second in-vehicle terminal may select whether to receive the second correction information. Referring to fig. 13, when the second vehicle-mounted terminal detects that the user clicks the icon 1130 for receiving the correction information, the second correction information transmitted by the first vehicle-mounted terminal is received.

507. Deleting the second correction information

The second in-vehicle terminal may delete the second correction information if the second correction information is invalid data or data failing authentication.

In the embodiment of the application, the second vehicle-mounted terminal within a certain range from the first vehicle-mounted terminal can receive the correction information, so that the calculation of the high-precision position information is completed. The method has the advantages that only a few vehicles are needed to acquire high-precision correction information and then share the correction information with other vehicles around, the burden of the central station can be effectively reduced, and the construction of the reference station is reduced. Meanwhile, the first vehicle-mounted terminal can transmit the correction information on an effective transmission distance through a V2X broadcasting mechanism, high-value data can be shared by a plurality of second vehicle-mounted terminals, and the use cost is reduced. Further, the technical scheme provided by the embodiment of the application can manage the differential correction data through the authority mechanism of V2X, which is beneficial to more users.

Fig. 6 is a schematic diagram of another high-precision positioning system according to an embodiment of the present application. Similar to the high-precision positioning system shown in fig. 4, the high-precision positioning system shown in fig. 6 also includes GNSS satellites 410, reference stations 420, a center 430, and in-vehicle terminals 441,442,443, and 444. The difference is that the high-precision positioning system shown in fig. 6 further includes a server 610 for receiving correction information transmitted by the in-vehicle terminal 441. For example, the in-vehicle terminal 441 can obtain high-precision position information of itself from the difference correction information after receiving the difference correction information transmitted from the center station 430. The in-vehicle terminal 441 may then transmit the difference correction information together with the high-precision position information to the server 610. The server 610 receives the difference correction information and the high-precision position information transmitted from the in-vehicle terminal 441, and can transmit the difference correction information and the high-precision position information to other in-vehicle terminals such as the in-vehicle terminals 442,443, and 444.

With reference to fig. 6, fig. 7 shows a flowchart of another high-precision positioning method provided in the embodiments of the present application. Illustratively, the central station shown in FIG. 7 may be the central station 430 shown in FIG. 6. The first vehicle-mounted terminal shown in fig. 7 may be the vehicle-mounted terminal 441 shown in fig. 6. The second on-board terminals shown in fig. 7 may be one or more of the on-board terminals 442,443, and 444 shown in fig. 6. The server shown in fig. 7 may be the server 610 shown in fig. 6.

701. Transmitting first correction information

The central station sends first correction information to the first vehicle-mounted terminal. For the specific sending method and the content of the first modification information, refer to step 501 shown in fig. 5, which is not described herein again. It should be noted that the central station may continuously send the first correction information to the first vehicle-mounted terminal, that is, update the latest correction information in real time.

702. Obtaining first high-precision position information according to the first correction information

This step is an optional step. After the first vehicle-mounted terminal obtains the first correction information sent by the central station, the first vehicle-mounted terminal can obtain first high-precision position information by combining with the satellite information obtained by the first vehicle-mounted terminal. The specific process may refer to step 502 shown in fig. 5, which is not described herein again.

703. Transmitting third correction information

Specifically, the first vehicle-mounted terminal may determine the third correction information after obtaining the first correction information, and then send the third correction information to the server through the mobile network.

The server in the embodiment of the present application is an information processing apparatus or device. Specifically, the server may be a general server, a cloud server, one or more processors, and the like. The embodiment of the present application does not limit the specific implementation form of the server. The server is mainly used for storing third correction information sent by the first vehicle-mounted terminal and sending fourth correction information to the second vehicle-mounted terminal. It is to be understood that there may be a plurality of the first in-vehicle terminals, each of which transmits the third correction information to the server.

