Positioning method and apparatus, storage medium, electronic device, and vehicle

Abstract

The present disclosure relates to the technical field of positioning, and in particular, to a positioning method, a positioning device, a storage medium, an electronic device and a vehicle. The positioning method comprises: acquiring GNSS data of a GNSS system; acquiring UWB data of a UWB system; determining a position coordinate of a vehicle according to the GNSS data solution; determining a usable signal coverage area of a UWB signal according to the UWB data solution; in a case where the position coordinate of the vehicle is a non-fixed solution, determining whether the vehicle will enter the usable signal coverage area within a preset time length; in a case where the vehicle will not enter the usable signal coverage area within the preset time length, performing a solution according to the UWB data and the GNSS data to determine a target position of the vehicle; in a case where the vehicle will enter the usable signal coverage area within the preset time length, performing a solution according to the UWB data to determine the target position of the vehicle.

Description

Positioning methods, devices, storage media, electronic equipment, and vehicles Technical Field

[0001] This disclosure relates to the field of positioning technology, and more specifically, to a positioning method, apparatus, storage medium, electronic device, and vehicle. Background Technology

[0002] With the development of technology, positioning technology is widely used in production and daily life. For example, mobile devices such as cars and robotic vacuum cleaners, which require operation in both obstructed and unobstructed environments, rely on positioning technology to function normally. As urban populations increase and cities expand, along with the development of wireless communication technology, users are demanding higher and higher accuracy in positioning. However, the new urban environment is increasingly interfering with satellite positioning, causing problems in obtaining high-precision positioning information. Summary of the Invention

[0003] To overcome the problems existing in related technologies, this disclosure provides a positioning method, apparatus, storage medium, electronic device, and vehicle.

[0004] According to a first aspect of the present disclosure, a positioning method is provided, comprising:

[0005] Acquire GNSS data from the GNSS system;

[0006] Obtain UWB data from the UWB system;

[0007] The vehicle's position coordinates are determined based on the GNSS data.

[0008] Based on the UWB data calculation, the available signal coverage area of ​​the UWB signal is determined;

[0009] If the vehicle's position coordinates are not a fixed solution, determine whether the vehicle will enter the available signal coverage area within a preset time period;

[0010] If the vehicle does not enter the available signal coverage area within the preset time period, the target location of the vehicle is determined by calculating based on the UWB data and the GNSS data.

[0011] If the vehicle is expected to enter the available signal coverage area within the preset time period, the target location of the vehicle is determined by calculating based on the UWB data.

[0012] Optionally, the step of determining the target location of the vehicle based on the UWB data and the GNSS data when the vehicle will not enter the available signal coverage area within the preset time period includes:

[0013] The vehicle's location range is calculated based on the UWB data.

[0014] The target range of integer ambiguity for the RTK algorithm is determined based on the positioning range.

[0015] The target position of the vehicle is obtained by performing RTK positioning calculation based on the GNSS data and the target range of the integer ambiguity.

[0016] Optionally, it also includes:

[0017] When the position coordinates are a fixed solution, the target position of the vehicle is determined based on the vehicle's position coordinates.

[0018] Optionally, the step of determining the target location of the vehicle based on the UWB data when the vehicle is expected to enter the available signal coverage area within the preset time period includes:

[0019] Based on the UWB data, the first position change of the vehicle is determined;

[0020] The target location of the vehicle is determined based on the vehicle's historical location and the first location change.

[0021] Optionally, it also includes:

[0022] The second position change of the vehicle is obtained, and the second position change is determined based on the GNSS data;

[0023] Determining the target location of the vehicle based on its historical location and the first location change includes:

[0024] If the first position change and the second position change meet the preset conditions, the target position of the vehicle is determined by accumulating the first position change and the historical position.

[0025] If the first position change and the second position change do not meet the preset conditions, the target position of the vehicle is determined by accumulating the second position change and the historical position.

[0026] The preset condition is that the change in the second position is greater than the change in the first position, and the difference between the change in the first position and the change in the second position is greater than a preset difference. Optionally, it also includes:

[0027] The inertial measurement unit parameters and operating data of the vehicle are obtained. The inertial measurement unit parameters include the vehicle's acceleration and angular acceleration, and the operating data includes the vehicle's odometer data.

