A high-precision positioning system and method for intelligent driving

Abstract

The present application provides a high-precision positioning system and method for intelligent driving, which belongs to the field of intelligent driving control. The system uses an IMU chip to send IMU original information to an INS algorithm module, uses an RTK software module to obtain an approximate position from a first GNSS positioning module and uploads it to a third-party RTK differential service platform, so that the third-party RTK differential service platform returns RTK differential correction information, uses the RTK algorithm module to perform RTK solution based on the approximate position and the RTK differential correction information to obtain an RTK positioning result, uses the INS algorithm module to perform INS solution based on all the obtained information to obtain an INS navigation positioning result, and the RTK algorithm module and the inertial navigation system INS algorithm module are directly embedded in the first GNSS positioning module of the intelligent driving domain controller, thereby reducing the implementation cost and the difficulty of cabin layout on the basis of achieving high-precision positioning for intelligent driving.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving technology, and in particular to a high-precision positioning system and method for intelligent driving. Background Art

[0002] With the rapid development and widespread adoption of intelligent driving technology, high-precision positioning has become a key element in achieving it. The Inertial Navigation System (INS) is a widely adopted high-precision positioning technology. The INS is a combination of the Global Navigation Satellite System (GNSS) and the Inertial Measurement Unit (IMU).

[0003] The INS (Inertial Navigation and Positioning System) algorithm module requires real-time interaction and computation with the GNSS module and IMU chip to ultimately determine the INS navigation and positioning results. In existing implementations, the INS algorithm is typically implemented by a microcontroller unit (MCU) built into a separate P-Box hardware, while the IMU chip is typically deployed in a separate P-Box hardware or IMU-BOX.

[0004] As independent hardware, the P-Box and IMU-Box have structural component costs and increase the difficulty of cabin layout. Summary of the Invention

[0005] In view of this, the present application provides a high-precision positioning system for intelligent driving, which reduces implementation costs and the difficulty of cabin layout. The system includes a telematics control unit T-BOX, a Real Time Kinematic (RTK) software module, a first Global Navigation Satellite System (GNSS) positioning module, an Inertial Measurement Unit (IMU) chip, and a vehicle body controller. The first GNSS positioning module is embedded with an RTK algorithm module and an Inertial Navigation System (INS) algorithm module. The system is configured as follows:

[0006] The IMU chip is used to send IMU raw information to the INS algorithm module. The IMU raw information includes acceleration and angular velocity.

[0007] The first GNSS positioning module is used to send a second pulse signal to the IMU chip to synchronize the time of the first GNSS positioning module and the IMU chip.

[0008] The RTK software module is used to obtain the approximate position and the vehicle's unique identification VIN code from the first GNSS positioning module, and the approximate position and VIN code are uploaded to the third-party RTK differential service platform through the network communication module of the telematics control unit T-Box. The third-party RTK differential service platform returns RTK differential correction information after successful authentication based on the VIN code.

[0009] The RTK differential correction information is forwarded to the RTK algorithm module using the telematics control unit T-Box and the RTK software module.

[0010] The RTK algorithm module is used to perform RTK calculation based on the approximate position and RTK differential correction information to obtain the RTK positioning result.

[0011] The vehicle body controller is used to send body information to the first GNSS positioning module. The body information includes four-wheel speed, direction, steering wheel angle and gear position.

[0012] The INS algorithm module is used to perform INS calculation based on the RTK positioning results, IMU original information, and vehicle body information to obtain the INS navigation positioning results.

[0013] The first GNSS positioning module is set in the intelligent driving domain controller.

[0014] Optionally, the telematics control unit T-BOX is set in the cockpit domain controller, and the RTK software module is also set in the intelligent driving domain controller.

[0015] Optionally, an IMU chip is also provided in the intelligent driving domain controller.

[0016] Optionally, the IMU chip is placed in the IMU cavity, the IMU cavity is configured to be connected to the housing of the intelligent driving domain controller using a floating connector, and the IMU chip is electrically connected to the intelligent driving domain controller.