The third correction information includes high-precision correction information, such as one or any combination of differential correction data, modified positive data, ephemeris data, and the like. For example, the third correction information may include the differential correction data and the ephemeris data, or may include only the correction positive numbers. In some embodiments, the third correction information may further include current location information of the first in-vehicle terminal. The current position information of the first vehicle-mounted terminal may be the first high-precision position information or the non-initial position information. The advantage of this approach is that the server can know the effective usage range of the first correction information. As described above, the range of use of the first correction information is limited and is related to the position of the first in-vehicle terminal. When the first vehicle-mounted terminal sends data through the mobile network server, the server cannot judge the current position of the first vehicle-mounted terminal according to the communication distance because the communication distance of the mobile network is long. In other words, in order for the server to determine the effective use range of the first correction information, the third correction information sent by the first vehicle-mounted terminal may include the position information corresponding to the third correction information, that is, the current position information of the first vehicle-mounted terminal.

In other embodiments, the third correction information may not include the current position information of the first in-vehicle terminal if the first correction information is used effectively to a large extent. For example, the central station may transmit the modified positive numbers for the entire chinese region at once.

The first vehicle-mounted terminal sends the third correction information to the server in various modes. In some embodiments, the first on-board terminal may periodically send the third correction information to the server. The periodic time interval can be set in advance according to the type of the correction information with high precision, and can also be adjusted by a user. For example, if the RTK mode is employed, since the effective range of the differential correction data is not large, the time interval of the periodic transmission may be set to 10 seconds. Namely, the first vehicle-mounted terminal sends the latest differential correction data to the server every 10 seconds. If PPP mode is used, the time interval may be set to 200 seconds. The method has the advantages that the server can collect the latest correction information in real time, and the validity of the correction information is guaranteed. The periodic time interval may also be adjusted according to the speed of movement of the first onboard terminal. For example, the faster the movement speed of the first in-vehicle terminal, the shorter the time interval.

In other embodiments, the first vehicle-mounted terminal may also receive the first correction information and send the third correction information to the server. The advantage of this approach is that the burden on the first onboard terminal and the server can be reduced. For example, the first vehicle-mounted terminal may be traveling on a road with poor signal coverage, in which case the first vehicle-mounted terminal may not receive the first correction information transmitted by the central station in time. Since there is no new high-precision correction information, the first in-vehicle terminal does not need to repeatedly transmit data to the server. In other embodiments, if the server can request the first onboard terminal to send the third correction information, the first onboard terminal receives the request sent by the server and then sends the third correction information to the server. The embodiment of the application does not limit how the first vehicle-mounted terminal sends the third correction information to the server.

For example, referring to fig. 6, the in-vehicle terminal 441 may periodically transmit the latest third correction information to the server 610. Wherein the third correction information may include the modified positive number and the ephemeris data. The time interval for the periodic transmission may be 200 seconds.

704. Transmitting location information

This step is an optional step. The second in-vehicle terminal may transmit its own position information to the server before receiving the fourth correction information transmitted by the server.

The positive number, the differential correction data and the ephemeris data are all applicable. In order to obtain effective and highly accurate correction information, the second in-vehicle terminal may transmit its own position information to the server. After receiving the position information sent by the second vehicle-mounted terminal, the server can find the correction information of the effective area including the position information and then send the correction information to the second vehicle-mounted terminal.

705. Transmitting the fourth correction information

Specifically, the server may send the fourth correction information to the second in-vehicle terminal through the mobile network.

The fourth correction information may include differential correction information, ephemeris data, correction number, and the like for improving the positioning accuracy. In some embodiments, the fourth correction information may further include valid range or position information. For example, when the first vehicle-mounted terminal transmits the first difference correction information and the first ephemeris data to the server, the first high-accuracy position information is transmitted at the same time. The advantage of this way is that the second in-vehicle terminal can determine whether the fourth correction information is valid after receiving the fourth correction information.