[0028] The attitude information of the vehicle is determined based on the parameters of the inertial measurement unit;

[0029] Based on the attitude information, the running data, and the target location, navigation planning information for the vehicle is generated so that the vehicle can drive according to the navigation planning information.

[0030] According to a second aspect of the present disclosure, a positioning device is provided, comprising:

[0031] The acquisition module is used to acquire GNSS data from the GNSS system and UWB data from the UWB system.

[0032] The first calculation module is used to calculate and determine the vehicle's position coordinates based on the GNSS data; and

[0033] Based on the UWB data calculation, the available signal coverage area of ​​the UWB signal is determined;

[0034] The first determining module is used to determine whether the vehicle will enter the available signal coverage area within a preset time period when the vehicle's position coordinates are a non-fixed solution.

[0035] The second calculation module is used to calculate the target location of the vehicle based on the UWB data and the GNSS data when the vehicle will not enter the available signal coverage area within the preset time period.

[0036] The second determining module is used to calculate the target location of the vehicle based on the UWB data when the vehicle is expected to enter the available signal coverage area within the preset time period.

[0037] According to a third aspect of the present disclosure, a computer-readable medium is provided having a computer program stored thereon that, when executed by a processing device, implements the steps of the method described in the first aspect.

[0038] According to a fourth aspect of the present disclosure, an electronic device is provided, comprising:

[0039] A storage device having at least one computer program stored thereon;

[0040] At least one processing device is configured to execute the at least one computer program in the storage device to implement the steps of the method described in the first aspect.

[0041] According to a fifth aspect of the present disclosure, a vehicle is provided, including the GNSS system and UWB system described in the first aspect, and the electronic equipment described in the fourth aspect.

[0042] The above technical solution addresses the issue of non-fixed location coordinates and the vehicle's inability to enter a signal coverage area within a preset timeframe. It introduces fused UWB positioning data as an auxiliary method, combining UWB data with GNSS satellite data for positioning calculation to determine the vehicle's target location. If the vehicle enters a signal coverage area within the preset timeframe, the target location is determined based on the UWB data. This solves the problem in existing technologies where data from different positioning systems cannot be calibrated in complex scenarios, leading to erroneous data and system calculation failures. Furthermore, using UWB positioning data as an auxiliary method shortens the convergence speed of the carrier phase differential algorithm, enabling rapid determination of the vehicle's high-precision positioning information.

[0043] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0044] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0045] Figure 1 is a flowchart illustrating a positioning method according to an exemplary embodiment.

[0046] Figure 2 is a simplified diagram of a UWB signal coverage area according to an exemplary embodiment.

[0047] Figure 3 is a flowchart illustrating a positioning method according to another exemplary embodiment.

[0048] Figure 4 is a flowchart illustrating a positioning method according to another exemplary embodiment.

[0049] Figure 5 is a block diagram illustrating a positioning device according to an exemplary embodiment.

[0050] Figure 6 is a block diagram illustrating an electronic device according to an exemplary embodiment. Detailed Implementation

[0051] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0052] The inventors discovered that existing electronic products generally employ two methods to achieve high-precision positioning on urban roads: adding high-precision sensors, such as lidar and fiber optic gyroscopes, or expanding with multiple positioning systems, such as adding UWB (Ultra-Wide Band) positioning or Bluetooth positioning. The former approach places high demands on sensor performance, resulting in higher costs. The latter approach switches between different wireless environments, making it impossible to determine the validity of the current signal, leading to larger positioning errors.

[0053] Currently, a relatively widely used compromise solution involves using a subset of high-precision sensors and supplementing them with additional positioning systems (such as fusion of LiDAR, gyroscopes, accelerometers, and UWB systems). This solution relies on data from each sensor to determine the likely environment and configures different fusion weights for each sensor to achieve position calculation. However, this approach is complex and costly. Furthermore, data from different positioning systems cannot be calibrated in different scenarios. If false positioning or erroneous data occurs, the system may fail to detect it and proceed with the calculation, leading to failure.

[0054] Another common approach is to use GNSS (Global Navigation Satellite System) / UWB as the indoor and outdoor positioning reference, and then use the INS algorithm for integrated navigation. However, this approach is limited by the zero-point drift of the INS system sensors themselves, requiring at least one of the GNSS or UWB systems to have updated positioning data. Therefore, in some outdoor scenarios (such as tree-lined roads or urban canyons), it is easily affected by multipath propagation and obstruction, making it impossible to update accurate location information. This increases the cumulative error of the fusion positioning algorithm, leading to incorrect positioning results.

