Vehicle-mounted and ship-mounted positioning and navigation system and method based on combined navigation of Beidou

Abstract

This invention relates to a vehicle-mounted and ship-mounted positioning and navigation system and method based on BeiDou integrated navigation, belonging to the field of satellite navigation technology. The system includes a vehicle / ship-mounted BeiDou integrated navigation terminal, a vehicle-ship cooperative communication unit, a scene recognition and mode switching module, a relative position constraint module, a ship hull common motion compensation module, a fusion navigation calculation module, an integrity mutual inspection and adaptive weight adjustment module, and a navigation information output module. This invention establishes vehicles and ships as cooperative navigation objects, utilizes ship-mounted navigation information to constrain and compensate vehicle-mounted results, and simultaneously uses multiple vehicle-mounted terminals to reverse-correct ship navigation. Through pattern recognition and adaptive weight adjustment, it outputs continuous and reliable navigation results, improving positioning continuity, relative positioning accuracy, and operational safety in vehicle-ship interconnected scenarios. It is applicable to scenarios such as roll-on / roll-off transportation, port operations, and unmanned vehicle-ship cooperation.

Description

Technical Field

[0001] This invention belongs to the field of satellite navigation technology and relates to a vehicle-mounted and ship-mounted positioning and navigation system and method based on Beidou integrated navigation. It is applicable to application scenarios that require continuous positioning and relative navigation of vehicles and ships, such as vehicle boarding and disembarking, roll-on / roll-off ship transportation, ferry vehicle management, port intelligent scheduling, unmanned vehicle and unmanned ship collaborative operation, and emergency rescue and transfer. Background Technology

[0002] The BeiDou Navigation Satellite System provides positioning, speed measurement, and timing services for vehicles, ships, and other mobile carriers, serving as a crucial technological foundation for intelligent transportation, smart ports, ship navigation, and vehicle dispatching. To improve navigation continuity in complex environments, existing technologies typically combine BeiDou positioning with information from inertial measurement, wheel speed, odometer, compass, log, or map constraints for navigation calculations.

[0003] However, most existing vehicle-mounted and ship-mounted integrated navigation systems are designed independently for their respective carriers: vehicle-mounted systems focus on road driving, tunnel obstructions, and urban canyon scenarios, while ship-mounted systems focus on waterways, port areas, bridge areas, and water surface reflection scenarios. While such solutions can improve the positioning stability of individual carriers, in scenarios where vehicles and ships are spatially or kinematically coupled, such as vehicle boarding, roll-on / roll-off ship transportation, ferry vehicle management, unmanned port operations, and coordinated operations between unmanned vehicles and unmanned ships, individual vehicle-mounted or ship-mounted navigation systems struggle to fully utilize the inherent relative constraints between vehicles and ships.

[0004] When applying to scenarios such as vehicle boarding, roll-on / roll-off transport, ferry vehicle management, port operation vehicles, unmanned vessel joint operations, and emergency support, the vehicle's positioning result includes both the vehicle's own motion and the ship's overall translation, turning, rolling, and pitching motions during the boarding or transfer process. If processed using ordinary vehicle navigation methods, the ship's motion may be mistaken for vehicle motion, resulting in inaccurate judgment of the vehicle's position relative to the ship. If processed solely using ship navigation methods, it is difficult to obtain the vehicle's precise relative position on the deck or inside the cabin. On the other hand, when the ship passes under bridges, along the port shoreline, or in obstructed areas, the quality of the shipborne BeiDou signal may degrade, while multiple vehicle-mounted terminals on board can still form a distributed auxiliary observation node, providing reverse constraints for the ship's navigation status. Summary of the Invention

[0005] In view of this, the purpose of this invention is to provide a vehicle-mounted and ship-mounted positioning and navigation system and method based on BeiDou integrated navigation, solving the problem that existing general integrated navigation schemes are only applicable to vehicles or ships separately and are difficult to reflect the mutual influence and correction between vehicles and ships. By establishing relative position constraints, common motion compensation, and integrity mutual inspection mechanisms between vehicles and ships, continuous, stable, and reliable positioning and navigation output can be achieved in vehicle-ship docking, shipboard follow-up, disembarkation recovery, and complex obstruction environments.

[0006] To achieve the above objectives, the present invention provides the following technical solution: On the one hand, a vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation is provided, the system comprising: The vehicle-mounted Beidou integrated navigation terminal is used to be installed on vehicles and collect Beidou satellite navigation data, inertial measurement data and vehicle motion assistance data. Shipborne Beidou integrated navigation terminal is used to be installed on ships and collect ship Beidou satellite navigation data, inertial measurement data, heading and attitude data and speed assistance data; The vehicle-vehicle cooperative communication unit is used to transmit position, speed, attitude, heading, timestamp, integrity status and scene status information between the vehicle-mounted Beidou integrated navigation terminal and the ship-mounted Beidou integrated navigation terminal. The scene recognition and mode switching module is used to identify the onshore driving, boarding and docking, onboard following, disembarkation recovery or abnormal maintenance status between vehicles and ships; The relative position constraint module is used to establish a vehicle-ship cooperative observation relationship based on the relative position, relative speed, deck boundary, boarding area or waterway area constraints between the vehicle and the ship. The hull common motion compensation module is used to separate the common motion caused by the overall translation, course change, roll and pitch of the ship from the vehicle navigation results when the vehicle is on the ship or in the boarding and docking area. The fusion navigation calculation module is used to fuse and calculate vehicle data, ship data, and vehicle-ship relative constraint data, and output the position, speed, attitude, and heading of the vehicle or ship. The integrity mutual inspection and adaptive weight adjustment module is used to perform consistency checks on vehicle navigation results, ship navigation results and relative constraint results, and adjust the fusion weights of different data sources based on the inspection results.

[0007] Furthermore, the vehicle-mounted BeiDou integrated navigation terminal is mounted on the vehicle and integrates a BeiDou satellite positioning module, an inertial measurement module, a wheel speed or odometer interface, a steering angle or vehicle bus interface, a time synchronization unit, and a vehicle communication module. It is used to collect satellite observation data, including BeiDou pseudorange, carrier wave, carrier-to-noise ratio, and geometric accuracy factor; inertial acceleration and angular velocity measurement data; and vehicle motion assistance data such as wheel speed, odometer readings, and steering angle. After preprocessing, it outputs the vehicle's position in the navigation coordinate system. ,speed The attitude, heading, inertial recursive results, and vehicle navigation integrity status provide the system with the original observations and initial navigation values ​​from the vehicle side; Vehicle navigation data and time synchronization information are sent to the Beidou integrated navigation terminal via the vehicle-ship cooperative communication unit, and are also directly transmitted to the fusion navigation solution module and the integrity mutual inspection and adaptive weight adjustment module to participate in collaborative fusion and anomaly detection.

