Combined navigation positioning system, method, vehicle and computer readable storage medium

Abstract

This application provides a combined navigation and positioning system, method, vehicle, and computer-readable storage medium. The combined navigation and positioning system includes: an electronic stability control module for outputting a first output signal, the first output signal including a first sensing signal output by a first inertial unit in the electronic stability control module; and a combined navigation module for receiving the first output signal and fusing it with a second sensing signal output by a second inertial unit in the combined navigation module, the combined navigation module performing positioning and navigation based on the fused signal. In this application, the first sensing signal of the first inertial unit of the electronic stability control module can be fused with the second sensing signal of the second inertial unit of the combined navigation module to reduce the cumulative error of the fused signal, thereby improving the positioning accuracy of the combined navigation module.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicle navigation, and more particularly to a combined navigation and positioning system, method, vehicle, and computer-readable storage medium. Background Technology

[0002] With the development of technology, single-module in-vehicle navigation systems can no longer meet people's needs for navigation and positioning accuracy, thus giving rise to the concept of integrated navigation. An integrated navigation system is a system that can integrate multiple navigation modules, providing more accurate, reliable, and continuous positioning, navigation, and time services than a single navigation system.

[0003] For example, a Global Navigation Satellite System (GNSS) and an Inertial Navigation System (INS) can be combined to form an integrated navigation system. GNSS features global coverage, all-weather operation, and high positioning accuracy over long periods, while INS is independent of the external environment, provides continuous output information, and offers high positioning accuracy over short periods. Combining the two can provide a high-precision, high-reliability integrated navigation system.

[0004] However, due to the complex and ever-changing road environment, GNSS satellite navigation signals may be blocked for extended periods, preventing vehicles from receiving GNSS satellite navigation signals while driving. Over time, the inertial measurement navigation signals output by the inertial navigation system will exhibit divergence, leading to a sharp decrease in the positioning accuracy of the integrated navigation system. Summary of the Invention

[0005] In view of the above, embodiments of this application aim to provide a combined navigation and positioning system, method, vehicle, and computer-readable storage medium.

[0006] In a first aspect, a combined navigation and positioning system is provided for use in a vehicle. The system includes: an electronic stability control module for outputting a first output signal, the first output signal including a first sensing signal output by a first inertial unit in the electronic stability control module; and a combined navigation module for receiving the first output signal and fusing the first output signal with a second sensing signal output by a second inertial unit in the combined navigation module, wherein the combined navigation module performs positioning and navigation of the vehicle based on the fused signal.

[0007] According to the first aspect, the first output signal of the electronic stability control module includes a vehicle roll warning signal; the integrated navigation module is also used to locate and navigate the vehicle based on the vehicle roll warning signal.

[0008] According to the first aspect, or any implementation of the first aspect above, when the first output signal does not include the vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module includes the vehicle's non-integrity constraint information; and / or when the first output signal includes the vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module does not include the vehicle's non-integrity constraint information.

[0009] According to the first aspect, or any implementation of the first aspect above, the first inertial unit includes one or more of the following: a horizontal axis accelerometer; a yaw rate.

[0010] According to the first aspect, or any implementation of the first aspect above, the second inertial unit includes one or more of the following: a three-axis gyroscope; a three-axis accelerometer.

[0011] Secondly, this application provides a combined navigation positioning method, which is applied in a vehicle. The method includes: outputting a first output signal, the first output signal including a first sensing signal output by a first inertial unit in an electronic stability control module; fusing the first output signal with a second sensing signal output by a second inertial unit in a combined navigation module, and the combined navigation module performing positioning and navigation of the vehicle based on the fused signal.

[0012] According to the second aspect, the first output signal of the electronic stability control module includes a vehicle roll warning signal; the integrated navigation module is also used to locate and navigate the vehicle based on the vehicle roll warning signal.

[0013] According to the second aspect, or any implementation of the second aspect above, when the first output signal does not include the vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module includes the vehicle's non-integrity constraint information; and / or when the first output signal includes the vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module does not include the vehicle's non-integrity constraint information.

[0014] Thirdly, this application provides a vehicle that includes the first aspect and any possible implementation thereof, a combined navigation and positioning system.

[0015] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to perform a combined navigation method as described in the second aspect or any of the possible implementations of the second aspect above.

[0016] Fifthly, embodiments of this application provide a computer program including instructions for executing the combined navigation method in the second aspect and any possible implementation thereof.