[0055] In view of this, positioning methods, devices, storage media, electronic devices, and vehicles are developed to solve the aforementioned technical problems.

[0056] Figure 1 illustrates a positioning method according to an exemplary embodiment, including the following steps:

[0057] In step S101, GNSS data from the GNSS system is acquired;

[0058] In step S102, UWB data from the UWB system is acquired;

[0059] In step S103, the vehicle's position coordinates are determined based on GNSS data.

[0060] In step S104, the available signal coverage area of ​​the UWB signal is determined based on the UWB data calculation.

[0061] In step S105, if the vehicle's position coordinates are not fixed, it is determined whether the vehicle will enter the available signal coverage area within a preset time period.

[0062] In step S106, if the vehicle will not enter the area covered by available signals within a preset time period, the target position of the vehicle is determined by calculating based on UWB data and GNSS data.

[0063] In step S107, if the vehicle will enter the area with available signal coverage within a preset time period, the target location of the vehicle is determined based on UWB data.

[0064] First, it should be understood that the current urban road environment is complex. Autonomous vehicles require positioning systems to provide reliable real-time positioning information, while also maintaining accurate location data even in tunnels or other obstructed environments. This requirement is typically met by using high-precision gyroscopes, accelerometers, and lidar, combined with GNSS data. However, these high-precision devices are expensive and have weak market competitiveness. The zero-point drift of high-precision gyroscopes and accelerometers leads to cumulative errors in their output data; without reference data for correction over a long period, the data becomes unusable. Furthermore, lidar is susceptible to light interference, unable to avoid interference from direct sunlight and lasers of the same wavelength, resulting in limitations in scene recognition. The usable signal coverage area of ​​UWB signals is smaller than the maximum signal coverage area, and the signal strength within the usable coverage area is stronger than the signal strength outside the usable coverage area.

[0065] It should also be understood that due to the complex urban road environment, broadcast signals may be blocked by buildings, leading to insufficient GNSS satellite observation. Therefore, when acquiring target data, while acquiring broadcast information from the GNSS system in real time, ephemeris information acquired at the previous moment can be obtained locally. That is, the GNSS data in the final target data is actually GNSS data obtained by integrating and / or updating the previously updated position information, ephemeris information, and other historical information based on the broadcast information acquired in real time. Here, "previous moment" refers to the previous information acquisition time, which is not specifically limited in this embodiment. In addition, this embodiment does not specifically limit the method of information integration and / or information updating.

[0066] When the vehicle starts, the onboard UWB system and RTK system start simultaneously, reading the real-time refreshed RTK positioning coordinates and the direction and distance information of the current UWB mobile tag station from the captured UWB anchor points, and the positioning coordinates of the UWB anchor points can be calculated. Therefore, steps S101 and S102 can be performed simultaneously, as can steps S103 and S104. Furthermore, since UWB data intensity is stronger within a smaller coverage radius, the calculated relative distance has higher confidence. However, based on the location where UWB data can be captured, a strong UWB data intensity may not be obtained. Therefore, as shown in Figure 2, the position coordinates of all captured UWB anchor points 21 can be fitted with the available coverage radius parameter to obtain the available UWB data coverage area 22 at the current location. Because the coverage area of ​​UWB data is small, the signal propagation time from UWB anchor point 21 to UWB mobile tag station 23 is short; therefore, the time synchronization error between UWB anchor point 21 and UWB mobile tag station 23 is negligible.

[0067] For example, after obtaining the target data, the vehicle's position coordinates are calculated based on GNSS data, and the vehicle's position range and the available coverage area of ​​the anchor point signal are calculated based on UWB data. Then, based on the vehicle's position coordinates, a fixed solution, and a preset error range, it is determined whether the position coordinates are a fixed solution. If the position coordinates are not a fixed solution, it is further determined whether the vehicle will enter the available signal coverage area within a preset time period. If the vehicle will not enter the available signal coverage area within the preset time period, the target position of the vehicle is determined based on UWB and GNSS data. The vehicle's position coordinates calculated from GNSS data can be latitude and longitude coordinates.

