RU2803992C1 - Software and hardware complex for high precision vehicle positioning (hpvp shc) - Google Patents

Abstract

FIELD: navigation.

SUBSTANCE: invention relates to technologies for high-precision vehicle positioning (HPVP TV) based on global navigation satellite systems (GNSS) signals. The hardware and software complex for high-precision positioning of the vehicle using GNSS signals comprises a high-precision positioning base station (HPP BS) located stationary, in a pre-geo-located place, a high-precision positioning transport terminal (HPP TT) located on the vehicle and a server a module installed permanently, whereas the HPP TT comprises a high-precision positioning module (HPP), which is configured to receive the RTK (Real Time Kinematic) differential correction via two channels that duplicate each other: LTE channel, where the exchange is carried out according to the unified transport protocol EGTS (Era Glonass Telematics Standard) and UHF (Ultra High Frequency) radio channel to clarify its own location according to this amendment, as well as the HPP TT is configured to simultaneously receive GNSS signals in two frequency bands by the HPP module: L1 (1559-1606 MHz) and L2 (1197-1249 MHz).

EFFECT: improved positioning accuracy of the vehicle.

12 cl, 5 dwg

Description

Application area

The proposed group of inventions relates to technologies for high-precision positioning of vehicles (HTP TS) using signals from global navigation satellite systems (GNSS).

The main positioning technology today is satellite - receiving code signals from various satellites to calculate the location of the receiver. The technology was originally developed for military needs, but has long been open to civilian use. But since navigation information can be used, in particular, for reconnaissance needs, the accuracy of civilian decisions is often artificially coarsened, sometimes at the level of the software of the receivers themselves. However, the accuracy of the code positioning method ranges from 5 to 15 m, and this is not enough for positioning tasks of ground passenger transport. In addition, satellite navigation works well where the sky is visible. Navigation accuracy may be affected by mountains, large lakes, and various sources of strong electromagnetic interference. To increase the accuracy of location determination, it is necessary to use various methods, for example, differential correction of position in relation to stationary objects.

It should be noted that fixed receivers of a satellite signal can be positioned quite accurately even using the code method of calculating coordinates - due to the long-term accumulation of data from the satellite. The more signals are analyzed, the more accurately the location of stationary objects is determined. To clarify, you can use various systems - GPS, GLONASS, BeiDou, etc. Their signals can be received in any territory, regardless of the country where the device is located. These stationary objects are subsequently used to calculate the position of mobile receivers by analyzing the phase difference of satellite signals. The base station allows you to determine the error that the Earth's atmosphere introduces into signal propagation. This positioning method allows you to determine the position not only by code signals, but also by the phase of the signal. To do this, you need to receive corrective information from stationary sources through some communication channel. The method is called phase - it requires the presence of stationary sources of correction signals, which are used for fast and high-precision positioning of moving objects.

The phase method makes it possible to achieve centimeter positioning accuracy, which is quite acceptable for positioning tasks of ground passenger transport: further refinement of the position can be introduced using machine vision. It is clear that the closer the receiver is to the correction station, the more accurately its location can be determined using the phase method. However, it should be remembered that the accuracy of determining the height is slightly lower than that of ground (plane) coordinates, approximately two times.

To ensure high-precision positioning on a large scale, such as a city, it is necessary to install quite a lot of additional stations transmitting correction signals.

For high-precision indoor navigation, similar technologies are used (linking to fixed transmitting stations), but in this case it is no longer possible to use the original satellite signal, but to count the distance from local base stations: their coordinates must be known with high accuracy. Such solutions can be used in the case when the sky is visible on one part of the object, but not on the other. Then it is enough to install special sensors that allow you to achieve centimeter accuracy within a radius of 100 m, while emulating the operation of a GPS system. However, for a local positioning system, the positioning accuracy can be further increased depending on the frequencies used and the number of sensors. However, this increases the cost of the solution, since it includes the cost of both receivers and installed transmitters. As a result, a solution with specialized correction signal transmitters turns out to be quite expensive.

For navigation purposes, you can also use standard mobile base stations or Wi-Fi. RFID and similar personal radio technologies can be used: complex systems can handle complex tasks, and many startups are now trying to develop a solution that combines as many popular positioning methods as possible. Of course, specialized software must be developed for them, but the hardware components of such devices are standard. Over time, a single system should emerge that combines a wide variety of methods and devices, allowing the positioning of devices continuously, regardless of the location of the receiver. It's a matter of creating hardware and software solutions.