[0017] Optionally, the intelligent driving domain controller also includes a fusion positioning module, a visual sensor, and a high-precision map module. The system is also configured to:

[0018] The fusion positioning module is used to receive the INS navigation positioning results.

[0019] The fusion positioning module is used to receive auxiliary data sent by the visual sensor and high-precision map module.

[0020] The fusion positioning module is used to perform local path planning based on the INS navigation positioning results and auxiliary data to guide the vehicle to perform intelligent driving.

[0021] Optionally, the high-precision positioning system for intelligent driving also includes a GNSS antenna, the telematics control unit T-BOX also includes a second GNSS positioning module, the first GNSS positioning module and the second GNSS positioning module share a GNSS antenna, the telematics control unit T-BOX is not provided with a GNSS antenna, and the positioning accuracy of the first GNSS positioning module is higher than that of the second GNSS positioning module.

[0022] Optionally, the generation frequency of the approximate position is 1 Hz, the generation frequency of the RTK positioning result is 10 Hz, and the generation frequency of the INS navigation positioning result is 100 Hz.

[0023] On the other hand, the present application also provides a high-precision positioning method for intelligent driving, the method comprising:

[0024] The Inertial Measurement Unit (IMU) chip is used to send IMU raw information to the Inertial Navigation System (INS) algorithm module. The IMU raw information includes acceleration and angular velocity.

[0025] The first Global Navigation Satellite System (GNSS) positioning module is used to send a pulse-per-second signal to the IMU chip, so that the time of the first GNSS positioning module and the IMU chip are synchronized.

[0026] The Real Time Kinematic (RTK) software module is used to obtain the approximate position and the vehicle's unique identification (VIN) code from the first GNSS positioning module. The approximate position and VIN code are then uploaded to a third-party RTK differential service platform via the network communication module of the telematics control unit T-Box. The third-party RTK differential service platform then returns RTK differential correction information after successful authentication based on the VIN code.

[0027] The RTK differential correction information is forwarded to the RTK algorithm module using the telematics control unit T-Box and the RTK software module.

[0028] The RTK algorithm module is used to perform RTK calculation based on the approximate position and RTK differential correction information to obtain the RTK positioning result.

[0029] The vehicle body controller is used to send body information to the first GNSS positioning module. The body information includes four-wheel speed, direction, steering wheel angle and gear position.

[0030] The INS algorithm module is used to perform INS calculation based on the RTK positioning results, IMU original information, and vehicle body information to obtain the INS navigation positioning results.

[0031] The first GNSS positioning module is set in the intelligent driving domain controller.

[0032] Optionally, the telematics control unit T-BOX is set in the cockpit domain controller, and the RTK software module is also set in the intelligent driving domain controller.

[0033] Optionally, an IMU chip is also provided in the intelligent driving domain controller.

[0034] The high-precision positioning system for intelligent driving provided by this application is adopted, and the IMU chip is used to send the IMU original information to the INS algorithm module. The RTK software module is used to obtain the approximate position from the first GNSS positioning module and upload it to the third-party RTK differential service platform, so that the third-party RTK differential service platform returns the RTK differential correction information. The RTK algorithm module is used to perform RTK solution based on the approximate position and the RTK differential correction information to obtain the RTK positioning result. The INS algorithm module is used to perform INS solution based on all the obtained information to obtain the INS navigation positioning result. The RTK algorithm module and the inertial navigation system INS algorithm module are directly embedded in the first GNSS positioning module of the intelligent driving domain controller, thereby reducing the implementation cost and the difficulty of cabin layout on the basis of achieving high-precision positioning for intelligent driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0036] Figure 1 This is an architectural diagram of a high-precision positioning system for intelligent driving provided in an embodiment of the present application;

[0037] Figure 2 A partial architecture diagram of a high-precision positioning system for intelligent driving provided in an embodiment of the present application;

[0038] Figure 3 A flowchart of a high-precision positioning method for intelligent driving provided in an embodiment of the present application. DETAILED DESCRIPTION