[0068] Specifically, the vehicle's heading, speed, and distance to the boundary of the available signal coverage area can be used to determine whether the vehicle will enter the available signal coverage area within a preset time. First, the vehicle's heading can be used to determine if it is moving towards the available signal coverage area. If the vehicle is moving towards the available signal coverage area, the time required for the vehicle to reach the boundary of the available signal coverage area can be calculated based on the vehicle's heading, speed, and distance to the boundary. If the calculated time is less than the preset time, it is determined that the vehicle will enter the available signal coverage area within the preset time; if the calculated time is greater than or equal to the preset time, it is determined that the vehicle will not enter the available signal coverage area within the preset time. Of course, other methods can also be used to determine whether a vehicle is about to enter the available signal coverage area, and this embodiment does not limit this method.

[0069] The above technical solution introduces fused UWB positioning data as an auxiliary method when the location coordinates are not fixed and the vehicle will not enter the available signal coverage area within a preset time period. UWB data is combined with GNSS satellite data for positioning calculation to determine the vehicle's target location. If the vehicle will enter the available signal coverage area within the preset time period, the target location is determined based on the UWB data. This solves the problem in existing technologies where data from different positioning systems cannot be calibrated in complex scenarios, leading to erroneous data and system calculation failure. Simultaneously, using UWB positioning data as an auxiliary method shortens the convergence speed of the carrier phase differential algorithm, enabling rapid acquisition of high-precision vehicle positioning information.

[0070] Among the possible approaches, it is also possible to:

[0071] Acquire the vehicle's inertial measurement unit parameters and operational data. The inertial measurement unit parameters include the vehicle's acceleration and angular acceleration, and the operational data includes the vehicle's odometer data.

[0072] The vehicle's attitude information is determined based on the parameters of the inertial measurement unit;

[0073] Based on attitude information, operational data, and target location, navigation planning information for the vehicle is generated so that the vehicle can drive according to the navigation planning information.

[0074] For example, after determining the target position of the vehicle, the inertial measurement unit (IMU) parameters measured in real time by the vehicle and other vehicle operating data can be obtained. The IMU parameters are then used to calculate the vehicle's attitude information. Based on the vehicle's attitude information, operating data, and target position, navigation planning information is generated so that the vehicle can drive according to the navigation planning information. This disclosure does not specifically limit the method for generating navigation planning information.

[0075] In one possible approach, if the vehicle will not enter an area with available signal coverage within a preset time period, the target location of the vehicle can be determined by calculating based on UWB and GNSS data.

[0076] The vehicle's location range is calculated based on UWB data;

[0077] The target range of integer ambiguity for the RTK algorithm is determined based on the positioning range.

[0078] The target position of the vehicle is obtained by performing RTK positioning calculation based on GNSS data and the target range of integer ambiguity.

[0079] It should be understood that when the location coordinates are not fixed and the vehicle will not enter the area covered by available signals within a preset time period, UWB positioning technology data can be introduced as an aid. The UWB data is combined with GNSS satellite data to perform positioning calculations, thereby determining the current positioning data.

[0080] For example, the vehicle's positioning range can be calculated based on UWB data. For UWB systems, since the UWB system uses UWB anchor points as reference base stations, the reference distance between the UWB anchor point and the vehicle is determined based on the signals emitted by the corresponding mobile tag station (i.e., the vehicle). Then, based on multiple reference distances and the positioning coordinates of the UWB anchor point, a positioning range for the vehicle is calculated. Next, based on the positioning range output by the UWB system, the integer ambiguity range is narrowed down, i.e., the target range of the RTK system's integer ambiguity is determined. Finally, based on the target range and GNSS data, RTK positioning is performed to determine the vehicle's target position.

[0081] For example, determining the target range of integer ambiguity of the RTK algorithm based on the positioning range can be achieved by first filtering multiple integer ambiguity values ​​according to preset filtering conditions to obtain multiple filtered integer ambiguity values, then determining the target range of integer ambiguity of the RTK algorithm based on the vehicle's positioning range, and finally performing positioning calculation based on the target integer ambiguity values ​​in the target range and GNSS data to determine the target location.