[0017] In this application, the first sensing signal of the first inertial unit of the electronic stability control module and the second sensing signal of the second inertial unit of the integrated navigation module can be fused. The integrated navigation module can then perform vehicle positioning and navigation based on the fused signal. Therefore, by fusing the first and second sensing signals, the cumulative error of the fused signal is reduced, thereby improving the positioning accuracy of the integrated navigation module. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of a combined navigation and positioning system provided in an embodiment of this application.

[0019] Figure 2 This is a schematic diagram of the structure of an electronic stability control module provided in an embodiment of this application.

[0020] Figure 3 This is a schematic diagram of the structure of a combined navigation module provided in an embodiment of this application.

[0021] Figure 4 This is a schematic diagram of another integrated navigation and positioning system provided in an embodiment of this application.

[0022] Figure 5 This is a schematic flowchart of a combined navigation and positioning method provided in an embodiment of this application.

[0023] Figure 6 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of this application.

[0024] Figure 7 This is a schematic diagram of a car provided as an embodiment of this application. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art based on this application are within the scope of protection of this application.

[0026] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0027] The terms "first" and "second," etc., used in the specification and claims of this application are used to distinguish different objects, not to describe a specific order of objects. For example, "first target object" and "second target object," etc., are used to distinguish different target objects, not to describe a specific order of target objects.

[0028] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0029] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0030] In-vehicle navigation systems have brought great convenience to people's lives and greatly facilitated their travel. Navigation systems can include, for example, GNSS and inertial navigation systems.

[0031] GNSS determines a receiver's location by receiving signals from satellites in Earth orbit. Examples of GNSS systems include the US Global Positioning System (GPS), Russia's Global Navigation Satellite System (GLONASS), Europe's Global Navigation Satellite System (Galileo), and China's BeiDou system. Because GNSS satellite signals provide global coverage, it offers global, all-weather, and long-term positioning accuracy.

[0032] An inertial navigation system (INS) is an autonomous navigation system. INS uses internal sensors to calculate position, velocity, and direction. Because INS does not rely on external signals, it possesses strong stealth and anti-interference capabilities. INS can output continuous signals, achieving high positioning accuracy for short periods. However, with the accumulation of errors over time (sensor noise or system errors, etc.), its long-term positioning accuracy deteriorates.

[0033] With the development of technology, single-module in-vehicle navigation systems can no longer meet people's needs for the positioning accuracy of integrated navigation. Thus, the concept of integrated navigation has emerged. An integrated navigation system is a system that can integrate multiple navigation modules. It can combine information from different navigation module systems through data fusion algorithms to provide more accurate, reliable, and continuous positioning, navigation, and time services than a single navigation system.

[0034] For example, a combined navigation system can include GNSS and an inertial navigation system. In such a system, when GNSS satellite signals are lost, the inertial navigation system can assist in continuous vehicle positioning and navigation. For instance, GNSS provides high-precision positioning in open skies, while the inertial navigation system can provide navigation in environments with limited satellite signals (such as obstructed environments). Therefore, a combined navigation system can complement multiple individual navigation systems and better resist external interference and environmental changes. When the vehicle receives normal GNSS satellite navigation signals, GNSS can also provide the inertial navigation system with information such as vehicle position and speed, enabling the inertial navigation system to perform calibration. Thus, combined navigation can integrate data from multiple individual navigation systems, thereby reducing navigation and positioning signal errors and improving navigation accuracy.

[0035] However, integrated navigation systems also have some problems. Continuing with the example of an integrated navigation system comprising GNSS and inertial navigation, this system cannot handle scenarios where satellite signals are blocked for extended periods. For instance, due to the complex and ever-changing road environment, when a vehicle is in densely populated urban canyons, tunnels, under bridges, or in mountainous areas, GNSS satellite navigation signals may be blocked, resulting in the vehicle being unable to receive GNSS satellite navigation signals for a prolonged period—a situation known as prolonged loss of lock. In this case, the integrated navigation system can rely on the inertial measurement unit (IMU) to continuously navigate. However, over time, this IMU will exhibit divergence, meaning that the positioning error of the IMU gradually increases, leading to a sharp decline in the positioning accuracy of the integrated navigation system.

[0036] To address the aforementioned technical problems in integrated navigation, this application proposes fusing the first sensing signal from the first inertial unit of the electronic stability control module with the second sensing signal from the second inertial unit of the integrated navigation module. The integrated navigation module can then perform vehicle positioning and navigation based on the fused signal. Therefore, by fusing the first and second sensing signals, the cumulative error of the fused signal is reduced, thereby improving the positioning accuracy of the integrated navigation module.