[0008] Furthermore, the shipborne BeiDou integrated navigation terminal is mounted on the vessel, integrating a BeiDou satellite positioning module, an inertial measurement module, a heading compass interface, a log or speed sensor interface, an attitude measurement interface, an electronic chart interface, and a shipborne communication module. It is used to collect ship BeiDou observation data, inertial measurement data, heading, speed, roll, pitch, and bow attitude data, as well as electronic chart constraint data, and output the ship's position in the navigation coordinate system. ,speed Heading, roll angle, pitch angle, hull angular velocity Direction cosine matrix from navigation coordinate system to hull coordinate system And the integrity status of shipborne navigation, which serves as a moving reference benchmark in cooperative navigation; Ship navigation, attitude and coordinate transformation information is transmitted to the vehicle-ship cooperative communication unit, the ship common motion compensation module, the relative position constraint module and the fusion navigation solution module, providing reference for relative positioning, common motion compensation and cooperative solution.

[0009] Furthermore, the vehicle-ship cooperative communication unit adopts one or more combinations of wired networks, wireless local area networks, private network communication, 4G, 5G, V2X, ship-to-shore communication, or short-range communication to establish a low-latency bidirectional data link between the vehicle-mounted Beidou integrated navigation terminal and the ship-mounted Beidou integrated navigation terminal. This enables the exchange and forwarding of vehicle and ship position, speed, attitude, heading, inertial data, integrity status, timestamps, and scene status information. It also performs timestamp alignment and communication delay marking on the transmitted data to eliminate asynchronous errors.

[0010] Furthermore, the scene recognition and mode switching module identifies and switches between five working modes in real time: shore driving, boarding transfer, ship follow-up, disembarkation recovery, and anomaly retention, based on the relative distance and speed between the vehicle and the ship, whether the vehicle has entered the boarding electronic fence, whether the vehicle is located in the deck area, the ship's navigation status, the vehicle's wheel speed status, and the quality of Beidou positioning. This provides a mode basis for subsequent constraint establishment, compensation processing, and weight configuration.

[0011] Furthermore, the relative position constraint module receives vehicle-vehicle synchronous navigation data and the ship's attitude and direction cosine matrix. By combining geometric constraints such as deck boundaries, lane lines, parking spaces, boarding ramps, ship doors, and roll-on / roll-off passages, a consistent observation relationship is established between the vehicle and the ship regarding relative position, relative speed, and heading. The absolute positioning of the vehicle is converted into relative positioning in the ship's coordinate system. Through coordinate transformation from the navigation coordinate system to the ship's coordinate system, the position of the vehicle relative to the ship is calculated according to the following formula. :

[0012] The system determines whether a vehicle is in the permitted area and generates constraints based on the physical boundaries of the permitted deck area, boarding ramp area, roll-on / roll-off passage area, parking area, and disembarkation passage area. The relative position residuals of the vehicle and the vessel output by the relative position constraint module Boundary constraint residuals The relative constraint validity markers are transmitted to the integrity mutual inspection and adaptive weight adjustment module and the fusion navigation solution module as the basis for collaborative observation and anomaly judgment.

[0013] Furthermore, the ship's common motion compensation module is activated during boarding and docking and onboard follow-up modes, receiving the absolute position and speed of the vehicle, the absolute position and speed of the ship, and the angular velocity of the ship. and the vehicle's position relative to the ship's hull The true speed of the vehicle relative to the ship is obtained by separating and subtracting the common motion components caused by the ship's overall translation, heading changes, roll, and pitch from the vehicle's absolute motion according to the following formula. :

[0014] When the vehicle is stationary on the ship, the vehicle's speed relative to the ship is constrained to zero to correct vehicle inertial drift and BeiDou positioning jumps. The compensated relative position, relative velocity, and common motion components output by the hull common motion compensation module are transmitted to the integrity mutual inspection and adaptive weight adjustment module and the fusion navigation solution module to achieve decoupling between vehicle autonomous motion and hull common motion.

[0015] Furthermore, the integrity mutual inspection and adaptive weight adjustment module receives vehicle navigation results, shipborne navigation results, relative constraint results, and common motion compensation results, and constructs a system based on the vehicle-mounted BeiDou observation residuals. Shipborne BeiDou observation residuals Relative positional residuals of vehicles and ships Relative velocity residual Heading consistency residual and deck boundary constraint residuals The combined residual vector:

[0016] The vehicle-ship bidirectional consistency test is completed by residual statistics to identify problems such as Beidou signal anomalies, inertial drift, sensor failures, communication delays, and inconsistencies in relative constraints between the vehicle and the ship. Risk factors are determined based on residual magnitude, satellite mass, sensor status, and current operating mode. ,according to Dynamically adjust the observation noise matrix of each observation source By integrating weights, the weights are reduced when anomalies occur and restored when normal conditions are met, thus achieving anomaly source isolation and credibility assessment. The navigation confidence level, anomaly alarm information, and adaptive weights output by the integrity mutual inspection and adaptive weight adjustment module are transmitted to the fusion navigation solution module.

[0017] Furthermore, the integrated navigation solution module employs extended Kalman filtering, unscented Kalman filtering, federated filtering, factor graph optimization, or sliding window optimization methods. It integrates vehicle-mounted observation data, ship-mounted observation data, relative position constraints, common motion compensation results, and adaptive weights to perform joint optimal estimation of vehicle navigation status, ship navigation status, vehicle-ship relative status, and sensor errors. The module outputs continuous and stable absolute navigation results for both the vehicle and the ship, as well as the relative navigation results of the vehicle relative to the ship. The fusion calculation results of the fusion navigation calculation module are finally transmitted to the navigation information output module to complete the final navigation output.

[0018] On the other hand, a vehicle-mounted and ship-mounted positioning and navigation method based on BeiDou integrated navigation is also provided, which is applied to the aforementioned vehicle-mounted and ship-mounted positioning and navigation system. The method includes: S1. Collect vehicle positioning, speed, attitude, inertia and vehicle motion assistance data from vehicle-mounted Beidou integrated navigation terminals, and collect ship positioning, speed, heading, attitude, inertia and speed assistance data from ship-mounted Beidou integrated navigation terminals. S2. Data interaction between vehicles and ships is completed through the vehicle-ship cooperative communication unit, and vehicle-onboard data and ship-onboard data are synchronized in time and converted in coordinates. S3. Identify navigation modes based on vehicle-vehicle distance, electronic fence, relative speed, wheel speed status, ship status, and BeiDou positioning quality; S4. Establish the relative position, relative speed, course consistency and deck boundary constraints between the vehicle and the ship in boarding and docking or shipboard follow-up mode. S5. Perform hull common motion compensation on the vehicle navigation results to obtain the vehicle's position, velocity, and motion state relative to the hull coordinate system; S6. Perform a complete cross-check of the vehicle navigation results, ship navigation results, and vehicle-ship relative constraint results, identify abnormal data sources, and adjust the fusion weights. S7. Perform vehicle-ship cooperative fusion navigation calculation and output the absolute navigation results of vehicles and ships, as well as the relative navigation results of vehicles relative to the ship hull. S8. Output navigation results, reliability level and alarm information to vehicle terminal, ship terminal or remote monitoring platform.