[0082] It should be understood that, due to the problem that integer ambiguity errors cannot be accurately measured during the differential carrier phase technology's calculation of the current position, the current UWB anchor point can be used as a reference base station to calculate the reference distance and position coordinate range of the UWB mobile tag station. Then, the calculated position coordinate range can be substituted into the observation equation to determine the parameter range of integer ambiguity. In this way, the calculation time of the current position can be further reduced, thereby determining the target position of the vehicle.

[0083] The observation equation can be expressed as:

[0084]

[0085] in, The carrier phase observation is represented by λ, the wavelength by N, the integer ambiguity by ρ, and the distance from the antenna to the satellite by δt. u δt represents the receiver clock bias. s V represents satellite clock bias. ion V represents the tropospheric delay and ionospheric delay. trop This indicates the delay in ionospheric response, ε φ This indicates the observation error.

[0086] It should be noted that incorporating multiple integer ambiguity values ​​into RTK carrier phase differential positioning to determine a more unique and accurate vehicle target location is an existing technology, which will not be elaborated here.

[0087] In another possible approach, where the position coordinates are a fixed solution, the target position of the vehicle can be determined based on the vehicle's position coordinates.

[0088] It should be understood that, when the position coordinates are a fixed solution, the system will continue to use the position coordinates output by the RTK system to determine the target position of the vehicle, and collect the current acceleration and angular acceleration values ​​of the vehicle based on the on-board inertial measurement unit. Based on the collected current acceleration and angular acceleration values ​​of the vehicle, the system will determine the target position of the vehicle through integration and accumulation, and correct the vehicle navigation information based on the real-time updated target position coordinates, vehicle attitude information and navigation information.

[0089] In one possible approach, if the vehicle is expected to enter an area with available signal coverage within a preset time period, determining the vehicle's target location based on UWB data could be:

[0090] Based on the calculations using UWB data, the first change in the vehicle's position is determined.

[0091] The target location of the vehicle is determined based on its historical location and the change in its first location.

[0092] It should be understood that if the location coordinates are not fixed, and the vehicle will enter an area with available signal coverage within a preset time period, it indicates that the RTK system outputs relatively large errors in the RTK carrier phase differential positioning data. The data calculated by satellite positioning cannot be directly used as reference positioning data for the vehicle. In this case, UWB data can be used to calculate and determine the vehicle's target location. Specifically, the distance information between the UWB anchor point and the UWB mobile tag station can be determined based on the UWB anchor point coordinates. Then, based on the distance information, the change in the coordinate position of the UWB mobile tag station is obtained, which is the vehicle's first position change. Finally, based on the vehicle's historical position and the first position change, the vehicle's target location is determined.

[0093] For example, firstly, the location information of the UWB anchor point corresponding to the UWB data can be determined based on the target data. Then, the reference distance between the UWB anchor point and the vehicle can be determined based on the location information of the UWB anchor point and the signal emitted by the corresponding mobile tag station (i.e., vehicle). Next, the first position change of the vehicle can be determined based on the location information of the UWB anchor point and the reference distance between the UWB anchor point and the vehicle. Finally, the target position of the vehicle can be determined by accumulating and solving the historical position of the vehicle and the first position change.

[0094] Among the possible approaches, it is also possible to:

[0095] The second position change of the vehicle is obtained, which is determined based on GNSS data;

[0096] Based on the vehicle's historical location and the change in its initial location, the target location of the vehicle is determined, including:

[0097] If the first position change and the second position change meet the preset conditions, the target position of the vehicle is determined by accumulating the first position change and the historical position.

[0098] If the change in the first position and the change in the second position do not meet the preset conditions, the target position of the vehicle is determined by accumulating the change in the second position and the historical position.

[0099] The preset condition is that the change in the second position is greater than the change in the first position, and the difference between the change in the first position and the change in the second position is greater than a preset difference.

[0100] It should be understood that when the position coordinates calculated from GNSS data are not a fixed solution, the determined target position of the vehicle can be corrected based on the change in the vehicle's position after the target position is determined, in order to obtain more accurate positioning information and thus perform more accurate route planning for the vehicle. The change in position can be determined based on the vehicle's historical position information and the real-time determined position information. The historical position information can be the position information determined at the previous moment, and this embodiment does not specifically limit the previous moment. Specifically, the vehicle's historical position information may include a first historical position calculated from GNSS data, a second historical position calculated from UWB data, and the target historical position information determined at the previous positioning moment. The real-time determined position information may include position coordinates calculated based on GNSS data, a target position determined based on the position range, and the determined target position of the vehicle.