[0039] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0040] The embodiment of the present application provides a high-precision positioning system for intelligent driving, which reduces the implementation cost and the difficulty of cabin layout. Figure 1 As shown, the system includes a telematics control unit T-BOX 101, a Real Time Kinematic (RTK) software module 102, a first Global Navigation Satellite System (GNSS) positioning module 103, an Inertial Measurement Unit (IMU) chip 104, and a vehicle body controller 105. The first GNSS positioning module 103 is embedded with an RTK algorithm module 106 and an Inertial Navigation System (INS) algorithm module 107. The system is configured as follows:

[0041] The IMU chip 104 is used to send IMU raw information to the INS algorithm module 107. The IMU raw information includes acceleration and angular velocity.

[0042] The first GNSS positioning module 103 is used to send a pulse per second signal to the IMU chip 104 to synchronize the time of the first GNSS positioning module 103 and the IMU chip 104 .

[0043] The RTK software module 102 is used to obtain the approximate position and the vehicle's unique identification (VIN) code from the first GNSS positioning module 103. The approximate position and VIN code are then uploaded to the third-party RTK differential service platform 2 via the network communication module of the telematics control unit T-Box 101. The third-party RTK differential service platform 2 then returns RTK differential correction information after successful authentication based on the VIN code.

[0044] The RTK differential correction information is forwarded to the RTK algorithm module 106 using the telematics control unit T-Box 101 and the RTK software module 102 .

[0045] The RTK algorithm module 106 performs RTK calculation based on the approximate position and the RTK differential correction information to obtain an RTK positioning result.

[0046] The vehicle body controller 105 is used to send body information to the first GNSS positioning module 103 . The body information includes four-wheel speed, direction, steering wheel angle and gear position.

[0047] The INS algorithm module 107 is used to perform INS calculation based on the RTK positioning result, the IMU original information, and the vehicle body information to obtain the INS navigation positioning result.

[0048] The first GNSS positioning module is set in the intelligent driving domain controller.

[0049] It is understandable that in the prior art, the RTK and INS algorithm modules are set in independent hardware P-BOXs. This setting has the following disadvantages:

[0050] 1. The addition of independent hardware is not conducive to simplifying the vehicle architecture.

[0051] 2. As an independent hardware, the P-Box has structural parts costs, MCU chips, CAN chips, or Ethernet chips and other component costs, resulting in the P-Box cost accounting for too high a proportion in the entire intelligent driving solution.

[0052] 3. Considering geographic information security, the high-precision absolute position information of smart cars can only be used within the intelligent driving domain. Leakage poses a risk. As independent hardware, the P-Box must transmit high-frequency positioning results in real time to the intelligent driving domain controller via the CAN FD bus or Ethernet bus, increasing information security risks.

[0053] 4. As an independent hardware, the P-Box has high installation requirements. It needs a certain installation space, a rigid connection to the vehicle body, needs to be close to the vehicle's center axis, needs to be away from vibration sources, and needs to be close to the intelligent driving domain controller.

[0054] In the embodiment of the present application, the first GNSS positioning module is directly set in the intelligent driving domain controller, and the RTK algorithm module 106 and the INS algorithm module 107 are embedded in the first GNSS positioning module 103. The first GNSS positioning module is equipped with an MCU chip, which can run the RTK algorithm and the INS algorithm. The interactive link of the positioning solution information data is shortened and centralized within the first GNSS positioning module. The first GNSS positioning module can quickly complete the troubleshooting and closed-loop of related problems. The high-precision RTK positioning results and INS navigation positioning results, that is, the high-precision absolute position information of the vehicle, are only used for fusion positioning and local path planning, ensuring information security.

[0055] In some optional embodiments, the telematics control unit T-BOX 101 is set in the cockpit domain controller 3, and the RTK software module 102 is also set in the intelligent driving domain controller 4.