State of the art

There is a known method of high-precision positioning for civilian consumers by deploying local differential subsystems that have a coverage radius of no more than 200 km, and, as a rule, include one control and correction station that generates differential corrections and integrity data, and data transmission means, as which VHF radio communications are used (Yu.A. Solovyov. Satellite navigation and its applications, M., Eco-trend, 2003, p. 51, p. 85).

The disadvantage of this known method is the insufficient positioning accuracy of 1-3 m in dynamic mode, the need to deploy a network of correction stations, and the presence of “dead zones” of reception.

There is a known method of high-precision positioning, implemented by a high-precision coordinate system, including a differential subsystem of a geodetic navigation satellite system, a high-precision reference system and a coordinate model of the railway track (I.N. Rozenberg, V.Ya. Tsvetkov, S.I. Matveev, S.K. Dulin , Scientific and technical publication “Integrated Railway Management System” edited by V. I. Yakunin, M.: Design, Information, Cartography, 2008, pp. 87-94).

In the known method, all coordinate calculations are carried out in a global geocentric coordinate system. This system does not have cartographic distortions inherent in conventional and digital maps. It allows you to implement the principle of unity of measurements. The system is also equipped with means of recalculating coordinates into the state coordinate system SK-95 in the form of rectangular, ellipsoidal and flat coordinates in the Gauss-Kruger projection and in a special geodetic projection that does not have practically significant cartographic distortions.

The main disadvantage of the known technology is the insufficiently high accuracy of determining the positioning of the vehicle location.

From patent RU 2690521 C1, publ. 06/04/2019, a known technology for remote monitoring of vehicle positioning in the absence of a navigation computer on board the vehicle, including when the number of visible navigation satellites is reduced to two.

The main disadvantage of the known technology is the insufficiently high accuracy of determining the positioning of the vehicle location.

From patent RU 2657185 C1, publ. 06/08/2018, a known local positioning system contains a master node, at least two slave nodes, and at least one tag with its own identification data. The method of operation of the local positioning system contains stages in which the master node receives a command from the user to search for a mark; The master node and slave nodes send search pulses modulated by the tag identification data; the tag receives a search pulse, accumulates the energy of the received search pulse and sends a positioning pulse into space when determining the coincidence of the received identification data with its identification data; The master node calculates the position of the mark in space based on the received positioning pulses.

The main disadvantage of the known technology is the insufficiently high accuracy of determining the positioning of the vehicle location.

From application US 2008/0165053 A1, publ. 07/10/2008, the technology for processing data from GNSS receivers is known. The postprocessing mechanism and the postprocessing accuracy predictor are described. The post-processing engine provides high-accuracy GNSS (GPS) position determination with fast runtime for GIS applications. The postprocessing accuracy predictor calculates, during data acquisition, an estimate of the accuracy that can be achieved after postprocessing. This helps optimize performance when collecting GNSS data where post-processing accuracy is critical. The predictor examines the quality of the carrier measurements and estimates how well the post-processed floating point solution will converge in the time since the carrier lock was acquired.

The main disadvantage of the known technology is the insufficiently high accuracy of determining the positioning of the vehicle location.

The proposed invention is aimed at eliminating the disadvantages of the prior art.

Disclosure of the Invention

The main distinctive features of the proposed technology are:

• Determination of high-precision coordinates of the location of vehicles (TS) carrying out urban passenger transportation: buses, trolleybuses, trams, electric buses;

• Ensuring integration of the declared technology with upper-level systems through the use of the unified transport protocol EGTS (Era Glonass Telematics Standard), which minimizes labor costs for such integration;

• Calculation of the differential RTK (Real Time Kinematic) correction using the navigation chip of the high-precision positioning base station of the VTP BS, which determines the position error at the current location of the satellites above the vehicle, while the RTK correction is broadcast to the vehicle via two overlapping channels: LTE channel and/or UHF (Ultra High Frequency) radio channel;

• Ensuring the transmission of vehicle location data to the server module and/or to the dispatch center;

• Ensuring vehicle positioning accuracy of up to 1.5 m at a distance of up to 20 km from the location of the VTP BS;

• Ensuring control of the speed limit and direction of movement of the vehicle.