[0101] For example, after obtaining the first and second position changes, the correction method for the target position can be determined based on preset conditions. If the first and second position changes meet the preset conditions—that is, the second position change is greater than the first position change, and the difference between the first and second position changes is greater than a preset difference—then the target position error output by the positioning calculation based on UWB data can be considered large. In this case, the position coordinates obtained by the RTK system based on GNSS data can be trusted; that is, the target position of the vehicle can be determined by accumulating the first position change and historical positions.

[0102] If the changes in the first and second positions do not meet the preset conditions, it can be assumed that the target position output by the UWB system based on UWB data has a large error. In this case, the target position obtained from the positioning calculation based on UWB data can be trusted, i.e., the target position of the vehicle can be determined by accumulating the changes in the second position and historical positions.

[0103] The embodiments disclosed herein do not specifically limit the size of the preset difference.

[0104] For example, while the vehicle is driving according to the navigation planning information, the working status of the UWB system can be monitored in real time and UWB data can be obtained for calculation. When it is determined that the vehicle is about to leave the urban road covered by the UWB positioning system, the positioning mode is switched, that is, the positioning calculation is performed according to the GNSS data to obtain the vehicle's position information, and the target position of the vehicle is determined according to the obtained position information.

[0105] Figure 3 illustrates a positioning method according to another exemplary embodiment, including the following steps:

[0106] Step S201: Obtain GNSS data from the GNSS system.

[0107] Step S202: Obtain UWB data from the UWB system.

[0108] Step S203: Calculate and determine the vehicle's position coordinates based on GNSS data.

[0109] Step S204: Based on the UWB data calculation, determine the available signal coverage area of ​​the UWB signal.

[0110] Step S205: Determine whether the position coordinates are a non-fixed solution. If the position coordinates are a non-fixed solution, proceed to step S206; otherwise, proceed to step S218.

[0111] Step S206: Determine whether the vehicle will enter the available signal coverage area within a preset time period. If the vehicle will not enter the available signal coverage area within the preset time period, proceed to step S207; otherwise, proceed to step S216.

[0112] Step S207: Calculate the vehicle's location range based on UWB information.

[0113] Step S208: Determine the target range of integer ambiguity of the RTK algorithm based on the positioning range.

[0114] Step S209: Perform RTK positioning calculation based on GNSS data and the target range of integer ambiguity to obtain the target position.

[0115] Step S210: Obtain the inertial measurement unit parameters and operating data of the vehicle. The inertial measurement unit parameters include the vehicle's acceleration and angular acceleration, and the operating data includes the vehicle's odometer data.

[0116] Step S211: Determine the vehicle's attitude information based on the parameters of the inertial measurement unit.

[0117] Step S212: Based on the attitude information, running data and target location, generate navigation planning information for the vehicle so that the vehicle can drive according to the navigation planning information.

[0118] Step S213: Obtain the second position change of the vehicle, which is determined based on GNSS data.

[0119] Step S214: Obtain the vehicle's historical location. The historical location information includes the historical location calculated by the RTK system based on GNSS data and the historical location calculated based on UWB data.

[0120] Step S215: Correct the target position of the vehicle based on the first position change, the second position change, and the historical position.

[0121] Step S216: Calculate and determine the first position change of the vehicle based on the UWB data.

[0122] Step S217: Determine the target position of the vehicle based on its historical position and the first position change. Then execute step S213 and step S210.

[0123] Step S218: Determine the target location of the vehicle based on its position coordinates. Then proceed to step S210.

[0124] Figure 4 illustrates a positioning method according to another exemplary embodiment, including the following steps:

[0125] Step S2151: Determine whether the change in the first position and the change in the second position meet preset conditions. The preset conditions are that the change in the second position is greater than the change in the first position, and the difference between the change in the first position and the change in the second position is greater than a preset difference. If the change in the first position and the change in the second position meet the preset conditions, proceed to step S2152; otherwise, proceed to step S2153.

[0126] Step S2152: Accumulate the first position change and the historical position to determine the target position of the vehicle.

[0127] Step S2153: Accumulate the changes in the second position and the historical position to determine the target position of the vehicle.