[0056] In the existing technology, the RTK software module is integrated into the T-Box, which requires the T-Box supplier to carry out integrated development, resulting in additional development costs. At the same time, the joint debugging and resolution of problems depend on the technical support of the T-Box supplier. Zhijiayu itself cannot complete the problem closure. In addition, the T-Box itself has many network sleep, wake-up, and reconnection mechanisms, which will cause the RTK differential data to be interrupted or lost, and thus lead to instability of the high-precision positioning results.

[0057] In the embodiment of the present application, the RTK software module 102 is also set in the intelligent driving domain controller 4. Since the intelligent driving domain controller 4 has built-in RTK software, it no longer relies on the T-Box of the cockpit domain controller 3, saving the development cost of the T-Box end. At the same time, the RTK differential data interaction link is shortened and concentrated inside the intelligent driving domain controller 4. The intelligent driving domain controller 4 can quickly complete the investigation and closure of related problems by itself, and also greatly improves the stability of the high-precision positioning results.

[0058] In some optional embodiments, the IMU chip 104 is also provided in the intelligent driving domain controller 4 .

[0059] In some optional embodiments, such as Figure 2 As shown, the IMU chip is placed in the IMU cavity 5, and the IMU cavity 5 is configured to be connected to the housing of the intelligent driving domain controller using a floating connector 6. It can be understood that the figure shows the IMU cavity 5 upside down.

[0060] Moreover, the IMU chip is electrically connected to the intelligent driving domain controller.

[0061] In the prior art, there are two solutions for arranging IMU chips:

[0062] Solution 1: Directly solder the IMU chip to the intelligent driving domain controller PCB circuit board.

[0063] Solution 2: Place the IMU chip in an independent IMU-Box hardware product.

[0064] The disadvantages of solution 1 are as follows:

[0065] 1. The intelligent driving domain controller contains a high-computing power computing chip. The operating temperature is usually high and fluctuates dramatically. At this time, the IMU zero bias will drift with temperature changes. Even if the calibration parameters at the time of offline operation are used to compensate for temperature drift and zero bias noise, the correlation between the calibration parameters at the time of offline operation and the noise will gradually distort due to aging during application, resulting in a gradual decrease in the IMU inertial positioning accuracy.

[0066] 2. The intelligent driving domain controller contains many components. Due to the limitations of heat dissipation and structural design, the PCB circuit board area is usually large. Regardless of where the IMU chip is soldered, the complex and changeable application environment of the car will cause stress on the IMU chip, which will also lead to a decrease in the IMU inertial positioning accuracy.

[0067] 3. The IMU chip is a fragile component. Working for a long time in such a complex environment inside the intelligent driving domain controller, there is great uncertainty about its performance and lifespan. When the performance of the IMU chip does not meet the usage requirements, it must be disassembled for repair and replacement, and the after-sales efficiency is low.

[0068] The disadvantages of Option 2 are as follows:

[0069] 1. The IMU chip is a high-frequency component. The frequency of transmitting IMU Raw Data information to the INS navigation algorithm must be at least 100Hz. At the same time, the IMU chip requires the PPS signal provided by the GNSS module for time synchronization. Both require high stability of the communication transmission link.

[0070] 2. As an independent piece of hardware, the IMU-Box still has high installation and deployment requirements: it requires a certain amount of installation space, a rigid connection to the vehicle body, needs to be close to the vehicle's center axis, needs to be away from vibration sources, needs to be close to the intelligent driving domain controller, etc.

[0071] 3. As an independent piece of hardware, the IMU-Box has costs for structural components, MCU chips for calibration and compensation, and connectors, so the hardware cost is still relatively high.

[0072] In an embodiment of the present application, the IMU chip 104 is also provided in the intelligent driving domain controller 4, and the IMU chip 104 is placed in the IMU cavity 5. The IMU cavity 5 is configured to be connected to the shell of the intelligent driving domain controller 4 using a floating connector 6, and the IMU chip 104 is electrically connected to the intelligent driving domain controller 4.