In some embodiments, after receiving the location information sent by the second vehicle-mounted terminal, the server determines fourth correction information according to the location information of the second vehicle-mounted terminal. For example, the server may find correction information that the effective area includes the position of the second in-vehicle terminal. Illustratively, as shown in fig. 6, the in-vehicle terminals 442,443, and 444 each transmit their own location information to the server 610. The server 610 determines correction information, such as difference correction information and ephemeris data, within a valid range of the area where the in-vehicle terminal 442 is located, based on the position of the in-vehicle terminal 442. The server 610 then transmits the correction information to the in-vehicle terminal 442. Similarly, the server 610 determines correction information within the effective range of the area in which the in-vehicle terminal 443 and the in-vehicle terminal 444 are located, respectively, based on the positions of the in-vehicle terminal 443 and the in-vehicle terminal 444, and then transmits the correction information to the in-vehicle terminal 443 and the in-vehicle terminal 444, respectively. This has the advantage that the server can send different fourth correction information for a second on-board terminal in a different location. Under the condition that the number of the second vehicle-mounted terminals is large, all correction information does not need to be sent to the second vehicle-mounted terminals, and the data sending quantity can be effectively reduced.

In other embodiments, the server may also periodically send fourth correction information to the second in-vehicle terminal. For example, the server may periodically transmit the modified positive number for the entire china area to the second on-board terminal in the china area. After receiving the fourth correction information, the second vehicle-mounted terminal can select appropriate correction information to perform high-precision position calculation according to the position information of the second vehicle-mounted terminal. Illustratively, as shown in fig. 6, the server 610 may periodically transmit the fourth correction information to the in-vehicle terminals 442,443, and 444. Each time the in-vehicle terminals 442,443, and 444 calculate a high-precision position, the fourth correction information newly transmitted by the server 610 can be used without first transmitting a position or a request to the server 610. This way, the burden of the server can be effectively reduced.

706. Authenticating the fourth correction information

This step is an optional step. The second in-vehicle terminal may authenticate the fourth correction information after receiving the fourth correction information. The detailed process may refer to step 504 shown in fig. 5.

707. The validity judgment is carried out on the fourth correction information

This step is an optional step. After receiving the fourth correction information, the second vehicle-mounted terminal may determine whether the fourth correction information is valid based on its own geographic location. Specifically, if the distance between the position of the second in-vehicle terminal and the position corresponding to the fourth correction information is less than or equal to the preset distance, the fourth correction information is valid. And if the distance between the position of the second vehicle-mounted terminal and the position corresponding to the fourth correction information is greater than the preset distance, the fourth correction information is invalid. The preset distance may be set in advance or may be adjusted by a user. The detailed method can refer to step 505 shown in fig. 5.

For example, in the RTK mode, the fourth correction information includes the differential correction information, and the second on-board terminal can determine whether its own position and the position information corresponding to the differential correction information are larger than 300 meters. If so, the second in-vehicle terminal determines that the differential correction information is invalid, and then step 709 is executed. If not, the second in-vehicle terminal determines that the difference correction information is valid, and step 707 is executed.

708. Obtaining second high-precision position information according to the fourth correction information

And the second vehicle-mounted terminal obtains second high-precision position information according to the fourth correction information. The second high-accuracy position information is position information of the second in-vehicle terminal.

In some embodiments, the second in-vehicle terminal may obtain high-precision position information of itself directly using the fourth correction information and the satellite signal after receiving the fourth correction information.

709. Deleting the fourth correction information

The second in-vehicle terminal fails in authentication of the fourth correction information, or determines that the fourth correction information is invalid, and may delete the fourth correction information.

A benefit of embodiments of the present application is that the V2X signal may be disturbed or blocked, and the slave vehicle may not receive timely correction information from the master broadcast. The auxiliary vehicle downloads the correction information from the server through the mobile network, the possibility of interference is low, the range of data receiving is wide, and the auxiliary vehicle is not limited in a certain distance range near the main vehicle.