[0128] Figure 5 is a block diagram illustrating a positioning device according to an exemplary embodiment. Referring to Figure 5, the charging device 500 includes a first acquisition module 501, a second acquisition module 502, a first calculation module 503, a second calculation module 504, a first determination module 505, a third calculation module 506, and a second determination module 507.

[0129] The first acquisition module 501 is used to acquire GNSS data from the GNSS system;

[0130] The second acquisition module 502 is used to acquire UWB data from the UWB system.

[0131] The first calculation module 503 is used to calculate and determine the vehicle's position coordinates based on the GNSS data;

[0132] The second calculation module 504 is used to calculate the available signal coverage area of ​​the UWB signal based on the UWB data.

[0133] The first determining module 505 is used to determine whether the vehicle will enter the available signal coverage area within a preset time period when the vehicle's position coordinates are a non-fixed solution.

[0134] The third calculation module 506 is used to calculate the target position of the vehicle based on the UWB data and the GNSS data when the vehicle will not enter the available signal coverage area within the preset time period.

[0135] The second determining module 507 is used to calculate the target location of the vehicle based on the UWB data when the vehicle is expected to enter the available signal coverage area within the preset time period.

[0136] Optionally, the third solution module 506 is used for:

[0137] The vehicle's location range is calculated based on the UWB data.

[0138] The target range of integer ambiguity for the RTK algorithm is determined based on the positioning range.

[0139] The target position of the vehicle is obtained by performing RTK positioning calculation based on the GNSS data and the target range of the integer ambiguity.

[0140] Optionally, the charging device 500 further includes:

[0141] The third determining module is used to determine the target position of the vehicle based on the vehicle's position coordinates when the position coordinates are a fixed solution.

[0142] Optionally, the second determining module 507 is used to:

[0143] Based on the UWB data, the first position change of the vehicle is determined;

[0144] The target location of the vehicle is determined based on the vehicle's historical location and the first location change.

[0145] Optionally, the charging device 500 further includes:

[0146] The third acquisition module is used to acquire the second position change of the vehicle, which is determined based on the GNSS data;

[0147] The second determining module 507 is used for:

[0148] If the first position change and the second position change meet the preset conditions, the target position of the vehicle is determined by accumulating the first position change and the historical position.

[0149] If the first position change and the second position change do not meet the preset conditions, the target position of the vehicle is determined by accumulating the second position change and the historical position.

[0150] The preset condition is that the change in the second position is greater than the change in the first position, and the difference between the change in the first position and the change in the second position is greater than a preset difference.

[0151] Optionally, the charging device 500 further includes:

[0152] The fourth acquisition module is used to acquire the inertial measurement unit parameters and operating data of the vehicle. The inertial measurement unit parameters include the vehicle's acceleration and angular acceleration, and the operating data includes the vehicle's odometer data.

[0153] The fourth determining module is used to determine the attitude information of the vehicle based on the parameters of the inertial measurement unit;

[0154] The generation module is used to generate navigation planning information for the vehicle based on the attitude information, the running data, and the target position, so that the vehicle can drive according to the navigation planning information.

[0155] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0156] Based on the same inventive concept, embodiments of this disclosure also provide a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the positioning method provided in this disclosure.

[0157] Based on the same inventive concept, this disclosure also provides a vehicle including the above-described GNSS system, UWB system, and electronic equipment.

[0158] Figure 6 is a block diagram illustrating an electronic device according to an exemplary embodiment. As shown in Figure 6, the electronic device 600 may include a processor 601 and a memory 602. The electronic device 600 may also include one or more of a multimedia component 603, an input / output (I / O) interface 604, and a communication component 605.

[0159] The processor 601 controls the overall operation of the electronic device 600 to complete all or part of the steps in the positioning method described above. The memory 602 stores various types of data to support the operation of the electronic device 600. This data may include, for example, instructions for any application or method operating on the electronic device 600, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 602 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 603 may include a screen and audio components. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 602 or transmitted via communication component 605. The audio component also includes at least one speaker for outputting audio signals. I / O interface 604 provides an interface between processor 601 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 605 is used for wired or wireless communication between the electronic device 600 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G technologies, or combinations thereof, is not limited here. Therefore, the corresponding communication component 605 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0160] In an exemplary embodiment, the electronic device 600 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the positioning method described above.