[0037] The following is combined with Figure 1 The embodiments of this application will be described in detail below.

[0038] Figure 1 This is a schematic diagram of the structure of a combined navigation and positioning system according to an embodiment of this application. Figure 1 The system shown can be used in vehicles. For example... Figure 1 As shown, the integrated navigation and positioning system 100 includes an electronic stability control module 110 and an integrated navigation module 120, which will be described below.

[0039] The electronic stability control module 110 can be used to output the first output signal.

[0040] In some embodiments, the electronic stability control module 110 may include various sensors, such as inertial sensors, angular velocity sensors, or gyroscopes. Exemplarily, the electronic stability control module 110 may be an integrated electronic stability control (ESC) system. An ESC is an active safety adjustment system that assists the driver in controlling the vehicle. It improves vehicle handling and stability by monitoring and adjusting the vehicle's handling and dynamic characteristics to prevent skidding and loss of control. The ESC includes various sensors that can detect vehicle driving state parameters in real time, enabling it to automatically correct for vehicle instability and maintain lateral stability. For example, the current vehicle tilt state can be obtained through a horizontal axis accelerometer. The ESC can also monitor the vehicle's real-time dynamics to assess whether the vehicle is driving normally. When the system detects potential loss of control, such as understeer or oversteer during emergency avoidance or cornering, the ESC can automatically adjust the braking force and apply active control to maintain vehicle stability and controllability, thereby ensuring vehicle safety. Using the vehicle's built-in electronic stability control system as the electronic stability control module 110 eliminates the need for additional hardware, thereby saving costs when implementing the embodiments of this application.

[0041] In some embodiments, the first output signal may include output signals from various sensors included in the electronic stability control module 110. For example, the first output signal may include the "real-time detection of vehicle driving status parameters" mentioned above or the "vehicle roll warning signal" mentioned below. For detailed explanations, please refer to the preceding and following text; further discussion will not be provided here.

[0042] In some embodiments, the electronic stability control module 110 may include a first inertial unit. For example... Figure 2 As shown, Figure 2 This is a schematic diagram of the structure of an electronic stability control module 110 provided in an embodiment of this application. Figure 2In this context, the electronic stability control module 110 may include: a first inertial unit 1110.

[0043] In some embodiments, the first inertial unit 1110 may include one or more of the following: a horizontal axis accelerometer and a yaw rate.

[0044] In some embodiments, when the electronic stability control module 110 includes a horizontal axis accelerometer and / or yaw rate, the horizontal axis accelerometer can be used to measure the yaw rate of the vehicle, while the yaw rate sensor can be used to measure the acceleration of the vehicle.

[0045] Optionally, the first inertial unit 1110 may include at least one horizontal axis accelerometer and at least one yaw rate sensor. For example, the first inertial unit 1110 may include two horizontal axis accelerometers and two yaw rate sensors. Exemplarily, the first inertial unit 1110 can be used to measure the yaw rate and acceleration of a vehicle.

[0046] Optionally, the first inertial unit 1110 may include only at least one horizontal axis accelerometer, or only at least one yaw rate sensor. Exemplarily, the first inertial unit 1110 may be used to measure the yaw rate of the vehicle, or to measure the acceleration of the vehicle.

[0047] In some embodiments, the electronic stability control module 110 may include a first inertial unit 1110, or the electronic stability control module 110 may include a plurality of first inertial units 1110, which may form a spatial combination to work together.

[0048] In some embodiments, the output signal of the first inertial unit 1110 may be a first sensing signal. Optionally, the first sensing signal may be the output signal of at least one horizontal axis accelerometer and at least one yaw rate sensor. Optionally, the first sensing signal may include only at least one horizontal axis accelerometer, or only at least one yaw rate sensor.

[0049] In some embodiments, the first sensing signal may further include information related to the vehicle’s real-time stability and handling, which can be obtained by measuring key dynamic parameters such as the vehicle’s acceleration and angular velocity.

[0050] In some embodiments, the first output signal may include a first sensing signal. Optionally, when the first inertial unit 1110 includes two horizontal axis accelerometers and two yaw rate sensors, the first output signal may include the output signals of the horizontal axis accelerometers and the yaw rate sensors.

[0051] The integrated navigation module 120 can be used to receive the first output signal.