In the GNSS system, the in-vehicle terminal can determine its own position information by receiving satellite signals of 4 satellites. However, in some cases, the in-vehicle terminal may not receive the satellite signal and cannot determine its own position information. In the car networking system, there are a large number of terminal devices such as vehicle terminals, traffic control units, Road Side Units (RSUs) and the like that support the V2X protocol. According to the V2X protocol, these devices can communicate directly through the PC5 interface and actively report their own location information during normal operation. The embodiment of the application provides an auxiliary positioning mode, and the vehicle-mounted terminal can measure and calculate self position information, such as longitude and latitude coordinates or space coordinates, by measuring the distance of other terminal equipment supporting a V2X protocol.

The following takes the in-vehicle terminal 801 as an example, and details a method for assisting positioning of the in-vehicle terminal according to an embodiment of the present application are described. Fig. 9 is a schematic flowchart of a method for assisting positioning of a vehicle-mounted terminal according to an embodiment of the present application. The method specifically comprises the following steps.

901. Obtaining location information of a terminal device

Specifically, the in-vehicle terminal 801 may acquire the location information of the peripheral terminal device by the V2X protocol. The terminal device may be a vehicle-mounted terminal or a non-vehicle-mounted terminal. The off-board terminal comprises a traffic control unit or a drive test unit. The position information may include longitude and latitude coordinates, space coordinates, and the like, and may also include two-dimensional coordinates, three-dimensional coordinates, and the like. The embodiment of the present application does not limit the specific representation form of the position information. Specifically, the in-vehicle terminal 801 may acquire the location information of the peripheral terminal device through the PC5 interface in the V2X protocol. For example, referring to fig. 8, the in-vehicle terminal 802,803,804 may determine its own position information from received satellite signals. The in-vehicle terminal 801 acquires the position information of the in-vehicle terminals 802,803, and 804 by the V2X technique.

The in-vehicle terminal 801 determines the number of terminal devices that acquire the location information according to the type of location information and the calculation method that need to be determined. For example, if the in-vehicle terminal 801 is to determine spatial coordinates, it is necessary to acquire position information of at least three terminal devices. To improve accuracy, the in-vehicle terminal 801 may also acquire position information of four or more terminal devices for use in determining the spatial coordinates. If the in-vehicle terminal 801 needs to determine the two-dimensional coordinates, the in-vehicle terminal 801 needs to acquire at least the position information of the terminal device. Similarly, if a two-dimensional coordinate with high accuracy is to be acquired, the in-vehicle terminal 801 needs to acquire data of at least three terminal devices. It is understood that the in-vehicle terminal 801 may acquire the location information of more terminal devices and then select the location information of better quality from the location information for determining the location information of itself.

902. Obtaining distance information of terminal device

The in-vehicle terminal 801 acquires distance information of peripheral terminal devices, wherein the distance information is the distance between the in-vehicle terminal 801 and the terminal devices. In some embodiments, the in-vehicle terminal 801 may first execute step 901 to acquire the location information of the terminal devices and then acquire the distance information of the terminal devices. For example, the in-vehicle terminal 801 acquires the position information of the terminal device 1, the terminal device 2, and the terminal device 3, and then acquires the distance information of the terminal device 1, the terminal device 2, and the terminal device 3. In other embodiments, the in-vehicle terminal 801 may perform step 902 first and then perform step 901. In other embodiments, step 901 and step 902 may also be performed simultaneously, for example, the in-vehicle terminal 801 may acquire the location information and the distance information of the terminal device 1 at the same time, and then acquire the location information and the distance information of the terminal device 2. The embodiment of the present application does not limit this.

The in-vehicle terminal 801 may acquire the distance information of the other terminal device in various ways. In some embodiments, the vehicle-mounted terminal may obtain the distance information through a ranging apparatus. The ranging device may include ultrasonic ranging, millimeter wave radar ranging, laser ranging, camera system ranging, or infrared ranging.

In other embodiments, the in-vehicle terminal 801 may first collect Received Signal Strength (RSSI) and distance information, and determine correspondence information between the RSSI and the distance information. The in-vehicle terminal 801 may then determine distance information with other terminal devices from the measured RSSI and the corresponding information.