The proposed technology is aimed at achieving the following technical results:

• Expanding the functionality of high-precision positioning (HTP) of the vehicle;

• Expanding the functionality of complex dispatch control systems that require up-to-date information about the exact location of the vehicle;

• Increasing the accuracy of vehicle positioning by taking into account, when determining the vehicle’s location, the differential RTK correction received from the VTP BS via two channels: LTE and UHF.

The specified technical results are achieved through the proposed software and hardware complex for high-precision positioning of a vehicle (VV) using signals from global navigation satellite systems (GNSS), containing at least the following:

- a high-precision positioning base station (BS VTP), located stationary, in a pre-geo-referenced location, capable of receiving GNSS navigation signals through data exchange with satellites, calculating differential RTK (Real Time Kinematic) corrections using the BS VTP navigation chip, which determines the location error at the current location of the satellites above the vehicle, while the RTK correction is broadcast to the vehicle via two overlapping channels: an LTE channel and a UHF (Ultra High Frequency) radio channel;

- a high-precision positioning transport terminal (HT PTP), located on the vehicle, containing at least: a high-precision positioning module (HTP) and, connected to the VTP module, a GNSS antenna and a UHF antenna, while the vehicle terminal is configured to receive RTK corrections via overlapping UHF and LTE channels to clarify your own location according to this amendment, as well as with the ability to broadcast location data to the server module via the EGTS (Era Glonass Telematics Standard) protocol with a frequency of up to 3 times per second;

at the same time, the VTP TT is also designed with the possibility of simultaneous reception by the VTP module of GNSS signals in two frequency ranges: L1 (1559-1606 MHz) and L2 (1197-1249 MHz);

- a server module installed permanently, containing at least: an LTE modem configured to receive vehicle location data; a positioning server configured to store vehicle location data in a database, as well as broadcast vehicle location data via the EGTS protocol to upper-level systems via positioning server data channels.

Vehicles are vehicles that carry out urban passenger transportation: buses, trolleybuses, trams, electric buses.

At the same time, high-precision positioning of vehicles is carried out in the territories of bus, tram, trolleybus depots and adjacent territories.

With this implementation option, the vehicle positioning accuracy is up to 1.5 m and is ensured at a distance of up to 20 km from the location of the VTP BS, then the accuracy will decrease.

Also, with this implementation option, control of the speed limit and direction of movement of the vehicle is ensured.

It also provides the ability to broadcast high-precision navigation data on the vehicle’s location via the EGTS unified transport protocol to upper-level systems that monitor, control and manage vehicles and transport infrastructure objects.

The specified technical results are also achieved due to the proposed method for high-precision positioning of a vehicle using a software and hardware complex for high-precision positioning of a vehicle using GNSS signals, containing at least the stages of:

- receiving navigation data from GNSS;

- calculation of differential RTK correction using the VTP BS navigation chip, which determines the location error at the current location of the satellite constellation above the vehicle,

in this case, the RTK correction is broadcast to the vehicle via two channels that duplicate each other: an LTE channel and a UHF radio channel;

- reception of RTK corrections on the VTP TT via UHF and GTU channels, where the navigation data calculated from GNSS signals is refined using built-in software;

- broadcasting via LTE channel data on the location of the vehicle via TT VTP to the server module with a frequency of up to 3 times per second using the EGTS protocol;

- simultaneous reception of GNSS signals by the VTP module in two frequency ranges: L1 (1559-1606 MHz) and L2 (1197-1249 MHz);

- receiving data on the location of the vehicle on a server module installed permanently, containing at least an LTE modem and a positioning server;

- saving vehicle location data in the positioning server database;

- translation of vehicle location data via the EGTS protocol to higher-level systems, through data transmission channels of the positioning server.

Vehicles are vehicles that carry out urban passenger transportation: buses, trolleybuses, trams, electric buses.

At the same time, high-precision positioning of vehicles is carried out in the territories of bus, tram, trolleybus depots and adjacent territories.

With this implementation option, the vehicle positioning accuracy is up to 1.5 m and is ensured at a distance of up to 20 km from the location of the VTP BS, then the accuracy will decrease.