[0019] The beneficial effects of this invention are as follows: First, this invention solves the problem of navigation and positioning interruptions and jumps during vehicle boarding, onboard navigation, and disembarkation recovery. Traditional vehicle navigation systems are prone to BeiDou signal quality degradation and positioning drift in environments with ship hull obstruction and multiple paths in port areas. In contrast, this invention uses the ship's position, heading, and attitude output by the shipborne terminal as a motion reference. Through relative position constraints and common motion compensation, it converts the vehicle's absolute positioning into relative positioning in the ship's coordinate system, effectively eliminating positioning interference caused by ship translation and swaying. This ensures continuous and stable output of the vehicle's relative deck position throughout the entire process of boarding, onboard navigation, and disembarkation, providing reliable positioning support for autonomous vehicles in port areas.

[0020] Secondly, this invention enhances ship navigation in scenarios where BeiDou signals are obstructed. Traditional shipborne navigation is susceptible to obstruction or multipath effects under bridges or in densely built-up port areas, leading to increased positioning errors and course drift. This invention utilizes stable distributed observations from multiple vehicle-mounted terminals on board, and performs reverse verification and correction of the ship's navigation status through motion consistency constraints. It reduces the weight of the shipborne BeiDou system while increasing the fusion weights of inertia, heading compass, and vehicle-ship relative constraints. This allows the ship to maintain high-precision and high-continuity navigation output even in signal-degraded environments, improving the safety of autonomous navigation and port operations.

[0021] Furthermore, this invention significantly improves the robustness and anomaly handling capabilities of the navigation system through a two-way integrity mutual inspection between vehicles and ships and an adaptive weight adjustment mechanism. The system constructs a comprehensive verification system including BeiDou residuals, relative position residuals, and motion consistency residuals, which can quickly identify problems such as signal anomalies, inertial drift, sensor failures, and inconsistent vehicle-ship constraints. It also dynamically adjusts the fusion weights of various data sources to achieve anomaly source isolation and smooth transition of navigation results, avoiding navigation failures caused by a single sensor failure, and greatly improving the system's operational stability in complex port areas and harsh environments.

[0022] Furthermore, this invention achieves full-process adaptation in vehicle-vehicle cooperative scenarios through multi-mode recognition and adaptive control. The system can automatically switch between five modes based on vehicle status: shore driving, boarding and docking, onboard following, disembarkation recovery, and anomaly maintenance. Constraint strategies and compensation methods are adjusted accordingly for each mode, satisfying both the independent navigation needs of vehicles on land and the cooperative navigation scenarios of berthing and following on ships. It also supports various application scenarios such as unmanned port operations, roll-on / roll-off transportation, ferry management, and emergency support, demonstrating strong versatility and scalability.

[0023] Finally, this invention solves the problem of abrupt changes in navigation reference during vehicle disembarkation by employing a smooth transition strategy between the ship's coordinate system and the land coordinate system. Through gradual weight changes and smooth state control, it avoids positioning jumps, sudden speed changes, and heading deviations, ensuring the continuity of autonomous driving control from ship to land, improving the smoothness and safety of vehicle operations in port areas, and providing key technical support for unmanned vehicle-ship collaborative transportation.

[0024] Other advantages, objectives, and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0025] To make the objectives, technical solutions, and advantages of the present invention clearer, the preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein: Figure 1 This is a schematic diagram of the overall architecture of a vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation according to an embodiment of the present invention; Figure 2 This is a schematic diagram of mode switching in the scene recognition and mode switching module according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the ship's common motion compensation and relative positioning calculation according to an embodiment of the present invention; Figure 4This is a flowchart of the vehicle-vehicle bidirectional integrity mutual inspection and adaptive weight adjustment process according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the overall process of the vehicle-mounted and ship-mounted positioning and navigation method based on BeiDou integrated navigation according to an embodiment of the present invention. Detailed Implementation

[0026] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0027] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the invention. To better illustrate the embodiments of the invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0028] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," "front," and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present invention. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0029] Please see Figures 1-5 This invention relates to a vehicle-mounted and ship-mounted positioning and navigation system and method based on BeiDou integrated navigation.

[0030] Example 1 This embodiment first describes in detail a vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation, such as... Figure 1As shown, it consists of a vehicle-mounted BeiDou integrated navigation terminal, a ship-mounted BeiDou integrated navigation terminal, a vehicle-ship cooperative communication unit, a scene recognition and mode switching module, a relative position constraint module, a ship hull common motion compensation module, a fusion navigation calculation module, an integrity mutual inspection and adaptive weight adjustment module, and a navigation information output module. The functions, data interaction relationships, and processing logic of each module are as follows: The vehicle-mounted BeiDou integrated navigation terminal is installed in the vehicle and integrates a BeiDou satellite positioning module, an inertial measurement module, wheel speed or odometer interface, steering angle or vehicle bus interface, time synchronization unit, and vehicle communication module. It is used to collect satellite observation data such as BeiDou pseudorange, carrier wave, carrier-to-noise ratio, and geometric accuracy factor; inertial acceleration and angular velocity measurement data; and vehicle motion assistance data such as wheel speed, odometer readings, and steering angle. After preprocessing, it outputs the vehicle's position in the navigation coordinate system. ,speed The system obtains initial observations and navigation values ​​from the vehicle, including attitude, heading, inertial recursion results, and vehicle navigation integrity status. The vehicle navigation data and time synchronization information output by this module are sent to the shipboard terminal via the vehicle-ship cooperative communication unit, and simultaneously transmitted directly to the fusion navigation solution module and the integrity mutual inspection and adaptive weight adjustment module for collaborative fusion and anomaly detection.

[0031] The shipborne BeiDou integrated navigation terminal is mounted on a vessel and integrates a BeiDou satellite positioning module, an inertial measurement module, a heading and compass interface, a log or speed sensor interface, an attitude measurement interface, an electronic chart interface, and a shipborne communication module. It is used to collect shipboard BeiDou observation data, inertial measurement data, heading, speed, roll, pitch, and bow attitude data, as well as electronic chart constraint data, and outputs the ship's position in the navigation coordinate system. ,speed Heading, roll angle, pitch angle, hull angular velocity Direction cosine matrix from navigation coordinate system to hull coordinate system The system also measures the integrity of the ship's navigation system, serving as a mobile reference benchmark in collaborative navigation. The ship's navigation, attitude, and coordinate transformation information output by this module is transmitted to the vehicle-ship collaborative communication unit, the ship's common motion compensation module, the relative position constraint module, and the fusion navigation calculation module, providing reference for relative positioning, common motion compensation, and collaborative calculation.

[0032] The vehicle-vehicle cooperative communication unit employs one or more combinations of wired networks, wireless LANs, private network communication, 4G, 5G, V2X, ship-to-shore communication, or short-range communication to establish a low-latency bidirectional data link between the vehicle-mounted BeiDou integrated navigation terminal and the ship-mounted BeiDou integrated navigation terminal. This enables the exchange and forwarding of vehicle and ship position, speed, attitude, heading, inertial data, integrity status, timestamps, and scene status information. The unit also performs timestamp alignment and communication delay marking on the transmitted data to eliminate asynchronous errors. This module distributes the unified and synchronized vehicle and ship data to the scene recognition and mode switching module, the relative position constraint module, the ship's common motion compensation module, and the integrity mutual inspection and adaptive weight adjustment module, ensuring data timing consistency across all modules.