Specifically, when the GNSS signal is good, the in-vehicle terminal 801 may record the measured RSSI and the distance information at the same time after receiving the signal of a certain terminal device. For example, referring to fig. 8, the in-vehicle terminal 801 may measure RSSI after receiving a signal transmitted by the in-vehicle terminal 803. Since the in-vehicle terminal 803 supports the V2X protocol and reports its own location information in normal operation, the in-vehicle terminal 801 determines distance information from its own location information and the location information reported by the in-vehicle terminal 803. The in-vehicle terminal 801 records the RSSI together with the distance information.

After acquiring a certain number of RSSI and distance information, the in-vehicle terminal 801 may establish correspondence information based on the RSSI and distance information of the vehicle. For example, in the embodiment of the present application, the relationship information between the RSSI and the distance information is shown in table 1:

RSSI(dBm)	distance (m)
		-60	30
-61	32
		…	…
-90	350
		-91	152
…	…

TABLE 1

It should be noted that the correspondence information shown in table 1 is only an illustrative example, and actually recorded in the correspondence information are RSSI values and corresponding distance information. For example, in Table 1, the corresponding distance information is 30m when RSSI is-60 dBm. When the RSSI is-90 dBm, the corresponding distance information is 350 m. In the present application, the recording mode of the correspondence between the RSSI and the distance information and the identification mode of the parameter are not limited.

When the vehicle-mounted terminal 801 needs to obtain the distance information of other terminal devices, the RSSI may be measured according to signals sent by the other terminal devices, and then the distance information with the other terminal devices may be determined according to the RSSI and the association information. Illustratively, as shown in fig. 8, the in-vehicle terminal 801 measures the RSSI value to-91 dBm from the signal transmitted from the in-vehicle terminal 803, and then determines the corresponding distance information to 152m from table 1. In other words, in-vehicle terminal 801 may determine that the distance to in-vehicle terminal 803 is 152 m.

In other embodiments, the in-vehicle terminal 801 may also transmit signals of different frequencies by LTE-V technology, calculate distances to other terminal devices by measuring phase errors or from doppler shifts.

The embodiment of the present application does not limit the manner in which the in-vehicle terminal 801 obtains the distance information with other terminal devices.

903. Determining location information and distance information for determining location information of in-vehicle terminal

This step is an optional step. If the in-vehicle terminal 801 obtains the location information and the distance information of more terminal devices, the location information and the corresponding distance information with better quality can be selected for calculating the location information of the in-vehicle terminal 801

In some embodiments, the in-vehicle terminal 801 may select, through an algorithm, the location information with a strong signal and a good relative location relationship, where the predicted residual is the smallest. In other embodiments, the vehicle mounted terminal 801 may also select 904 sets of location information for determining its own location information

The in-vehicle terminal 801 determines its own position information from the position information and the distance information of the terminal device acquired previously. Specifically, the in-vehicle terminal 801 may establish an equation set in combination with the location information and the corresponding distance information, thereby determining the location information of the in-vehicle terminal 801.

For example, if the position information of the in-vehicle terminal 801 to be determined is (x, y, z), the position information may be determined by the following equation system according to the previously acquired 3 pieces of position information of the in-vehicle terminal 801 and the corresponding distance information.

(x-x₁)²+(y-y₁)²+(z-z₁)²＝d₁

(x-x₂)²+(y-y₂)²+(z-z₂)²＝d₂

(x-x₃)²+(y-y₃)²+(z-z₃)²＝d₃

Wherein the position information (x)₁，y₁，z₁)，(x₂，y₂，z₂)，(x₃，y₃，z₃) Which is the previously acquired 3 pieces of position information of the in-vehicle terminal 801. d₁As position information (x)₁，y₁，z₁) Corresponding distance information, d₂As position information (x)₂，y₂，z₂) Corresponding distance information, d₃As position information (x)₃，y₃，z₃) Corresponding distance information.

As another example, if the position information of the in-vehicle terminal 801 to be determined is (x, y, z), the position information may be determined by the following equation system according to 4 pieces of position information and corresponding distance information previously acquired by the in-vehicle terminal 801.