[0052] In some embodiments, the integrated navigation module 120 may include a second inertial unit. For example... Figure 3 As shown, Figure 3 This is a schematic diagram of the structure of a combined navigation module 120 provided in an embodiment of this application. Figure 3 In this context, the integrated navigation module 120 may include: a second inertial unit 1210.

[0053] In some embodiments, the second inertial unit 1210 may include one or more of the following: a three-axis gyroscope and a three-axis accelerometer.

[0054] In some embodiments, when the second inertial unit 1210 includes a three-axis gyroscope and / or a three-axis accelerometer, the three-axis gyroscope can be used to measure the angular velocity, attitude change, etc. of the vehicle, and the three-axis accelerometer can be used to measure the overall acceleration of the vehicle, such as the vehicle's acceleration, deceleration, turning, etc.

[0055] Optionally, the second inertial unit 1210 may include at least one three-axis gyroscope and at least one three-axis accelerometer. For example, the second inertial unit 1210 may include one three-axis gyroscope sensor and one three-axis accelerometer. Exemplarily, the first inertial unit 1110 can be used to measure the attitude changes of the vehicle, as well as the acceleration of the entire vehicle, etc.

[0056] Optionally, the second inertial unit 1210 may include only one three-axis gyroscope or only one three-axis accelerometer. For example, the first inertial unit 1110 may be used to measure changes in the vehicle's attitude or the acceleration of the entire vehicle.

[0057] In some embodiments, the integrated navigation module 120 may include a second inertial unit 1210, or the integrated navigation module 120 may include a plurality of second inertial units 1210, which may form a spatial combination to work together.

[0058] In some embodiments, the output signal of the second inertial unit 1210 may be a second sensing signal. Optionally, the second sensing signal may include the output signals of at least one three-axis gyroscope and at least one three-axis accelerometer. Optionally, the second sensing signal may include only at least one three-axis gyroscope, or only at least one three-axis accelerometer.

[0059] In some embodiments, the integrated navigation module 120 may further include a navigation module, exemplarily a GNSS, where GNSS can refer to any satellite navigation system, including global, regional, and augmented systems, such as the US GPS, Russia's GLONASS, Europe's Galileo, China's BeiDou Navigation Satellite System, and related augmented systems described above. Optionally, the integrated navigation module 120 may include GPS and a second inertial unit, or the integrated navigation module 120 may include the BeiDou Navigation Satellite System and a second inertial unit. The selection of the navigation module can be determined based on the actual application scenario.

[0060] In some embodiments, satellite-inertial integration can be performed using the output signals of the GNSS and second inertial units in the integrated navigation module 120. This involves fusing the satellite navigation signals and second sensor signals output by the navigation module to generate a navigation and positioning signal for the integrated navigation module 120, which is then used for vehicle positioning and navigation. However, when road environments are complex and changeable, GNSS satellite navigation signals may be blocked for extended periods, preventing the vehicle from receiving them while driving. In this case, over time, the second sensor signal output by the second inertial unit will exhibit divergence, leading to a sharp decrease in the positioning accuracy of the integrated navigation module.

[0061] In some embodiments, the integrated navigation module 120 can fuse the first output signal received from the electronic stability control module 110 with the second sensing signal.

[0062] For example, when the integrated navigation module 120 receives the first output signal from the electronic stability control module 110, the first output signal includes the first sensing signal output by the first inertial unit. The integrated navigation module 120 can fuse the first sensing signal with the second sensing signal, such as by performing redundancy processing on the first sensing signal and the second sensing signal. Redundancy processing can be achieved by using multiple sensors to detect the same physical values ​​(such as angular velocity and acceleration), and then using data fusion technology to comprehensively process the output signals of these sensors to reduce the cumulative error of the multiple sensor output signals. When the integrated navigation module 120 fuses the first sensing signal with the second sensing signal, the cumulative error of the fused signal can be reduced.

[0063] In some embodiments, the integrated navigation module 120 can perform vehicle positioning and navigation based on the fused signal. When the cumulative error of the fused signal between the second sensor signal and the first sensor signal of the integrated navigation module decreases, the integrated navigation module merges the fused signal with the satellite navigation signal, thereby reducing the cumulative error of the navigation and positioning signal generated by the integrated navigation module 120 and improving the positioning accuracy of the integrated navigation module.