[0033] The scene recognition and mode switching module identifies and switches between five working modes in real time: shore driving, boarding transfer, onboard follow-up, disembarkation recovery, and anomaly retention, based on the relative distance and speed between the vehicle and the ship, whether the vehicle has entered the boarding electronic fence, whether the vehicle is located in the deck area, the ship's navigation status, the vehicle's wheel speed, and the quality of BeiDou positioning. This provides a mode basis for subsequent constraint establishment, compensation processing, and weight configuration. Figure 2 As shown, the mode signal output by this module is synchronously transmitted to the relative position constraint module, the hull common motion compensation module, the integrity mutual inspection and adaptive weight adjustment module, and the fusion navigation solution module, so that each module executes the corresponding strategy according to the current mode.

[0034] The scene recognition and mode switching module receives vehicle position, vehicle speed, vehicle wheel speed, vehicle heading, and vehicle BeiDou positioning quality from the vehicle-mounted BeiDou integrated navigation terminal, and ship position, ship speed, ship heading, ship attitude, ship navigation status, and ship BeiDou positioning quality from the ship-mounted BeiDou integrated navigation terminal. It also receives preset information on boarding electronic fences, deck area boundaries, boarding gangway areas, disembarkation passage areas, and shore road areas.

[0035] Let the vehicle's position in the navigation coordinate system be... The ship's position in the navigation coordinate system is The relative distance between the vehicle and the ship is The relative speed between the vehicle and the ship is ;in, This indicates the vehicle's speed in the navigation coordinate system. This indicates the speed of the ship in the navigation coordinate system.

[0036] The system further defines the electronic fence markings for boarding. Deck area markings Disembarkation area markings Vehicle wheel speed markings Ship navigation status signs Vehicle-mounted Beidou quality mark and shipborne Beidou quality mark ;in:

[0037]

[0038] in, This indicates the preset electronic fence area for boarding. This indicates the permissible deck area in the ship's coordinate system. This indicates the vehicle's position relative to the ship's coordinate system.

[0039] In one implementation, the system switches modes according to the following logic.

[0040] Shore driving mode: When a vehicle has not entered the boarding electronic fence, is not located on the deck, and the relative distance between the vehicle and the ship is greater than a first distance threshold, the system determines that the vehicle is in shore driving mode; the judgment condition can be expressed as:

[0041] In this mode, vehicles primarily use onboard BeiDou navigation, inertia, wheel speed, road maps, or vehicle kinematic constraints for independent navigation, while shipboard navigation information is not used as the main fusion constraint.

[0042] Boarding and Shuttle Mode: When a vehicle enters the boarding electronic fence, the relative distance between the vehicle and the vessel is less than the second distance threshold, the relative speed between the vehicle and the vessel is less than the shuttle speed threshold, the vessel is berthed, traveling at low speed, or in a boarding-allowed state, and the vehicle is traveling at low speed or in a shuttle-like state, the system determines that the vehicle has entered the boarding and shuttle mode. The judgment conditions can be expressed as follows:

[0043] In this mode, the system enables vehicle-ship cooperative communication, boarding ramp area constraints, ship movement reference constraints, and relative speed constraints, gradually converting the vehicle's absolute navigation results into the vehicle's relative navigation results relative to the ship.

[0044] Shipboard Follow-up Mode: When the vehicle's position relative to the hull is within the permissible area of ​​the deck, the vehicle's wheel speed is zero or below the low-speed threshold, the vehicle's speed relative to the hull is less than the follow-up speed threshold, and this state persists for more than a preset time, the system determines that the vehicle has entered shipboard follow-up mode. The judgment conditions can be expressed as follows:

[0045] in, Indicates the vehicle's wheel speed. This indicates the vehicle's speed relative to the ship's hull. Indicates the duration for which the condition is continuously satisfied.

[0046] In this mode, the system activates hull common motion compensation to deduct the common motion components in the vehicle's absolute motion caused by the ship's overall translation, heading changes, roll, and pitch. If the vehicle is stationary, the vehicle's velocity relative to the hull is constrained to zero or approximately zero to suppress vehicle inertial drift and BeiDou positioning jumps.

[0047] Disembarkation Recovery Mode: When a vehicle moves from the deck area or disembarkation passage area to the shore area, and the vehicle's wheel speed exceeds the disembarkation speed threshold, the vehicle gradually leaves the deck's electronic fence, and the vehicle's BeiDou positioning quality recovers to above a preset threshold, the system determines that it has entered disembarkation recovery mode. The judgment conditions can be expressed as follows:

[0048] In this mode, the system adopts a weighting gradient strategy, gradually reducing the weights of ship common motion compensation, deck boundary constraint, and ship coordinate system relative constraint, while gradually increasing the weights of vehicle-mounted Beidou, wheel speed, road map, and vehicle kinematics constraint, so that the vehicle navigation results smoothly transition from ship coordinate system relative navigation to shore road navigation.

[0049] Anomaly Hold Mode: The system enters anomaly hold mode when vehicle-ship communication is interrupted, vehicle or shipborne BeiDou positioning quality falls below a threshold, vehicle-ship relative position residual exceeds a threshold, vehicle relative position does not meet deck boundary constraints, or conflicts arise between different mode criteria and persist for more than a preset time. The judgment conditions can be expressed as follows:

[0050] In this mode, the system maintains the previous reliable navigation state, reduces the weight of abnormal observation sources, increases the weight of inertial recursion, vehicle wheel speed, ship hull relative constraints or electronic map constraints, and outputs navigation reliability reduction or abnormal alarm information.

[0051] To avoid frequent mode transitions, the system employs a duration criterion and a hysteresis threshold. When the entry conditions for a certain mode are continuously met for a preset time... Switching is only allowed after the exit conditions are met for a preset time. Exit is only allowed after that. The switching relationship between different modes is as follows: the shore driving mode can be switched to the boarding and docking mode; the boarding and docking mode can be switched to the ship follow mode or the shore driving mode; the ship follow mode can be switched to the disembarkation recovery mode or the abnormal retention mode; the disembarkation recovery mode can be switched to the shore driving mode; any mode can enter the abnormal retention mode when data abnormality or constraint conflict occurs.

[0052] The relative position constraint module receives vehicle-vehicle synchronous navigation data and the ship's attitude and direction cosine matrix. By incorporating geometric constraints such as deck boundaries, lane lines, parking spaces, boarding ramps, ship doors, and roll-on / roll-off passages, a consistent observation relationship is established between the vehicle and the ship regarding relative position, relative speed, and heading. This converts the vehicle's absolute positioning into relative positioning within the ship's coordinate system. Through coordinate transformation from the navigation coordinate system to the ship's coordinate system, the vehicle's position relative to the ship is calculated using the following formula. This module determines whether the vehicle is within the permitted area and generates constraints. The module outputs the vehicle-vehicle relative position residual. Boundary constraint residuals The relative constraint validity markers are transmitted to the integrity mutual inspection and adaptive weight adjustment module and the fusion navigation solution module as the basis for collaborative observation and anomaly judgment.