(x-x₁)²+(y-y₁)²+(z-z₁)²＝d₁

(x-x₂)²+(y-y₂)²+(z-z₂)²＝d₂

(x-x₃)²+(y-y₃)²+(z-z₃)²＝d₃

(x-x₄)²+(y-y₄)²+(z-z₄)²＝d₄

Wherein the position information (x)₁，y₁，z₁)，(x₂，y₂，z₂)，(x₃，y₃，z₃)，(x₄，y₄，z₄) The 4 pieces of position information previously acquired by the in-vehicle terminal 801. d₁As position information (x)₁，y₁，z₁) Corresponding distance information, d₂As position information (x)₂，y₂，z₂) Corresponding distance information, d₃As position information (x)₃，y₃，z₃) Corresponding distance information, d₄As position information (x)₄，y₄，z₄) Corresponding distance information.

As another example, if the position information of the in-vehicle terminal 801 to be determined is (x, y), the position information may be determined by the following equation system according to the 2 pieces of position information and the corresponding distance information previously acquired by the in-vehicle terminal 801.

(x-x₁)²+(y-y₁)²＝d₁

(x-x₂)²+(y-y₂)²＝d₂

Wherein the position information (x)₁，y₁)，(x₂，y₂) Which are 2 pieces of position information previously acquired by the in-vehicle terminal 801. d₁As position information (x)₁，y₁) Corresponding distance information, d₂As position information (x)₂，y₂) Corresponding distance information.

According to the auxiliary positioning mode provided by the embodiment of the application, the vehicle-mounted terminal can acquire the position information and the distance information of the peripheral terminal equipment through the V2X technology, and determine the position information of the vehicle-mounted terminal. The advantage of this mode is that when the vehicle-mounted terminal cannot determine the position information according to the satellite signal, the vehicle-mounted terminal can determine the position information of itself through the position information and the distance information of other terminal devices. With the development of the V2X technology, the precision of the auxiliary positioning mode can reach the centimeter level.

The above embodiments can be used alone or in combination with each other to achieve different technical effects.

In the embodiments provided in the present application, the method provided in the embodiments of the present application is described from the perspective of the in-vehicle terminal and the server as the execution subject. In order to implement the functions in the method provided by the embodiment of the present application, the vehicle-mounted terminal or the server may include a hardware structure and/or a software module, and the functions are implemented in the form of a hardware structure, a software module, or a hardware structure and a software module. Whether any of the above-described functions is implemented as a hardware structure, a software module, or a hardware structure plus a software module depends upon the particular application and design constraints imposed on the technical solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

In the embodiment of the present application, the vehicle-mounted terminal and the server may be divided into the functional modules according to the above method example, for example, each functional module may be divided for each function, or two or more functions may be integrated into one processing module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. It should be noted that, in the embodiment of the present application, the division of the module is schematic, and is only one logic function division, and there may be another division manner in actual implementation. The following description will be given by taking the case of dividing each function module corresponding to each function:

fig. 10 is a schematic structural diagram of a vehicle-mounted terminal according to an embodiment of the present application. The in-vehicle terminal includes a processing module 1001 and a communication module 1002. The processing module 1001 is configured to support the in-vehicle terminal to perform step 502, step 504, step 505, step 506, and step 507 in fig. 5, step 702, step 706, step 707, step 708, and step 709 in fig. 7, and step 903 and step 904 in fig. 9. The communication module 1002 is configured to support the vehicle-mounted terminal to perform step 501 and step 503 in fig. 5, step 701, step 703, step 704, and step 705 in fig. 7.

As an example, the processing module 1001 in fig. 10 may be implemented by the processor 113 in fig. 1b, and the communication module 1002 in fig. 10 may be implemented by the global positioning system module 126 in fig. 2 in combination with the wireless communication system 152, and the embodiment of the present application is not limited thereto.

The embodiment of the application also provides a computer readable storage medium, wherein the computer readable storage medium stores computer instructions; when the computer readable storage medium runs on a computer, the computer is caused to execute the method provided by the embodiment of the application.