Also, with this implementation option, control of the speed limit and direction of movement of the vehicle is ensured.

It also provides the ability to broadcast high-precision navigation data on the vehicle’s location via the EGTS unified transport protocol to upper-level systems that monitor, control and manage vehicles and transport infrastructure objects.

Brief description of drawings

In fig. Figure 1 shows the functioning of the software and hardware complex for high-precision positioning of a vehicle (PAK VTP TS).

In fig. 2 presents the stages of the method for determining the location of a vehicle using a software and hardware complex for high-precision positioning of a vehicle using GNSS signals.

In fig. Figure 3 shows an example of a dimensional drawing of a high-precision positioning module (HPPM).

In fig. Figure 4 shows an example of a dimensional drawing of a UHF antenna.

In fig. Figure 5 shows an example of a dimensional drawing of a GNSS antenna.

Carrying out the invention

Next, the proposed HTP TC technology will be described in detail, with examples of its implementation.

The proposed technology discloses at least an embodiment of the PAK VTP TS, presented in Fig. 1, as well as a method for determining the location of a vehicle using the PAK of the VTP vehicle using GNSS signals, presented in FIG. 2.

GNSS stands for Global Navigation Satellite System and is used as a general term for satellite localization with global coverage around the globe.

As indicated in FIG. 1, the VTP TS PAK includes at least:

high-precision positioning base station (BS VTP), located permanently in a pre-geo-referenced location,

a high-precision positioning transport terminal (HT PPT), located on the vehicle, containing at least: a high-precision positioning module (HPT) and, connected to the VTP module, a GNSS antenna and a UHF antenna;

a server module installed permanently, containing at least: an LTE modem, a positioning server.

In fig. 2 shows the main stages of the method for determining the location of a vehicle using the PAK of the VTP vehicle using GNSS signals.

At step 201, the VTP BS receives GNSS navigation signals through data exchange with satellites.

At step 202, the VTP BS calculates the differential RTK (Real Time Kinematic) correction using the VTP BS navigation chip. The RTK correction determines the position error at the current location of the satellites above the vehicle.

The RTK correction is broadcast to the vehicle via two overlapping channels: an LTE channel and/or a UHF (Ultra High Frequency) radio channel.

RTK stands for Real Time Kinematics and is a technique that uses measurements based on carrier phase and produces ranges (and therefore coordinates) that are orders of magnitude more accurate than those available with code-based positioning.

RTK is used for applications that require higher accuracy, such as determining coordinates with centimeter precision, i.e. up to 1 cm + 1 ppm (mm/km).

At a basic conceptual level, range is calculated by determining the number of carrier cycles between the satellite and the mobile station and then multiplying that number by the wavelength of the carrier.

The calculated ranges still include errors from sources such as satellite clocks and ephemeris, as well as ionospheric and tropospheric delays. To eliminate these errors and take advantage of the accuracy of carrier-based measurements, RTK operation requires that measurements be transmitted from the base station to the rover station.

To transmit RTK corrections, a data link must be established.

Data transfer can be carried out in several ways:

• LTE channel;

• UHF radio channel, 868 MHz

• other external devices (such as Wi-Fi, etc.) that provide a TCP connection to the server module.

The RTK correction is generated based on the coordinates calculated in real time by the navigation receiver using GNSS signals and the a priori known coordinates of the location of the VTP BS.

At step 203, the RTK correction is broadcast to the VTP TT, where the navigation data is specified.

The transport terminal for high-precision positioning (TT VTP) is placed on the vehicle. The VTP TT contains at least: a high-precision positioning module (HPP) and, connected to the VTP module, a GNSS antenna and a UHF antenna.

UHF and GNSS antennas are connected to the VTP module and, together, are part of the VTP TT.

An example of a dimensional drawing of a VTP module included in the VTP TT is shown in Fig. 3.

An example of a dimensional drawing of a UHF antenna is shown in FIG. 4.

An example of a GNSS antenna dimensional drawing is shown in FIG. 5.

It should be noted that other antennas can also be connected to the VTP module, which provide the specified technical parameters (sensitivity, SWR, frequency range, characteristic impedance, design possibility of installation in transport).