[0053] The relative position constraint module first calculates the vehicle's relative position in the ship's coordinate system based on the vehicle navigation results and the ship's navigation results. Let the vehicle's position in the navigation coordinate system be... The position of the ship's reference point in the navigation coordinate system is The direction cosine matrix from the navigation coordinate system determined by the ship's heading, roll, and pitch to the hull coordinate system is: Then the position of the vehicle relative to the ship's coordinate system is:

[0054] in:

[0055] This indicates the vehicle's relative position in the longitudinal direction of the ship's hull. This indicates the vehicle's relative position in the lateral direction of the ship's hull. This indicates the vehicle's height relative to the deck plane.

[0056] In one implementation, the deck clearance area, boarding ramp area, roll-on / roll-off access area, parking area, and disembarkation access area can all be pre-represented as two-dimensional or three-dimensional geometric regions in the ship's coordinate system. For a rectangular region, its clearance area can be represented as:

[0057] in, Indicates the first One permitted area, , , , , , These represent the boundary range of the region in the ship's coordinate system.

[0058] For polygonal deck areas or irregular passage areas, half-plane constraints can be used for representation:

[0059] in, , and These are defined by the deck boundary, driveway line, ramp boundary, hatch boundary, or parking area boundary, respectively.

[0060] The system determines whether the relative positions of the vehicles meet the following criteria:

[0061] This determines whether a vehicle is within the corresponding permitted area. When the inequality is true, the vehicle is within the permitted area; when any boundary constraint is not satisfied, the vehicle is determined to be close to the boundary or out of bounds.

[0062] To quantify the degree of deviation between the vehicle and the permitted area, the system constructs boundary constraint residuals:

[0063] in, This indicates taking the non-negative part element by element. When, it indicates that the vehicle is within the permitted area; when When the residual value is greater, it indicates that the vehicle has crossed at least one boundary of the area. The larger the residual value, the more serious the degree of boundary crossing.

[0064] Constraints in the boarding shuttle mode: In the boarding shuttle mode, vehicles must meet the constraints of the boarding ramp and roll-on / roll-off access. This constraint can be expressed as:

[0065]

[0066] in, This indicates the area for boarding ramps or roll-on / roll-off passageways. Indicates the vehicle's heading. Indicates the direction of the ramp or roll-on / roll-off passage. This indicates the permissible heading deviation threshold. This constraint is used to ensure that vehicles travel along the boarding ramp direction and avoid deviating from the boundaries of the gangway or roll-on / roll-off ramp.

[0067] Constraints in Shipboard Follow-up Mode: In shipboard follow-up mode, the vehicle must meet deck area constraints, parking space constraints, and low relative speed constraints. If the vehicle is in the parking space area... Then we have:

[0068]

[0069] in, This indicates the vehicle's speed relative to the ship's hull. This represents the permissible relative speed threshold when the vehicle is stationary or in motion. This constraint is used to determine whether the vehicle is stably parked with the ship, avoiding misinterpreting the overall motion of the ship as autonomous vehicle motion.

[0070] Constraints and restrictions in disembarkation recovery mode: In disembarkation recovery mode, vehicles must meet disembarkation access constraints and shore road transition constraints:

[0071]

[0072] in, Indicates the disembarkation passage area. Indicates the direction of the disembarkation passage. This indicates the permissible heading deviation threshold.

[0073] The aforementioned constraints can be incorporated as pseudo-observations or constraint penalties in the fusion navigation solution. Its cost function can be expressed as:

[0074] in, This represents the boundary constraint noise matrix. When the vehicle is within the permitted area... Or close to zero; when a vehicle crosses the boundary, The increased size allows the integrated navigation solution module to constrain and correct the vehicle's position, or the integrity mutual inspection module to output an out-of-bounds alarm.

[0075] The relative position constraint module ultimately outputs the following information: the relative position of the vehicle in the ship's coordinate system. Relative speed of vehicles Vehicle location area code, permitted area validity indicator, boundary constraint residuals The outputs include heading consistency residuals and boundary crossing warning signs. These outputs are used for fusion navigation calculations, mode switching, integrity checks, and safety warnings.

[0076] like Figure 3 As shown, the ship's common motion compensation module is activated in the boarding and docking and onboard follow-up modes, receiving the vehicle's absolute position and velocity, the ship's absolute position and velocity, and the ship's angular velocity. and the vehicle's position relative to the ship's hull The true speed of the vehicle relative to the ship is obtained by separating and subtracting the common motion components caused by the ship's overall translation, heading changes, roll, and pitch from the vehicle's absolute motion according to the following formula. :

[0077] When the vehicle is stationary on the ship, its velocity relative to the ship is constrained to zero to correct for vehicle inertial drift and BeiDou positioning jumps. The compensated relative position, relative velocity, and common motion components output by this module are transmitted to the integrity mutual inspection and adaptive weight adjustment module and the fusion navigation calculation module to decouple the vehicle's autonomous motion from the ship's common motion.

[0078] like Figure 4 As shown, the integrity mutual inspection and adaptive weight adjustment module receives vehicle navigation results, shipborne navigation results, relative constraint results, and common motion compensation results, and constructs a system based on the vehicle-mounted BeiDou observation residuals. Shipborne BeiDou observation residuals Relative positional residuals of vehicles and ships Relative velocity residual Heading consistency residual and deck boundary constraint residuals The combined residual vector:

[0079] The vehicle-ship bidirectional consistency is verified using residual statistics to identify issues such as BeiDou signal anomalies, inertial drift, sensor malfunctions, communication delays, and inconsistencies in relative constraints between the vehicle and ship. Risk factors are determined based on residual magnitude, satellite quality, sensor status, and the current operating mode. ,according to Dynamically adjust the observation noise matrix of each observation source The module integrates weights, reducing them in case of anomalies and restoring them in case of normalcy, thus isolating anomaly sources and assessing reliability. The navigation reliability level, anomaly alarm information, and adaptive weights output by this module are transmitted to the fusion navigation solution module to ensure the robustness of the fusion solution.

[0080] The fusion navigation solution module employs extended Kalman filtering, unscented Kalman filtering, federated filtering, factor graph optimization, or sliding window optimization methods. It integrates vehicle-mounted observation data, ship-mounted observation data, relative position constraints, common motion compensation results, and adaptive weights to perform joint optimal estimation of vehicle navigation status, ship navigation status, vehicle-ship relative status, and sensor errors. This results in continuous and stable absolute navigation results for both the vehicle and ship, as well as the relative navigation result of the vehicle relative to the ship. The fusion solution results from this module are ultimately transmitted to the navigation information output module to complete the final navigation output.

[0081] The navigation information output module encapsulates the fusion navigation solution results, current working mode, navigation reliability level, and abnormal alarm information in a unified manner, and outputs the vehicle and ship position, speed, attitude, heading, vehicle position relative to the ship, mode status, reliability level, and alarm information to the vehicle terminal, shipboard control system, and remote monitoring platform to meet the needs of vehicle-ship cooperative positioning, real-time monitoring, and safety management.

[0082] Example 2 This embodiment provides a detailed method for vehicle and shipborne positioning and navigation based on BeiDou integrated navigation, such as... Figure 5 As shown, it includes at least the following steps: S1 Multi-Source Data Acquisition: Acquires BeiDou positioning, speed, attitude, inertia, wheel speed and steering data from the vehicle end, and simultaneously acquires BeiDou positioning, heading, attitude, speed, inertia and electronic chart constraint data from the ship end.