[0073] Since the intelligent driving domain controller 4 has a built-in high-precision IMU chip, through innovative structural design, it not only ensures the positioning performance of the IMU chip, but also saves the hardware cost of the IMU-Box, which greatly reduces the overall cost of the entire combined navigation and positioning system. Moreover, it does not need to occupy too much physical installation space, which makes the layout of the intelligent driving domain controller 4 more selective.

[0074] Moreover, the first GNSS positioning module and IMU chip are all integrated inside the intelligent driving domain controller 4. The information transmission between them is mainly through the Uart bus, which avoids external communication links, improves transmission stability, and thus improves positioning success rate and reliability.

[0075] An independent IMU cavity 5 is designed for the IMU chip 104, which is isolated from the shell of the intelligent driving domain controller 4 to prevent the IMU chip 104 from being affected by the temperature of the main cavity of the intelligent driving domain controller 4.

[0076] The IMU chip 104 and the intelligent driving domain controller 4 are connected through a floating connector to prevent the IMU chip 104 from being affected by the stress of the intelligent driving domain controller 4. Moreover, the connection through the floating connector instead of the soft wire connection meets the conditions of automated production, avoids manual operation, and improves production efficiency.

[0077] When the positioning performance of the IMU chip 104 cannot meet the requirements, the IMU chip 104 can be conveniently replaced without disassembling the domain controller 4, and the after-sales maintenance efficiency is high.

[0078] In some optional embodiments, the intelligent driving domain controller 4 further includes a fusion positioning module 108, a visual sensor 109, and a high-precision map module 110, and the system is further configured as follows:

[0079] The fusion positioning module 108 is used to receive the INS navigation positioning result.

[0080] The fusion positioning module 108 is used to receive auxiliary data sent by the visual sensor 109 and the high-precision map module 110.

[0081] The fusion positioning module 108 is used to perform local path planning based on the INS navigation positioning results and auxiliary data to guide the vehicle to perform intelligent driving.

[0082] In some optional embodiments, the high-precision positioning system for intelligent driving also includes a GNSS antenna 111, the telematics control unit T-BOX 101 also includes a second GNSS positioning module 112, the first GNSS positioning module 103 and the second GNSS positioning module 112 share a GNSS antenna 111, and no GNSS antenna is provided in the telematics control unit T-BOX 101. The positioning accuracy of the first GNSS positioning module 103 is higher than that of the second GNSS positioning module 112.

[0083] In the existing technology, the entire vehicle is generally equipped with a high-precision antenna and a common antenna. The high-precision antenna is used for high-precision positioning of intelligent driving, and the common antenna is used to provide basic positioning for cockpit-related functions. The two sets of antennas increase additional costs and difficulty in layout.

[0084] In the embodiment of the present application, the entire vehicle is deployed with only one set of high-precision GNSS positioning antenna 111, which is divided into two paths through a power divider. This can meet the positioning requirements of the high-precision first GNSS positioning module in the intelligent driving domain controller 4, and can also meet the positioning requirements of the ordinary-precision second GNSS positioning module in the cockpit domain controller.

[0085] The entire vehicle is still equipped with two sets of GNSS positioning modules. The T-Box is equipped with a second GNSS positioning module with ordinary precision, and is equipped with a high-precision GNSS positioning antenna 111, which mainly provides basic positioning results for cockpit-related functional requirements, such as SD standard map navigation.

[0086] In some optional embodiments, the generation frequency of the approximate position is 1 Hz, the generation frequency of the RTK positioning result is 10 Hz, and the generation frequency of the INS navigation positioning result is 100 Hz.

[0087] In some optional embodiments, the intelligent driving domain controller 4 meets the following support conditions:

[0088] 1. The intelligent driving domain controller 4 is rigidly connected to the vehicle through screws and brackets, and is away from vibration sources.

[0089] 2. When the high-precision IMU chip 104 is offline, dynamic internal parameter calibration over the entire temperature range is required. During operation, real-time compensation is performed through algorithms to improve positioning performance.