[0161] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the positioning method described above. For example, the computer-readable storage medium may be the memory 602 including program instructions described above, which may be executed by the processor 601 of the electronic device 600 to complete the positioning method described above.

[0162] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the positioning method described above when executed by the programmable device.

[0163] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0164] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0165] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A positioning method, characterized in that, include: Acquire GNSS data from the GNSS system; acquire UWB data from the UWB system; Based on the GNSS data, the vehicle's position coordinates are determined. Based on the UWB data, the available signal coverage area of ​​the UWB signal is determined by fitting the position coordinates of all captured UWB anchor points and the available coverage radius parameter. If the vehicle's position coordinates are not fixed, it is determined whether the vehicle will enter the available signal coverage area within a preset time period. If the vehicle will not enter the available signal coverage area within the preset time period, the vehicle's positioning range is calculated based on the UWB data. The target range of the integer ambiguity of the RTK algorithm is determined based on the positioning range. RTK positioning is performed based on the GNSS data and the target range of the integer ambiguity to determine the vehicle's target position. If the vehicle will enter the available signal coverage area within the preset time period, the target position of the vehicle is determined based on the UWB data. If the position coordinates are fixed, the target position of the vehicle is determined based on the vehicle's position coordinates.

2. The method according to claim 1, characterized in that, When the vehicle is expected to enter the available signal coverage area within the preset time period, the method of calculating the target position of the vehicle based on the UWB data includes: calculating the first position change of the vehicle based on the UWB data; and determining the target position of the vehicle based on the vehicle's historical position and the first position change.

3. The method according to claim 2, characterized in that, The method further includes: obtaining a second position change of the vehicle, the second position change being determined based on the GNSS data; determining the target position of the vehicle based on its historical position and the first position change includes: if the first position change and the second position change satisfy a preset condition, performing an additive calculation based on the first position change and the historical position to determine the target position of the vehicle; if the first position change and the second position change do not satisfy a preset condition, performing an additive calculation based on the second position change and the historical position to determine the target position of the vehicle; wherein the preset condition is: the second position change is greater than the first position change, and the difference between the first position change and the second position change is greater than a preset difference.

4. The method according to any one of claims 1-3, characterized in that, Also includes: The inertial measurement unit (IMU) parameters and operating data of the vehicle are acquired. The IMU parameters include the vehicle's acceleration and angular acceleration, and the operating data includes the vehicle's odometer data. The attitude information of the vehicle is determined based on the IMU parameters. Based on the attitude information, the running data, and the target location, navigation planning information for the vehicle is generated so that the vehicle can drive according to the navigation planning information.

5. A positioning device, characterized in that, include: The first acquisition module is used to acquire GNSS data from the GNSS system. The second acquisition module is used to acquire UWB data from the UWB system. The first calculation module is used to calculate and determine the vehicle's position coordinates based on the GNSS data; the second calculation module is used to calculate and determine the available signal coverage area of ​​the UWB signal by fitting the position coordinates and available coverage radius parameters of all captured UWB anchor points based on the UWB data; the first determination module is used to determine whether the vehicle will enter the available signal coverage area within a preset time period when the vehicle's position coordinates are not a fixed solution. The third calculation module is used to calculate the vehicle's positioning range based on the UWB data when the vehicle will not enter the available signal coverage area within the preset time period; determine the target range of the integer ambiguity of the RTK algorithm based on the positioning range; and perform RTK positioning calculation based on the GNSS data and the target range of the integer ambiguity to determine the target position of the vehicle. The second determining module is used to calculate the target location of the vehicle based on the UWB data when the vehicle will enter the available signal coverage area within the preset time period. The third determining module is used to determine the target position of the vehicle based on the vehicle's position coordinates when the position coordinates are a fixed solution.

6. A computer-readable medium having a computer program stored thereon, characterized in that, When executed by the processing device, the program implements the steps of the method described in any one of claims 1-4.

7. An electronic device, characterized in that, include: A storage device having at least one computer program stored thereon; at least one processing device for executing the at least one computer program in the storage device to implement the steps of the method according to any one of claims 1-4.

8. A vehicle, characterized in that, It includes the GNSS system and UWB system as described in any one of claims 1-4, and the electronic device as described in claim 7.

Images