[0083] S2 Time Synchronization and Coordinate Unification: Interpolate and align vehicle data, ship data, and communication data based on a unified timestamp, and transform vehicle coordinates, ship coordinates, and navigation coordinates into a unified representation framework.

[0084] S3 Scene Recognition and Mode Switching: Based on whether the vehicle enters the boarding electronic fence, the relative distance between the vehicle and the ship, the relative speed between the vehicle and the ship, the vehicle wheel speed, the ship's navigation status, and the BeiDou quality, it determines whether the vehicle is currently in the following modes: onshore driving, boarding and docking, shipboard following, disembarkation recovery, or abnormal maintenance.

[0085] S4 Vehicle-Vessel Relative Constraint Establishment: In boarding / shuttle or shipboard follow-up mode, establish vehicle position, speed, heading, and boundary constraints relative to the ship, constraining the vehicle to be in permitted areas such as gangplank, deck, in-cabin parking space, or disembarkation passage.

[0086] S5 Common Motion Compensation: Transforms the vehicle's absolute position to the ship's coordinate system, and uses the ship's position, speed, heading, roll, pitch, and angular velocity to deduct the ship's common motion components to obtain the vehicle's true motion state relative to the ship.

[0087] S6 Integrity Mutual Inspection and Weight Adjustment: Construct vehicle-mounted BeiDou residuals, ship-mounted BeiDou residuals, vehicle-ship relative position residuals, speed consistency residuals, heading consistency residuals, and deck boundary residuals, and adjust observation weights or remove anomalies based on the residual magnitude.

[0088] S7 collaborative fusion navigation solution: It jointly estimates the vehicle state, ship state, vehicle-ship relative state and sensor error state through filtering or optimization algorithms, and outputs absolute navigation results and relative ship navigation results.

[0089] S8 Navigation Output and Remote Monitoring: Outputs position, speed, attitude, heading, relative position, reliability level, mode status, and abnormal alarm information to vehicle terminals, ship terminals, and remote monitoring platforms.

[0090] Example 3 This embodiment is applicable to the complete and continuous working conditions of vehicle boarding and docking, deck stay, and ship navigation follow-up in port roll-on / roll-off transportation and ferry operations, covering the entire navigation scenario from vehicle driving from shore to deck and docking with the ship. This embodiment collaboratively utilizes the vehicle-mounted Beidou integrated navigation terminal, ship-mounted Beidou integrated navigation terminal, vehicle-ship cooperative communication unit, scene recognition and mode switching module, relative position constraint module, hull common motion compensation module, integrity mutual inspection and adaptive weight adjustment module, and fusion navigation solution module to achieve continuous, stable, and high-precision navigation output under vehicle-ship cooperative constraints, adapting to the needs of autonomous driving of vehicles and cooperative operations of ships in port areas.

[0091] When the vehicle is not in the boarding area, the system defaults to shore driving mode, with the vehicle using independent BeiDou navigation for land positioning and navigation. When the vehicle is within 30 meters of the ship's boarding ramp, its relative speed to the ship is less than 2 m / s, and the system detects that the vehicle has entered the preset boarding electronic fence area, the scene recognition and mode switching module determines that the vehicle has entered the boarding connection condition, and the system automatically switches to boarding connection mode. The vehicle-ship cooperative communication unit establishes a low-latency two-way data link between the vehicle terminal and the ship terminal, with data transmission latency controlled within 20ms. This achieves time synchronization and coordinate unification of vehicle and ship navigation data, and allows for real-time exchange of key reference data such as the ship's current position, speed, heading attitude, roll and pitch angles, and hull angular velocity, providing accurate reference support for the vehicle's relative positioning and motion compensation on the deck.

[0092] During the process of a vehicle entering the ship's deck via the boarding ramp, the system collects vehicle and ship navigation data in real time and performs relative positioning calculations. Taking a real-world scenario as an example, at a certain moment, the vehicle's absolute position in the navigation coordinate system is 30.2568°N, 120.1856°E, while the ship's absolute position is 30.2562°N, 120.1851°E. Combining the ship's real-time heading of 125°, roll angle of 0.8°, and pitch angle of 0.5°, a coordinate transformation matrix is ​​constructed. The system then calculates the vehicle's relative position in the ship's coordinate system to be 4.2m longitudinally and 1.8m laterally on the deck. By considering the deck's effective passage width of 8m and the boundary constraints of the boarding passage, the system determines that the vehicle is within the legal boarding area, achieving high-precision area-constrained positioning during the boarding process and effectively preventing the vehicle from deviating from the boarding route.

[0093] The port environment is complex, and ship hull obstruction, dock structures, and multipath effects on the water surface can easily lead to anomalies in vehicle-mounted BeiDou positioning. In this embodiment, after the vehicle enters the inner deck area, the number of visible BeiDou satellites decreases from 12 to 6, and the position error increases from 0.3m to 1.2m, resulting in a significant deterioration in positioning quality. Upon real-time detection of this anomaly, the system immediately activates an adaptive weight adjustment mechanism, reducing the weight of the vehicle-mounted BeiDou observation fusion from the usual 0.4 to 0.1, while simultaneously increasing the fusion weight of the vehicle-mounted inertial measurement unit, wheel speed odometer, and ship hull relative constraints from 0.6 to 0.9. The weight switching process is smooth and without abrupt changes, effectively suppressing positioning fluctuations caused by BeiDou jumps. Ultimately, the vehicle's positioning error relative to the deck is stably controlled within 0.25m, with no positioning jumps or trajectory deviations throughout the entire process, meeting the positioning stability requirements for autonomous vehicles boarding and driving on ships.

[0094] When the vehicle fully enters the deck, its wheel speed remains at 0 m / s for 3 seconds, and the vehicle's position relative to the ship fluctuates by less than 0.1 m, the scene recognition and mode switching module determines that the operating condition is switched to ship-following mode. After the ship begins navigation operations, continuous overall motion interference is generated. The measured ship speed is 3.5 m / s, the heading angular velocity is 0.3° / s, and during navigation, there are roll fluctuations of 0.5° to 1.2° and pitch fluctuations of 0.4° to 0.9°. At this time, the vehicle's absolute position and absolute speed will continuously change with the overall motion of the ship. If the traditional independent navigation method is used, the system will misjudge that the vehicle is in continuous motion, causing problems such as automatic driving mis-braking and trajectory miscorrection.

[0095] This system activates a ship common motion compensation mechanism to perform real-time decoupling compensation on the vehicle's original navigation data. Taking a stable ship navigation condition as an example, at a certain moment, the vehicle's absolute speed is 3.48 m / s. After deducting the ship's overall translational speed of 3.5 m / s and compensating for the additional velocity component of 0.02 m / s caused by the ship's rotation, the final calculated actual speed of the vehicle relative to the ship is stable in the range of 0 m / s to 0.03 m / s, which conforms to the actual condition of the vehicle being stationary on the deck. After compensation, the longitudinal and lateral position fluctuations of the vehicle relative to the deck are controlled within 0.2 m, completely eliminating positioning interference caused by ship translation, swaying, and rotation, and accurately distinguishing between the ship's common motion and the vehicle's autonomous motion.