[0090] 3. The high-precision IMU chip 104 needs to support functional safety and be able to output various fault status information. When any parameter is abnormal, it can issue a warning message in time.

[0091] 4. The coordinate system of the IMU chip 104 is consistent with the coordinate system of the intelligent driving domain controller 4, and can be arbitrarily converted between the coordinate system of the entire vehicle.

[0092] 5. When the intelligent driving domain controller 4 is offline, the IMU chip 104 needs to be calibrated with external parameters to compensate for the tolerances introduced during the installation process.

[0093] 6. The vehicle network specification needs to define the communication network segment and port between the intelligent driving domain controller 4 and the cockpit domain controller 3. The intelligent driving domain controller 4 can communicate online through the T-Box of the cockpit domain controller 3.

[0094] 7. The high-precision GNSS antenna 111 should be positioned on the vehicle in a way that prevents other objects from blocking the satellite signal and that prevents interference from the vehicle's electromagnetic signal.

[0095] The high-precision positioning system for intelligent driving provided by this application is adopted, and the IMU chip is used to send the IMU original information to the INS algorithm module. The RTK software module is used to obtain the approximate position from the first GNSS positioning module and upload it to the third-party RTK differential service platform, so that the third-party RTK differential service platform returns the RTK differential correction information. The RTK algorithm module is used to perform RTK solution based on the approximate position and the RTK differential correction information to obtain the RTK positioning result. The INS algorithm module is used to perform INS solution based on all the obtained information to obtain the INS navigation positioning result. The RTK algorithm module and the inertial navigation system INS algorithm module are directly embedded in the first GNSS positioning module of the intelligent driving domain controller, thereby reducing the implementation cost and the difficulty of cabin layout on the basis of achieving high-precision positioning for intelligent driving.

[0096] This application also provides a high-precision positioning method for intelligent driving, such as Figure 3 As shown, the method includes steps S301, S302, S303, S304, S305, S306 and S307, wherein:

[0097] In step S301, the Inertial Measurement Unit (IMU) chip is used to send IMU raw information to the Inertial Navigation System (INS) algorithm module.

[0098] IMU raw information includes acceleration and angular velocity.

[0099] In step S302, a first Global Navigation Satellite System (GNSS) positioning module is used to send a pulse per second signal to the IMU chip to synchronize the time of the first GNSS positioning module and the IMU chip.

[0100] In step S303, the Real Time Kinematic (RTK) software module is used to obtain the approximate position and the vehicle's unique identification (VIN) code from the first GNSS positioning module. The approximate position and VIN code are then uploaded to a third-party RTK differential service platform via the network communication module of the telematics control unit T-Box. The third-party RTK differential service platform then returns RTK differential correction information after successful authentication based on the VIN code.

[0101] In step S304, the RTK differential correction information is forwarded to the RTK algorithm module using the telematics control unit T-Box and the RTK software module.

[0102] In step S305, the RTK algorithm module is used to perform RTK calculation based on the approximate position and the RTK differential correction information to obtain an RTK positioning result.

[0103] In step S306 , the vehicle body controller is used to send the vehicle body information to the first GNSS positioning module.

[0104] Vehicle body information includes four-wheel speed, direction, steering wheel angle and gear position.

[0105] In step S307, the INS algorithm module is used to perform INS calculation based on the RTK positioning result, the IMU original information, and the vehicle body information to obtain the INS navigation positioning result.

[0106] The first GNSS positioning module is set in the intelligent driving domain controller.

[0107] In some optional embodiments, the telematics control unit T-BOX is set in the cockpit domain controller, and the RTK software module is also set in the intelligent driving domain controller.

[0108] In some optional embodiments, the IMU chip is also provided in the intelligent driving domain controller.

[0109] In some optional embodiments, the IMU chip is placed in the IMU cavity, the IMU cavity is configured to be connected to the housing of the intelligent driving domain controller using a floating connector, and the IMU chip is electrically connected to the intelligent driving domain controller.