Embodiments of the present application also provide a computer program product containing computer instructions, which when run on a computer, enable the computer to execute the method provided by the embodiments of the present application.

The embodiment of the present application provides a chip, where the chip includes a processor, and when the processor executes an instruction, the chip may execute the method provided in the embodiment of the present application.

Those of ordinary skill in the art will understand that: in the above embodiments, the implementation may be wholly or partially realized by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When loaded and executed on a computer, cause the processes or functions described in accordance with the embodiments of the application to occur, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a network of computers, or other programmable device.

The computer instructions may be stored on a computer readable storage medium or transmitted from one computer readable storage medium to another, for example, from one website, computer, server, or data center to another website, computer, server, or data center via wire (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device including one or more available media integrated servers, data centers, and the like. The usable medium may be a magnetic medium (e.g., floppy Disk, hard Disk, magnetic tape), an optical medium (e.g., Digital Video Disk (DVD)), or a semiconductor medium (e.g., Solid State Disk (SSD)), among others.

In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other manners. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection of some interfaces, devices or units, and may be an electric or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of devices. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each functional unit may exist independently, or two or more units may be integrated into one unit. The integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit.

Through the above description of the embodiments, those skilled in the art will clearly understand that the present application can be implemented by software plus necessary general hardware, and certainly, the present application can also be implemented by hardware, but in many cases, the former is a better implementation. Based on such understanding, the technical solutions of the present application may be substantially implemented or a part of the technical solutions contributing to the prior art may be embodied in the form of a software product, where the computer software product is stored in a readable storage medium, such as a floppy disk, a hard disk, or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods described in the embodiments of the present application.

The above description is only an embodiment of the present application, but the scope of the present application is not limited thereto, and all changes and substitutions within the technical scope of the present application should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A high accuracy positioning method, characterized in that the method comprises:

the method comprises the steps that a first vehicle-mounted terminal receives first correction information sent by a server through a mobile network, wherein the first correction information is used for improving the positioning precision of the first vehicle-mounted terminal;

the first vehicle-mounted terminal determines second correction information according to the first correction information, and the second correction information is used for improving the positioning accuracy of the second vehicle-mounted terminal;

the first vehicle-mounted terminal broadcasts the second correction information through a V2X wireless communication link, so that the second vehicle-mounted terminal determines high-precision position information according to the second correction information, and the high-precision position information comprises longitude and latitude information of the second vehicle-mounted terminal.

2. The method of claim 1, wherein the server is a server of an RTK system;

before the first vehicle-mounted terminal receives the first correction information sent by the server through the mobile network, the method further includes:

the first vehicle-mounted terminal receives satellite signals of at least four GNSS satellites;

the first vehicle-mounted terminal determines initial position information according to satellite signals of the at least four GNSS satellites;

and the first vehicle-mounted terminal sends the initial information to the server.

3. The method of claim 2, wherein the first modification information is determined by the server based on the initial information.

4. The method of claim 3, wherein the first correction information comprises RTK differential correction information.

5. The method of claim 1, wherein the server is a server of a PPP system, and wherein the first correction information comprises ephemeris and satellite clock error.

6. The method of any of claims 1-5, wherein the first on-board terminal broadcasting the second correction information over a V2X wireless communication link comprises:

the first on-board terminal periodically broadcasts the second correction information over a V2X wireless communication link.

7. The method of claim 6,

when the server is a server of an RTK system, the first vehicle-mounted terminal periodically broadcasts the second correction information according to a first time interval;

and when the server is a server of the PPP system, the first vehicle-mounted terminal periodically broadcasts the second correction information according to a second time interval, wherein the second time interval is greater than the first time interval.

8. The method according to any one of claims 1 to 5, wherein the determining of the high-precision position information by the second on-board terminal based on the second correction information specifically comprises:

the second vehicle-mounted terminal receives the second correction information;

and if the distance between the second vehicle-mounted terminal and the first vehicle-mounted terminal does not exceed a preset distance, the second vehicle-mounted terminal determines high-precision position information according to the second correction information.