[0096] The system performs multi-dimensional data integrity monitoring throughout the entire process, and verifies in real time the matching status of vehicle-mounted BeiDou, ship-mounted BeiDou, vehicle-ship relative position, relative speed, heading consistency, and deck boundary constraints. Under normal servo conditions, all residual indicators remain stable within the preset threshold range, and the system determines that the navigation status is reliable. If the measured data is abnormal, such as the vehicle's relative speed after compensation continuously exceeding 0.2 m / s or the cumulative relative position offset exceeding 0.5 m, the system immediately determines that the vehicle has deck slippage, inertial drift, or positioning anomalies, and simultaneously outputs graded early warning information, providing a reliable basis for ship transportation safety monitoring and vehicle autonomous driving anomaly protection.

[0097] The integrated navigation solution module employs a federated filtering optimization algorithm throughout the entire process. It integrates multi-source observation data from vehicles and ships, relative constraints, common motion compensation results, and adaptive weight parameters to jointly estimate the navigation status of vehicles and ships, continuously outputting high-precision and highly continuous navigation results. Throughout the entire boarding and docking process and deck navigation, the absolute positioning accuracy of the vehicle is better than 0.3m, the relative deck positioning accuracy is better than 0.25m, the speed output error is less than 0.05m / s, and the navigation output is uninterrupted and seamless, fully meeting the operational requirements of roll-on / roll-off transportation, port vehicle berthing monitoring, and shipboard autonomous driving and parking control.

[0098] Example 4 This embodiment is applicable to scenarios where shipborne BeiDou signals degrade, such as when ships pass under bridges, in areas obstructed by dense buildings in port areas, or in areas with strong shoreline reflections. Through the stable distributed observation capabilities of multiple vehicle-mounted terminals on board, it reverse-constrains and corrects the ship's navigation state, achieving continuous and reliable ship navigation output in complex obstructed environments. This is suitable for autonomous ship navigation and unmanned collaborative operations in port areas. This embodiment collaboratively utilizes multiple vehicle-mounted BeiDou integrated navigation terminals, shipborne BeiDou integrated navigation terminals, vehicle-ship collaborative communication units, relative position constraint modules, integrity mutual inspection and adaptive weight adjustment modules, and fusion navigation solution modules to complete vehicle-ship reverse collaborative navigation enhancement.

[0099] When a ship is navigating in open water, the shipborne BeiDou system can stably acquire more than 10 satellites, maintaining a positioning accuracy within 0.4m. The heading and speed outputs are stable, and the system defaults to shipborne independent navigation mode. However, when the ship enters the area obstructed by bridges in the port area, the number of visible BeiDou satellites drops sharply to 4 due to the combined effects of bridge structure obstruction and multipath reflections from the water surface. The geometric accuracy factor deteriorates from 1.2 to 3.8, the overall carrier-to-noise ratio decreases by 15dB, the shipborne positioning error drifts continuously from 0.3m to 1.6m, and the heading output exhibits random fluctuations of 0.8° to 1.5°, failing to meet the requirements for autonomous navigation control.

[0100] At this time, three working vehicles are parked on the ship's deck. The wheel speed of each vehicle remains stable at 0 m / s, and the maximum fluctuation in position relative to the ship is less than 0.15 m. The vehicles are in a stationary and stable queue state. The system collects stable navigation data and relative ship position information from the three vehicle-mounted terminals in real time through the vehicle-ship cooperative communication unit. The relative position constraint module, combined with the geometric constraints of the fixed parking spaces on the deck and the spacing constraints of the multi-vehicle queue, constructs a distributed stable observation benchmark. Under the actual test conditions, the relative parking positions of the three vehicles in the ship's coordinate system are 6.5 m longitudinally and 2.0 m laterally, 6.5 m longitudinally and 4.5 m laterally, and 6.5 m longitudinally and 7.0 m laterally. The vehicle queue structure is fixed and the relative positions are constant, which can be used as high-precision stable constraints to back-verify the ship's navigation status.

[0101] The integrity mutual inspection and adaptive weight adjustment module compares the shipborne navigation output with the relative constraint status of multiple vehicles in real time. It detects significant inconsistencies between shipborne position drift, heading sway, and the stable multi-vehicle queue constraints, with position residuals exceeding the limit by 0.9m and heading residuals exceeding the limit by 1.2°, indicating that the shipborne BeiDou observation has failed. The system immediately executes an adaptive weight reconstruction strategy, reducing the shipborne BeiDou observation fusion weight from the conventional 0.35 to 0.05, significantly weakening the interference of abnormal satellite data; simultaneously, it increases the fusion weight of shipborne inertial measurement, heading compass, log speed, and multi-vehicle relative constraints from 0.65 to 0.95, relying on stable vehicle-borne observation data to constrain ship navigation drift.

[0102] The integrated navigation solution module, based on multi-vehicle distributed stable observation constraints, performs real-time reverse correction of ship position, heading, speed, and attitude drift. After collaborative correction, the ship's positioning error converges from 1.6m to within 0.4m, heading fluctuation is suppressed from 1.5° to within 0.3°, and speed output fluctuation is controlled below 0.06m / s. Until the ship completely passes through the obstructed area and the shipborne BeiDou signal stabilizes, the system continuously maintains high-precision navigation output relying on multi-vehicle collaborative constraints. This effectively solves the problems of drift, jumps, and failures in traditional shipborne navigation under obstructed scenarios, ensuring the continuity and safety of autonomous navigation and vehicle-ship collaborative operations in complex port environments.

[0103] Example 5 This embodiment applies to the entire process of a vehicle leaving the ship's deck and transitioning to driving on a shore road. Through smooth mode switching, gradual weight adjustment, and dynamic constraint attenuation strategies, it addresses the positioning jumps, speed abrupt changes, and heading deviations caused by the switching between the ship's coordinate system and the land navigation coordinate system, ensuring continuous and stable autonomous driving during vehicle disembarkation. This embodiment primarily relies on the collaborative efforts of a scene recognition and mode switching module, a ship common motion compensation module, an integrity mutual inspection and adaptive weight adjustment module, and a fusion navigation solution module to achieve unobstructed transition navigation.

[0104] After the vessel berths at the dock and completes its berthing, its speed stabilizes at 0 m / s, and its attitude fluctuation is less than 0.3°. Initially, the vehicle is stationary on the deck, and the system operates in ship-following mode. Navigation output is based on the relative constraints of the hull and common motion compensation, with the vehicle's positioning accuracy relative to the deck remaining stable within 0.25m. When the vehicle starts to leave the dock, its wheel speed continuously increases to 1.5 m / s, and the system detects that the vehicle is gradually moving away from the core area of ​​the deck and breaking through the electronic fence boundary inside the hull, the scene recognition and mode switching module determines that it has entered the off-ship recovery mode and activates the navigation state smooth transition mechanism.