[0110] In some optional embodiments, the intelligent driving domain controller further includes a fusion positioning module, a visual sensor, and a high-precision map module, and the method further includes:

[0111] The fusion positioning module is used to receive the INS navigation positioning results.

[0112] The fusion positioning module is used to receive auxiliary data sent by the visual sensor and high-precision map module.

[0113] The fusion positioning module is used to perform local path planning based on the INS navigation positioning results and auxiliary data to guide the vehicle to perform intelligent driving.

[0114] In some optional embodiments, the high-precision positioning system for intelligent driving also includes a GNSS antenna, the telematics control unit T-BOX also includes a second GNSS positioning module, the first GNSS positioning module and the second GNSS positioning module share a GNSS antenna, and the telematics control unit T-BOX is not provided with a GNSS antenna. The positioning accuracy of the first GNSS positioning module is higher than that of the second GNSS positioning module.

[0115] In some optional embodiments, the generation frequency of the approximate position is 1 Hz, the generation frequency of the RTK positioning result is 10 Hz, and the generation frequency of the INS navigation positioning result is 100 Hz.

[0116] The high-precision positioning method for intelligent driving provided in this application is adopted, the IMU chip is used to send the IMU original information to the INS algorithm module, the RTK software module is used to obtain the approximate position from the first GNSS positioning module and upload it to the third-party RTK differential service platform, so that the third-party RTK differential service platform returns the RTK differential correction information, and the RTK algorithm module is used to perform RTK solution based on the approximate position and the RTK differential correction information to obtain the RTK positioning result, and the INS algorithm module is used to perform INS solution based on all the obtained information to obtain the INS navigation positioning result, and the RTK algorithm module and the inertial navigation system INS algorithm module are directly embedded in the first GNSS positioning module of the intelligent driving domain controller, thereby reducing the implementation cost and the difficulty of cabin layout on the basis of achieving high-precision positioning for intelligent driving.

[0117] The present application also provides a computer-readable storage medium, such as a memory including program code, wherein the program code can be executed by a processor of a high-precision positioning system for intelligent driving to implement the high-precision positioning method for intelligent driving in the above embodiment. For example, the computer-readable storage medium can be a read-only memory (ROM), a random access memory (RAM), a compact disc (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0118] Those skilled in the art will understand that all or part of the steps of implementing the above embodiments can be completed by hardware, or by hardware related to program code, and the program can be stored in a computer-readable storage medium. The above-mentioned storage medium can be a read-only memory, a disk or an optical disk, etc.

[0119] In this application, it should be understood that the terms "first", "second", etc. are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features.

[0120] Those skilled in the art will readily appreciate other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only.

[0121] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

[0122] The above description is only for the purpose of facilitating those skilled in the art to understand the technical solution of this application and is not intended to limit this application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of this application shall be included in the scope of protection of this application.

Claims

1. A high-precision positioning system for intelligent driving, characterized in that: The system includes a telematics control unit (T-BOX), a Real Time Kinematic (RTK) software module, a first Global Navigation Satellite System (GNSS) positioning module, an Inertial Measurement Unit (IMU) chip, and a vehicle body controller. The first GNSS positioning module is embedded with an RTK algorithm module and an Inertial Navigation System (INS) algorithm module. The system is configured as follows: Using the IMU chip to send IMU raw information to the INS algorithm module, the IMU raw information includes acceleration and angular velocity; Using the first GNSS positioning module to send a pulse per second signal to the IMU chip to synchronize the time of the first GNSS positioning module and the IMU chip; obtaining an approximate position and a unique vehicle identification (VIN) code from the first GNSS positioning module using the RTK software module, and uploading the approximate position and the VIN code to a third-party RTK differential service platform via a network communication module of the telematics control unit T-BOX, so that the third-party RTK differential service platform returns RTK differential correction information after successful authentication based on the VIN code; forwarding the RTK differential correction information to the RTK algorithm module using the telematics control unit T-BOX and the RTK software module; Utilizing the RTK algorithm module to perform RTK solution based on the approximate position and the RTK differential correction information to obtain an RTK positioning result; Using the vehicle body controller to send body information to the first GNSS positioning module, the body information including four-wheel speed, direction, steering wheel angle, and gear position; The INS algorithm module is used to perform INS calculation based on the RTK positioning result, the IMU original information, and the vehicle body information to obtain the INS navigation positioning result. The first GNSS positioning module is set in the intelligent driving domain controller.