[0064] For example, when the electronic stability control module 110 and the integrated navigation module 120 perform navigation and positioning of the vehicle, the integrated navigation module 120 may include GNSS and a second inertial unit. The integrated navigation module 120 can receive a first output signal output by the electronic stability control module 110, and fuse the first sensor signal and the second sensor signal in the first output signal. The integrated navigation module 120 can generate a navigation and positioning signal based on the fused data and the satellite navigation signal output by the GNSS, and locate the vehicle based on the navigation and positioning signal.

[0065] In some embodiments, the navigation positioning signal of the integrated navigation module may include one or more of the following information: vehicle position, vehicle speed, and vehicle attitude. These will be described in detail below.

[0066] Vehicle location can include dynamically updated geographic coordinates. For example, vehicle location can be represented by longitude and latitude. Vehicle location can be real-time or coordinates updated over a period of time. The integrated navigation module can display a vehicle icon on the electronic map based on the vehicle's location.

[0067] Vehicle speed can include the distance a vehicle travels per unit of time; for example, vehicle speed can be expressed in kilometers per hour (km / h) or miles per hour (mph). Vehicle speed not only helps drivers control their speed and obey traffic rules, but also provides crucial data support for navigation systems to optimize route planning and improve driving safety.

[0068] Vehicle attitude can include the vehicle's tilt and orientation relative to the ground. For example, by acquiring vehicle attitude information, key vehicle status data can be provided to the driver by combining the vehicle's tilt angle and orientation. Vehicle attitude information can be data measured and output by various sensors built into the vehicle and can be combined with navigation data from the integrated navigation module to ensure accurate directional guidance and lane positioning in complex terrain and changing road conditions.

[0069] In this application, the first sensing signal of the first inertial unit of the electronic stability control module and the second sensing signal of the second inertial unit of the integrated navigation module can be fused. The integrated navigation module can then perform vehicle positioning and navigation based on the fused signal. Therefore, by fusing the first and second sensing signals, the cumulative error of the fused signal is reduced, thereby improving the positioning accuracy of the integrated navigation module.

[0070] Figures 1 to 3 The illustrated embodiment improves the positioning accuracy of the integrated navigation module 120 by introducing signals from the electronic stability control module 110. It should be noted that... Figures 1 to 3The examples provided are merely to help those skilled in the art understand the embodiments of this application, and are not intended to limit the embodiments of this application to the specific numerical values ​​or specific scenarios illustrated. Figures 1 to 3 The examples are obviously subject to various equivalent modifications or changes, and such modifications or changes also fall within the scope of the embodiments of this application.

[0071] In some embodiments, the first output signal output by the electronic stability control module may further include a vehicle roll warning signal for the current vehicle.

[0072] In some embodiments, the vehicle roll warning signal can be a warning signal reported by a sensor when the sensor signal exceeds a certain angle threshold when the vehicle is at a large turning angle causing the vehicle body to tilt. It should be noted that the vehicle roll warning signal can be determined and output by a single sensor or by a spatial combination of several sensors. This application does not limit the specific number of sensor combinations.

[0073] In some embodiments, when the above-mentioned integrated navigation module receives a first output signal, the first output signal may include the current vehicle's body roll warning signal, and the integrated navigation module may perform integrated navigation on the current vehicle based on the current vehicle's body roll warning signal.

[0074] In some embodiments, the electronic stability control module can monitor the current vehicle attitude information in real time. Optionally, the vehicle attitude information can be used to indicate the current roll state of the vehicle. The electronic stability control module can determine whether to output a roll warning signal based on the current vehicle attitude information. In some embodiments, when the current vehicle attitude information exceeds a certain safety threshold, the first output signal of the electronic stability control module may include a roll warning signal.

[0075] In some embodiments, a vehicle roll warning signal is a key safety feature of the integrated navigation module. The integrated navigation module can trigger a warning for potential roll risks based on the vehicle roll warning signal, allowing for timely evasive action. Optionally, vehicle roll information plays a crucial role in the vehicle's motion dynamics model, affecting vehicle stability and safety. Therefore, in some embodiments, the integrated navigation module can further refine the navigation positioning signal by incorporating vehicle roll information.

[0076] During vehicle operation, the electronic stability control module 110 can acquire real-time vehicle attitude information through one sensor or a combination of multiple sensors. For example, the electronic stability control module can obtain the vehicle's current side tilt angle, current upward speed, and current turning speed.