The design of the VTP module and antennas may differ from the specified, while maintaining the provided technical characteristics.

TT VTP receives an RTK amendment via a UHF and/or LTE channel to clarify its own location based on this amendment.

Thus, a vehicle positioning accuracy of up to 1.5 m is achieved and is ensured at a distance of up to 20 km from the location of the VTP BS.

These parameters correspond to the declared values in the descriptions of the differential correction system of global navigation satellite systems (DSK GNSS or DGPS), and were confirmed during the industrial operation of the PAK VTP TS.

Positioning accuracy based on GNSS signals depends on a number of factors:

- relative position of navigation satellites located in the direct line of sight of the GNSS receiver (“working constellation”). Expressed by the geometric factor Position Dilution Of Precision (DPOP);

- deviations of GNSS satellites from calculated orbits;

- the influence of the ionosphere and troposphere on the speed of propagation of radio signals from GNSS satellites (depends on many factors, including the current level of solar activity);

- the quality of quartz oscillators in the GNSS receiver, which introduce an error in the accuracy of calculating the time of reception of GNSS signals;

- presence of reflected GNSS signals (relevant in dense urban areas and mountains).

The presence of differential correction provides compensation for the above factors, increasing positioning accuracy. At the same time, as you move away from the base station that calculates the RTK correction for your own location, the “working constellation” also changes, which affects the relevance of the RTK correction.

It should also be noted that the VTP TT provides reception of GNSS signals in two frequency ranges: L1 (1559-1606 MHz) and L2 (1197-1249 MHz), with subsequent multiplexing of the values received over two channels. Dual-frequency reception allows you to reduce the error of the influence of the atmosphere on the basic positioning accuracy. (Most “consumer” navigation receivers implement single-frequency reception).

Next, we give an example of calculating positioning accuracy, in the case of tracking the location of a vehicle - a bus, on the territory of a specific bus depot.

In Bus Park No. 6, a branch of the St. Petersburg State Unitary Enterprise Passazhiravtotrans (AP6), two vehicles (VVs) are equipped with TT VTP. A VTP BS is installed on the territory of AP6, providing RTK broadcast of amendments.

The VTP module installed on the bus carries out:

a) reception of GNSS GLONASS/GPS signals via two reception channels simultaneously (dual-frequency reception);

b) based on the received signals, a base coordinate is calculated. Simplified, in the version for three satellites, it looks like this:

where D is the distance between the GNSS receiver and the satellite (range),

xs, ys, zs - satellite coordinates (the value is calculated from a priori known satellite ephemeris);

x, y, z - coordinates of the GNSS receiver.

c) Having calculated the distances from the four satellites, the receiver searches for the point of intersection of the corresponding spheres. If there is no such point, the receiver controller begins to adjust its clock using successive approximations until it achieves the intersection of all spheres at one point. The greater the number of satellites, the higher the accuracy. The VTP module provides the ability to simultaneously receive signals from up to 184 satellites of various navigation systems. Typically, in urban environments, reception of 6-14 GNSS satellites is provided;

d) post-processing of data is carried out, providing multiplexing over two frequency ranges of reception, as well as post-processing that reduces errors from interference (interaction of a direct satellite signal with a reflected signal, for example, from buildings);

e) connection is made to the NTRIP-caster, implemented in software on the positioning server, from where RTK corrections are received with a frequency of 1 Hz;

f) the location is clarified taking into account the received RTK correction, and the high-precision location of the GNSS receiver is calculated;

g) a connection is made to the positioning server and the calculated navigation data is transmitted via the EGTS protocol.

On the positioning server, the received navigation data is logged and, via agreed APIs, transmitted to the top-level bus traffic dispatching system.

During industrial operation, the positioning accuracy is determined as follows:

- the position of the vehicle on the ground and on the map of the Dispatch software is monitored, and it is monitored that when the vehicle is stationary, the point on the map does not shift;

- the vehicle moves by 1.5 m, while the minimum displacement of the vehicle by the specified distance is visually visible on the Dispatch software map.

The actual positioning accuracy provided by the VTP TT is on the order of a decimeter, but it is not possible to measure such a distance using mapping programs.

Also, for positioning tasks of passenger transport, accuracy above 1.5 m is not required.

At step 204, location data is broadcast to the server module with a frequency of up to 3 times per second.