2. The high-precision positioning system for intelligent driving according to claim 1, characterized in that: The telematics control unit T-BOX is set in the cockpit domain controller, and the RTK software module is also set in the intelligent driving domain controller.

3. The high-precision positioning system for intelligent driving according to claim 2, characterized in that: The IMU chip is also set in the intelligent driving domain controller.

4. The high-precision positioning system for intelligent driving according to claim 2, characterized in that: The IMU chip is placed in an IMU cavity, and the IMU cavity is configured to be connected to the shell of the intelligent driving domain controller using a floating connector, and the IMU chip is electrically connected to the intelligent driving domain controller.

5. The high-precision positioning system for intelligent driving according to claim 2, characterized in that: The intelligent driving domain controller also includes a fusion positioning module, a visual sensor, and a high-precision map module. The system is also configured as follows: Utilizing the fusion positioning module to receive the INS navigation positioning result; Utilizing the fusion positioning module to receive the auxiliary data sent by the visual sensor and the high-precision map module; The fusion positioning module is used to perform local path planning based on the INS navigation positioning results and the auxiliary data to guide the vehicle to perform intelligent driving.

6. The high-precision positioning system for intelligent driving according to claim 1, characterized in that: The high-precision positioning system for intelligent driving also includes a GNSS antenna, and the telematics control unit T-BOX also includes a second GNSS positioning module. The first GNSS positioning module and the second GNSS positioning module share the one GNSS antenna. No GNSS antenna is provided in the telematics control unit T-BOX, and the positioning accuracy of the first GNSS positioning module is higher than that of the second GNSS positioning module.

7. The high-precision positioning system for intelligent driving according to claim 1, characterized in that: The generation frequency of the approximate position is 1 Hz, the generation frequency of the RTK positioning result is 10 Hz, and the generation frequency of the INS navigation positioning result is 100 Hz.

8. A high-precision positioning method for intelligent driving, characterized in that: The method comprises: Use the Inertial Measurement Unit (IMU) chip to send IMU raw information to the Inertial Navigation System (INS) algorithm module. The IMU raw information includes acceleration and angular velocity. Using a first Global Navigation Satellite System (GNSS) positioning module to send a pulse-per-second signal to the IMU chip to synchronize the time of the first GNSS positioning module and the IMU chip; Using a Real Time Kinematic (RTK) software module to obtain an approximate position and a unique vehicle identifier (VIN) from the first GNSS positioning module, and uploading the approximate position and the VIN to a third-party RTK differential service platform via a network communication module of a telematics control unit (T-BOX). The third-party RTK differential service platform then returns RTK differential correction information after successful authentication based on the VIN. forwarding the RTK differential correction information to the RTK algorithm module using the telematics control unit T-BOX and the RTK software module; Utilizing the RTK algorithm module to perform RTK solution based on the approximate position and the RTK differential correction information to obtain an RTK positioning result; Using the vehicle body controller to send body information to the first GNSS positioning module, the body information including four-wheel speed, direction, steering wheel angle, and gear position; The INS algorithm module is used to perform INS calculation based on the RTK positioning result, the IMU original information, and the vehicle body information to obtain the INS navigation positioning result. The first GNSS positioning module is set in the intelligent driving domain controller.

9. The high-precision positioning method for intelligent driving according to claim 8, characterized in that: The telematics control unit T-BOX is set in the cockpit domain controller, and the RTK software module is also set in the intelligent driving domain controller.

10. The high-precision positioning method for intelligent driving according to claim 9, characterized in that: The IMU chip is also set in the intelligent driving domain controller.

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