[0077] In some embodiments, a threshold can be set within the electronic stability control module. If the current vehicle posture information is within the safe threshold range, the first output signal of the electronic stability control module may not include the current vehicle roll warning signal; if the current vehicle posture information exceeds the safe threshold range, the first output signal of the electronic stability control module includes the current vehicle roll warning signal. It should be noted that the threshold mentioned in this embodiment can be a single numerical value, or it can be a set of numerical values. For example, when the vehicle acquires its current vehicle posture information in real time, such as the current vehicle tilt angle and the current vehicle turning speed, it synchronously compares the current vehicle tilt angle and the current vehicle turning speed with the threshold ranges preset in the electronic stability control module. When the current vehicle posture information exceeds the safe threshold, the output signal of the electronic stability control module includes the current vehicle roll warning signal.

[0078] In some embodiments, when the above-mentioned integrated navigation module generates a navigation positioning signal, it can combine the current vehicle roll warning signal to determine whether the generated navigation positioning signal needs to be reprocessed, thereby further improving the accuracy of the vehicle navigation positioning signal.

[0079] In related technologies, non-holonomic constraints (NHC) can be applied to the navigation and positioning signals generated by the integrated navigation module to further improve the accuracy of positioning and navigation. Non-holonomic constraints assume that the velocity components in the vertical and lateral directions are approximately zero during vehicle operation, meaning that the vehicle experiences almost no lateral slippage or vertical swaying during normal driving. Using this prior condition, the accumulation of inertial navigation errors under motion can be mitigated to some extent, allowing for further correction of the navigation and positioning signals output by the integrated navigation module.

[0080] In some embodiments, non-holonomic constraints can be introduced to constrain the navigation and positioning signals generated by the integrated navigation module. This further modifies the navigation and positioning signals of the integrated navigation module, thereby improving the problem of inertial navigation error accumulation that still exists when the vehicle has not received satellite navigation signals from the navigation system for a long period, and even after the introduction of an electronic stability control module, thus further improving the accuracy of vehicle navigation.

[0081] The inventors of this application have discovered that the assumptions of non-holonomic constraints do not adequately consider the vehicle's motion dynamics model. It is understandable that when a vehicle travels in complex and changing road conditions, such as sharp turns or uneven surfaces, frequent steering or lane changes can lead to the vehicle's actual motion not strictly satisfying the prior conditions of the non-holonomic constraints. If non-holonomic constraints are still applied to the navigation and positioning signals of the integrated navigation module under such circumstances, the estimation accuracy of some state variables will be reduced, resulting in significant errors in the navigation and positioning signals generated by the integrated navigation module. Therefore, introducing non-holonomic constraints cannot meet the reliability and accuracy requirements of vehicle navigation in complex scenarios.

[0082] In some embodiments, the input information of the integrated navigation algorithm can be determined based on the current vehicle roll warning signal to determine whether the input information contains non-integrity constraint information of the current vehicle.

[0083] Optionally, when the vehicle does not receive a body roll warning signal while driving, the input information of the combined navigation algorithm of the combined navigation module can include the non-integrity constraint information of the current vehicle.

[0084] This can be understood as follows: when the vehicle is traveling on a smooth road, if the current vehicle attitude information obtained by the electronic stability control module is within the safe threshold range for whether the electronic stability control module should output a roll warning signal, then the navigation and positioning signal of the integrated navigation module can be constrained by non-integrity constraints. That is, the input information of the integrated navigation algorithm of the integrated navigation module can include the non-integrity constraint information of the current vehicle. This further optimizes the problem of inertial navigation error accumulation, thereby improving the positioning accuracy of the integrated navigation module.

[0085] Optionally, when the vehicle receives a body roll warning signal while driving, the input information of the combined navigation algorithm of the above-mentioned combined navigation module does not include the vehicle's non-integrity constraint information.

[0086] This can also be understood as follows: when a vehicle is driving in complex road conditions, the current vehicle attitude information obtained by the electronic stability control module exceeds the safety threshold range of the electronic stability control module, indicating that the current operating conditions of the vehicle do not match the assumptions of the non-integrity constraints. Therefore, it is no longer necessary to constrain the navigation and positioning signals of the aforementioned integrated navigation module through non-integrity constraints; that is, the input information of the integrated navigation algorithm of the aforementioned integrated navigation module does not include the vehicle's non-integrity constraint information.

[0087] For ease of understanding, the following will use... Figure 4 Taking an example, the technical solution of this application will be described.

[0088] Figure 4This is a schematic diagram of a combined navigation and positioning system 400 provided in an embodiment of this application. Figure 4 As shown, in this embodiment, the integrated navigation and positioning system 400 can be used in a vehicle. The integrated navigation and positioning system 400 may include an electronic stability control module 410 and an integrated navigation module 420.