High-precision navigation data on the vehicle's position with a frequency of up to 3 times per second via the EGTS protocol is transmitted by the TT VTP (via TCP) to the server module and/or to the dispatch center (using the existing radio channels of the vehicle - LTE or Wi-fi).

TT VTP provides:

• reception of signals from global navigation communication systems (GNSS);

• reception of differential corrections from the VTP BS;

• calculation of current coordinates with increased accuracy and sending them to a specialized positioning server. The operation of the TT VTP is ensured using special software (hereinafter referred to as SPO), operating on a built-in control controller.

TT VTP can be classified as radio navigation equipment for operation in the GLONASS or GLONASS/GPS satellite navigation system.

The scope of application of TT VTP is all types of ground vehicles that carry out passenger transportation along routes, at least: buses, electric buses, trams, trolleybuses.

The power supply of the VTP TT is carried out from the stabilized on-board network of the vehicle with a voltage of 24 V, and the possibility of power supply according to PoE standard IEEE 802.3af is provided.

TT VTP is intended for installation in the vehicle interior in a place protected from direct contact with water, oils, exposure to an aggressive environment, direct mechanical impact, and exposure to sunlight.

TT VTP under nominal conditions should ensure automatic start when power is supplied.

TT VTP must provide:

- the ability for the operator to configure initial operating parameters (IP addresses of the TT VTP and positioning server, channels for receiving RTK corrections and sending navigation data);

- continuous collection and processing of navigation data from GNSS satellites;

- receiving differential navigation corrections from high-precision positioning base stations via VHF radio channel and/or TCP/IP;

- calculation of high-precision navigation data, broadcasting them to the positioning server via the TCP/IP protocol, using available Wi-fi/LTE data transmission channels.

In the VTP TT, thanks to the implementation of a standardized protocol for exchanging RTK amendments (NTRIP, RTCM) with the VTP BS, the ability to work with other external VTP BS is provided.

The VTP TT has the ability to configure and update the firmware via the Ethernet interface, which facilitates its commissioning and maintenance on the vehicle.

By means of the VTP TT, data on the speed and direction of movement of the vehicle is also determined.

Data on vehicle speed and azimuth are calculated based on mathematical processing of navigation data calculated from GNSS signals at the current and previous times.

At step 205, data on the location of the vehicle is received on the server module.

The server module contains at least: a positioning server, an LTE modem.

At step 206, the vehicle location data is saved in the positioning server database.

From such a database you can always download information about the location of the vehicle at different times. It is also possible to upload information about the location of the vehicle to cloud systems for further analysis of the received information.

At step 207, the vehicle location data is transmitted via the EGTS protocol to higher-level systems via data channels of the positioning server.

The EGTS protocol allows for integration of the system with top-level systems that monitor, control and manage vehicles and transport infrastructure facilities.

As already indicated above, the stages of the proposed technologies for determining the location of vehicles can be applied to all types of ground vehicles carrying out passenger transportation along routes, at least: buses, electric buses, trams, trolleybuses.

In addition, high-precision positioning of vehicles can be carried out on the territory of a motor transport enterprise, as well as in the territories of bus, tram, trolleybus depots and adjacent territories.

In the above embodiments of the present technology, the disclosed method is described using flowcharts with sequences of steps or modules, but the present invention is not limited to the order of the steps, and some steps may be performed simultaneously with other steps or in a different order. One of ordinary skill in the art will appreciate that the steps in the flowcharts are not mutually exclusive and that other steps can be added to the flowcharts or some steps can be removed from the flowcharts without affecting the scope of the present invention.

In addition, the above embodiments contain various aspects of the examples. It is not possible to describe all possible combinations to represent the various aspects, and those skilled in the art will appreciate that combinations other than those described are possible. Accordingly, the present invention contains all changes, modifications and variations covered by the following claims.

Thus, the disclosed technologies make it possible to expand the functionality of the VTP TS. In addition, the capabilities of complex dispatch control systems, which require up-to-date information about the exact location of the vehicle, are expanding. The disclosed technologies also provide increased accuracy of vehicle positioning by taking into account, when determining the vehicle location, the differential RTK correction received from the VTP BS via two channels: LTE, UHF.