9. A high-precision positioning system comprises a first vehicle-mounted terminal, a second vehicle-mounted terminal, a first server and a second server,

the first vehicle-mounted terminal is configured to receive first correction information sent by the first server through a mobile network, and the first correction information is used for improving the positioning accuracy of the first vehicle-mounted terminal; determining second correction information according to the first correction information, wherein the second correction information comprises the first correction information; the second server sends the second correction information;

the second vehicle-mounted terminal configured to determine initial position information; sending a correction information request to the second server, the correction information request including the initial position information;

the second server configured to receive the second correction information; determining third correction information according to the initial position information, wherein the third correction information is used for improving the positioning precision of the second vehicle-mounted terminal; transmitting the third correction information to the second on-vehicle terminal;

the second in-vehicle terminal is further configured to determine high-precision position information from the third correction information.

10. The system of claim 9, wherein the first server is a server of a PPP system, and wherein the first and second correction information comprise ephemeris and satellite clock error.

11. The system of claim 9, wherein the first server is a server of an RTK system, and wherein the first correction information and the second correction information comprise RTK differential correction information.

12. The system of claim 9, wherein the first in-vehicle terminal is further configured to periodically send the first correction information to the second server.

13. The system according to claim 9, wherein the determining high-precision location information based on the third correction information specifically comprises:

the second vehicle-mounted terminal acquires a first distance, wherein the first distance is the distance between the second vehicle-mounted terminal and the first vehicle-mounted terminal;

and if the first distance is smaller than or equal to the preset distance, the second vehicle-mounted terminal determines high-precision position information according to the third correction information.

14. A vehicle-mounted terminal, characterized in that the vehicle-mounted terminal comprises:

the communication module is used for receiving first correction information sent by a server through a mobile network, and the first correction information is used for improving the positioning accuracy of the first vehicle-mounted terminal;

the processing unit is used for determining second correction information according to the first correction information, and the second correction information is used for improving the positioning precision of the second vehicle-mounted terminal;

the communication module is further configured to broadcast the second correction information through a V2X wireless communication link, so that the second vehicle-mounted terminal determines high-precision location information according to the second correction information, where the high-precision location information includes latitude and longitude information of the second vehicle-mounted terminal.

15. The vehicle terminal according to claim 14, wherein the server is a server of an RTK system;

the communication module is further used for receiving satellite signals of at least four GNSS satellites;

the processing module is further configured to determine initial position information according to the satellite signals of the at least four GNSS satellites;

the communication module is further configured to send the initial information to the server.

16. The in-vehicle terminal according to claim 15, wherein the first correction information is determined by the server based on the initial information.

17. The vehicle terminal of claim 16, wherein the first correction information comprises RTK differential correction information.

18. The vehicle terminal according to claim 14, wherein the server is a server of a PPP system, and the first correction information includes ephemeris and satellite clock error.

19. The in-vehicle terminal of any of claims 14-18, wherein the first in-vehicle terminal broadcasting the second correction information over a V2X wireless communication link comprises:

the communication module is further configured to periodically broadcast the second correction information via a V2X wireless communication link.

20. The method of claim 19,

when the server is a server of an RTK system, the communication module is further configured to periodically broadcast the second correction information according to a first time interval;

when the server is a server of the PPP system, the communication module is further configured to periodically broadcast the second correction information according to a second time interval, where the second time interval is greater than the first time interval.

21. A chip, characterized in that the chip is coupled with a memory in a vehicle terminal, such that the chip, when run, invokes program instructions stored in the memory, causing the vehicle terminal to perform the method according to any of claims 1 to 8.

22. A computer storage medium, characterized in that it has stored therein program instructions that, when run on a vehicle terminal, cause an electronic device to execute the method according to any one of claims 1 to 8.

23. An in-vehicle device, wherein the in-vehicle device comprises a processor and a memory, and instructions are stored in the memory; the instructions, when executed by the processor, implement a method of high precision positioning as recited in any of claims 1-8.