[0089] The electronic stability control module 410 may include a first inertial unit 4110 and a vehicle attitude module 4120. The first inertial unit 4110 may output a first sensing signal, and the vehicle attitude module may output a vehicle roll warning signal. The electronic stability control module 410 may output a first output signal, which includes the first sensing signal and / or the vehicle roll warning signal.

[0090] The integrated navigation module 420 may include a GNSS 4210 and a second inertial unit 4220. The GNSS 4210 can output satellite navigation signals, and the second inertial unit 4220 can output second sensor signals.

[0091] The integrated navigation module 420 can receive the first sensing signal from the electronic stability control module 410 and fuse the first sensing signal with the second sensing signal output by the second inertial unit 4220. It can use a redundancy processing method to output the fused signal.

[0092] The integrated navigation module 420 can fuse the fused signal with the satellite navigation signal output by the GNSS 4210, which can also be called satellite-inertial integration, to generate navigation and positioning signals.

[0093] The integrated navigation module 420 can also determine, based on the received first output signal, whether the first output signal includes the vehicle roll warning signal output by the vehicle attitude module 4120. Optionally, if the first output signal does not include the vehicle roll warning signal, the input information of the integrated navigation algorithm of the integrated navigation module includes the vehicle's non-integrity constraint information. Optionally, if the first output signal includes the vehicle roll warning signal, the input information of the integrated navigation algorithm of the integrated navigation module does not include the vehicle's non-integrity constraint information.

[0094] In some embodiments, the electronic stability control module 410 may internally set a safety threshold. If the current vehicle attitude information obtained through the vehicle attitude module 4120 is within the safety threshold range, the first output signal of the electronic stability control module 410 does not include the current vehicle body roll warning signal; if the current vehicle attitude information obtained through the vehicle attitude module 4120 exceeds the safety threshold range, the first output signal of the electronic stability control module 410 includes the current vehicle body roll warning signal.

[0095] For example, when the vehicle is in motion, if the first output signal of the electronic stability control module 410 does not include the vehicle roll warning signal, the navigation positioning signal can be corrected by non-integrity constraints, and the corrected navigation positioning signal can be output; if the first output signal of the electronic stability control module 410 includes the vehicle roll warning signal, the navigation positioning signal can be output directly without non-integrity constraint correction.

[0096] In this application, by fusing the first sensing signal of the first inertial unit of the electronic stability control module with the second sensing signal of the second inertial unit of the integrated navigation module, the integrated navigation module can perform positioning and navigation based on the fused signal. It is understood that fusing the first and second sensing signals can reduce the cumulative error of the fused signal, thereby improving the positioning accuracy of the integrated navigation module.

[0097] The above text combined Figures 1 to 4 The system embodiments of this application are described in detail. Based on the above, this application also provides a combined navigation and positioning method, which is described below in conjunction with... Figure 5 The method embodiments of this application are described in detail below. It should be understood that the descriptions of the system embodiments above correspond to the descriptions of the method embodiments; therefore, any parts not described in detail can be referred to the preceding vehicle embodiments.

[0098] Figure 5 This is a flowchart illustrating a combined navigation method provided in an embodiment of this application. This combined navigation method can be applied to vehicles. Figure 5 The method shown includes steps S510 and S520.

[0099] Step S510: Output a first output signal, which includes a first sensing signal output by the first inertial unit in the electronic stability control module.

[0100] Step S520: The first output signal is fused with the second sensing signal output by the second inertial unit in the integrated navigation module, and the integrated navigation module performs positioning and navigation of the vehicle based on the fused signal.

[0101] Optionally, the first output signal of the electronic stability control module includes a vehicle roll warning signal; the integrated navigation module is also used to locate and navigate the vehicle based on the vehicle roll warning signal.

[0102] Optionally, if the first output signal does not include a vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module includes the vehicle's non-integrity constraint information; and / or if the first output signal includes a vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module does not include the vehicle's non-integrity constraint information.

[0103] Figure 6 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiments of this application. Specifically, the described vehicle navigation device can be a Tiantong terminal, a PC (personal computer), a tablet computer, a portable computer, or a server, etc.