Claims (25)

1. Hardware and software complex for high-precision positioning of a vehicle (VV) using signals from global navigation satellite systems (GNSS), containing at least the following: - a high-precision positioning base station (BS VTP), located stationary, in a pre-geo-referenced location, capable of receiving GNSS navigation signals through data exchange with satellites, calculating differential RTK (Real Time Kinematic) corrections using the BS VTP navigation chip, which determines the location error at the current location of the satellites above the vehicle, while the RTK correction is broadcast to the vehicle via two overlapping channels: an LTE channel and a UHF (Ultra High Frequency) radio channel; - a high-precision positioning transport terminal (HT PTP), located on the vehicle, containing at least: a high-precision positioning module (HTP) and, connected to the VTP module, a GNSS antenna and a UHF antenna, while the vehicle terminal is configured to receive RTK corrections via overlapping UHF and LTE channels to clarify your own location according to this amendment, as well as with the ability to broadcast location data to the server module via the EGTS (Era Glonass Telematics Standard) protocol with a frequency of up to 3 times per second; at the same time, the VTP TT is also designed with the possibility of simultaneous reception by the VTP module of GNSS signals in two frequency ranges: L1 (1559-1606 MHz) and L2 (1197-1249 MHz); - a server module installed permanently, containing at least: an LTE modem configured to receive vehicle location data; a positioning server configured to store vehicle location data in a database, as well as broadcast vehicle location data via the EGTS protocol to upper-level systems via positioning server data channels. 2. The software and hardware complex according to claim 1, characterized in that the vehicles are vehicles that carry out urban passenger transportation: buses, trolleybuses, trams, electric buses. 3. The software and hardware complex according to claim 1, characterized in that high-precision positioning of the vehicle is carried out in the territories of bus, tram, trolleybus parks, and adjacent territories. 4. Hardware and software complex according to claim 1, characterized in that the vehicle positioning accuracy is up to 1.5 m and is ensured at a distance of up to 20 km from the location of the VTP BS, then the accuracy will decrease. 5. The hardware and software complex according to claim 1, characterized in that it is also designed to provide control of the speed limit and direction of movement of the vehicle. 6. The software and hardware complex according to claim 1, characterized in that it provides the ability to transmit high-precision navigation data about the location of the vehicle via the unified transport protocol EGTS to upper-level systems that monitor, control and manage vehicles and transport infrastructure objects. 7. A method for determining the location of a vehicle using a software and hardware complex for high-precision positioning of a vehicle using GNSS signals, containing at least the stages of: - receiving navigation data from GNSS; - calculation of differential RTK correction using the VTP BS navigation chip, which determines the location error at the current location of the satellite constellation above the vehicle, in this case, the RTK correction is broadcast to the vehicle via two channels that duplicate each other: an LTE channel and a UHF radio channel; - reception of RTK corrections on the VTP TT via UHF and LTE channels, where the navigation data calculated from GNSS signals is refined using built-in software; - broadcasting via LTE channel data on the location of the vehicle via TT VTP to the server module with a frequency of up to 3 times per second according to the protocol; - simultaneous reception of GNSS signals by the VTP module in two frequency ranges: L1 (1559-1606 MHz) and L2 (1197-1249 MHz); - receiving data on the location of the vehicle on a server module installed permanently, containing at least an LTE modem and a positioning server; - saving vehicle location data in the positioning server database; - translation of vehicle location data via the EGTS protocol to higher-level systems via data transmission channels of the positioning server. 8. The method according to claim 8, characterized in that the vehicles are vehicles that carry out urban passenger transportation: buses, trolleybuses, trams, electric buses. 9. The method according to claim 8, characterized in that high-precision positioning of the vehicle is carried out in the territories of bus, tram, trolleybus parks, and adjacent territories. 10. The method according to claim 8, characterized in that the positioning accuracy of the vehicle is up to 1.5 m and is ensured at a distance of up to 20 km from the location of the VTP BS, then the accuracy will decrease. 11. The method of claim 8, characterized in that it provides control of the speed limit and direction of movement of the vehicle. 12. The method according to claim 8, characterized in that it is possible to broadcast high-precision navigation data about the location of the vehicle via the unified transport protocol EGTS to upper-level systems that monitor, control and manage vehicles and transport infrastructure objects.