[0104] like Figure 6 As shown, the described vehicle navigation and positioning device may include: a processor 6001, such as a central processing unit (CPU), a communication bus 6002, a user interface 6003, a network interface 6004, and a memory 6005. The communication bus 6002 is used to enable communication between these components. The user interface 6003 may include a display screen and an input unit such as a keyboard; optionally, the user interface 6003 may also include a standard wired interface or a wireless interface. The network interface 6004 may optionally include a standard wired interface or a wireless interface (such as a wireless-fidelity (Wi-Fi) interface). The memory 6005 may be a high-speed random access memory (RAM) or a stable non-volatile memory (NVM), such as a disk storage device. Optionally, the memory 6005 may also be a storage device independent of the aforementioned processor 6001.

[0105] Those skilled in the art will understand that Figure 6 The device structure shown does not constitute a limitation on the vehicle navigation system described, and may include more or fewer components than illustrated, or combine certain components, or have different component arrangements. Figure 6 As shown, the memory 6005, as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle integrated navigation and positioning application. Figure 6 In the device shown, the network interface 6004 is mainly used to connect to the backend server and communicate data with the backend server; the user interface 6003 is mainly used to connect to the client and communicate data with the client; and the processor 6001 can be used to call the vehicle navigation program stored in the memory 6005 to implement the operations in the vehicle navigation method provided in the above embodiments.

[0106] like Figure 7 As shown in the embodiments, this application also proposes a car that may include the integrated navigation and positioning system mentioned in the above embodiments.

[0107] Furthermore, this application also proposes a computer-readable storage medium storing a computer program. When the computer program is executed by a computer, it implements the operations in the integrated navigation and positioning system provided in the above embodiments. The specific steps will not be described in detail here.

[0108] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity / operation / object from another, and do not necessarily require or imply any such actual relationship or order between these entities / operations / objects; the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0109] For the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and relevant details can be found in the description of the method embodiments. The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separate. Some or all of the modules can be selected according to actual needs to achieve the purpose of this application. Those skilled in the art can understand and implement this without creative effort.

[0110] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0111] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, television, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0112] The above are merely embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A combined navigation positioning system, characterized by The system is used in vehicles and includes: The electronic stability control module is used to output a first output signal. The electronic stability control module is an active safety adjustment system integrated into the vehicle that assists the driver in controlling the vehicle. The first output signal includes the first sensing signal output by the first inertial unit in the electronic stability control module; The integrated navigation module is used to receive the first output signal. The first output signal and the second sensing signal output by the second inertial unit in the integrated navigation module are subjected to redundancy processing to reduce the cumulative error of the second sensing signal. The integrated navigation module performs positioning and navigation of the vehicle based on the redundancy-processed signal.

2. The system according to claim 1, characterized in that: The first output signal of the electronic stability control module includes a vehicle roll warning signal; The integrated navigation module is also used to locate and navigate the vehicle based on the vehicle roll warning signal.

3. The system according to claim 2, characterized in that: If the first output signal does not include the vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module includes the non-integrity constraint information of the vehicle. and / or When the first output signal includes the vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module does not include the non-integrity constraint information of the vehicle.

4. The system according to claim 1, characterized in that: The first inertial unit includes one or more of the following: Horizontal axis accelerometer; Yaw rate.

5. The system according to claim 1, characterized in that: The second inertial unit includes one or more of the following: Three-axis gyroscope; Three-axis accelerometer.

6. A combined navigation positioning method, characterized in that, The method is applied in a vehicle, and the method includes: Output a first output signal, the first output signal including a first sensing signal output by the first inertial unit in the electronic stability control module, the electronic stability control module being an active safety adjustment system built into the vehicle to assist the driver in controlling the vehicle; The first output signal and the second sensing signal output by the second inertial unit in the integrated navigation module are subjected to redundancy processing to reduce the cumulative error of the second sensing signal. The integrated navigation module performs positioning and navigation for the vehicle based on the redundant processed signals.

7. The method according to claim 6, characterized in that: The first output signal of the electronic stability control module includes a vehicle roll warning signal; The integrated navigation module is also used to locate and navigate the vehicle based on the vehicle roll warning signal.

8. The method according to claim 7, characterized in that: If the first output signal does not include the vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module includes the non-integrity constraint information of the vehicle. and / or When the first output signal includes the vehicle roll warning signal, the input information of the combined navigation algorithm of the combined navigation module does not include the non-integrity constraint information of the vehicle.

9. A vehicle characterized by comprising: The vehicle includes the integrated navigation and positioning system as described in any one of claims 1-5.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a combined navigation program, which, when executed by a processor, implements the combined navigation positioning method as described in any one of claims 6 to 8.

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