[0105] To avoid parameter abrupt changes caused by hard switching of navigation modes, the system adopts a gradual weight adjustment strategy with a total transition time of 2.5 seconds. During the transition phase, the weight of the ship's common motion compensation decreases linearly from the initial 0.9 to 0, and the weight of the deck boundary constraint gradually decreases from 0.85 to 0, completely eliminating the constraint influence of the ship's floating attitude and ship motion on the vehicle navigation results. Simultaneously, the weight of the land navigation constraint is gradually increased, with the weight of the vehicle-mounted Beidou observation gradually increasing from 0.15 to 0.45, and the weights of vehicle wheel speed, steering angle, and road driving constraint increasing from 0.15 to 0.55, achieving a smooth transition of the navigation reference from "ship-following reference" to "land geographic reference".

[0106] During the disembarkation transition, vehicles pass through the boarding ramp and the water-land connection area, which is prone to positioning reference confusion and multipath interference fluctuations. During the weight transition, the system continuously retains short-term relative position constraint correction capabilities to buffer positioning deviations caused by coordinate switching. In actual testing, without the transition strategy, traditional navigation switching would result in a maximum positioning jump of 0.8m and a speed change of 0.25m / s; after adopting the smooth transition strategy of this system, vehicle position switching fluctuations were controlled within 0.2m, speed changes were suppressed to within 0.05m / s, and heading angle offsets were stabilized below 0.2°, with no significant jumps or track breaks.

[0107] Once the vehicle has completely left the gangplank and entered the paved road area on shore, the system completely shuts down the ship's common motion compensation module and deck boundary constraint logic, switching entirely to shore-based driving navigation mode. It then relies on BeiDou satellite observation, vehicle wheel speed, and road topology constraints to complete independent navigation output. Throughout the entire disembarkation transition, the vehicle's autonomous driving trajectory is continuous, and speed control is smooth, without any jerks or deviations. This perfectly adapts to the control requirements of automatic vehicle departure and roll-on / roll-off transport closed-loop operations in the port area, achieving a seamless transition from vehicle-ship coupled scenarios to purely land-based navigation.

[0108] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation, characterized in that: The system includes: The vehicle-mounted Beidou integrated navigation terminal is used to be installed on vehicles and collect Beidou satellite navigation data, inertial measurement data and vehicle motion assistance data. Shipborne Beidou integrated navigation terminal is used to be installed on ships and collect ship Beidou satellite navigation data, inertial measurement data, heading and attitude data and speed assistance data; The vehicle-vehicle cooperative communication unit is used to transmit position, speed, attitude, heading, timestamp, integrity status and scene status information between the vehicle-mounted Beidou integrated navigation terminal and the ship-mounted Beidou integrated navigation terminal. The scene recognition and mode switching module is used to identify the onshore driving, boarding and docking, onboard following, disembarkation recovery or abnormal maintenance status between vehicles and ships; The relative position constraint module is used to establish a vehicle-ship cooperative observation relationship based on the relative position, relative speed, deck boundary, boarding area or waterway area constraints between the vehicle and the ship. The hull common motion compensation module is used to separate the common motion caused by the overall translation, course change, roll and pitch of the ship from the vehicle navigation results when the vehicle is on the ship or in the boarding and docking area. The fusion navigation calculation module is used to fuse and calculate vehicle data, ship data, and vehicle-ship relative constraint data, and output the position, speed, attitude, and heading of the vehicle or ship. The integrity mutual inspection and adaptive weight adjustment module is used to perform consistency checks on vehicle navigation results, ship navigation results and relative constraint results, and adjust the fusion weights of different data sources based on the inspection results.

2. A vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation as described in claim 1, characterized in that: The vehicle-mounted BeiDou integrated navigation terminal is installed in the vehicle and integrates a BeiDou satellite positioning module, an inertial measurement module, wheel speed or odometer interface, steering angle or vehicle bus interface, time synchronization unit, and vehicle communication module. It is used to collect satellite observation data including BeiDou pseudorange, carrier wave, carrier-to-noise ratio, and geometric accuracy factor; inertial acceleration and angular velocity measurement data; and vehicle motion assistance data such as wheel speed, odometer readings, and steering angle. After preprocessing, it outputs the vehicle's position in the navigation coordinate system. ,speed The attitude, heading, inertial recursive results, and vehicle navigation integrity status provide the system with the original observations and initial navigation values ​​from the vehicle side; Vehicle navigation data and time synchronization information are sent to the Beidou integrated navigation terminal via the vehicle-ship cooperative communication unit, and are also directly transmitted to the fusion navigation solution module and the integrity mutual inspection and adaptive weight adjustment module to participate in collaborative fusion and anomaly detection.

3. A vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation as described in claim 1, characterized in that: The shipborne BeiDou integrated navigation terminal is mounted on a vessel and integrates a BeiDou satellite positioning module, an inertial measurement module, a heading and compass interface, a log or speed sensor interface, an attitude measurement interface, an electronic chart interface, and a shipborne communication module. It is used to collect ship BeiDou observation data, inertial measurement data, heading, speed, roll, pitch, and bow attitude data, as well as electronic chart constraint data, and outputs the ship's position in the navigation coordinate system. ,speed Heading, roll angle, pitch angle, hull angular velocity Direction cosine matrix from navigation coordinate system to hull coordinate system And the integrity status of shipborne navigation, which serves as a moving reference benchmark in cooperative navigation; Ship navigation, attitude and coordinate transformation information is transmitted to the vehicle-ship cooperative communication unit, the ship common motion compensation module, the relative position constraint module and the fusion navigation solution module, providing reference for relative positioning, common motion compensation and cooperative solution.

4. A vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation as described in claim 1, characterized in that: The vehicle-vehicle cooperative communication unit adopts one or more combinations of wired networks, wireless local area networks, private network communication, 4G, 5G, V2X, ship-to-shore communication, or short-range communication to establish a low-latency bidirectional data link between the vehicle-mounted Beidou integrated navigation terminal and the ship-mounted Beidou integrated navigation terminal. It completes the interaction and forwarding of vehicle and ship position, speed, attitude, heading, inertial data, integrity status, timestamp, and scene status information, and performs timestamp alignment and communication delay marking on the transmitted data to eliminate asynchronous errors.

5. A vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation as described in claim 1, characterized in that: The scene recognition and mode switching module identifies and switches between five working modes in real time: shore driving, boarding transfer, ship follow-up, disembarkation recovery, and anomaly retention, based on the relative distance and speed between the vehicle and the ship, whether the vehicle has entered the boarding electronic fence, whether the vehicle is located on the deck area, the ship's navigation status, the vehicle's wheel speed status, and the quality of Beidou positioning. This provides a mode basis for subsequent constraint establishment, compensation processing, and weight configuration.

6. A vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation as described in claim 1, characterized in that: The relative position constraint module receives vehicle-vehicle synchronous navigation data and the ship's attitude and direction cosine matrix. By combining geometric constraints such as deck boundaries, lane lines, parking spaces, boarding ramps, ship doors, and roll-on / roll-off passages, a consistent observation relationship is established between the vehicle and the ship regarding relative position, relative speed, and heading. The absolute positioning of the vehicle is converted into relative positioning in the ship's coordinate system. Through coordinate transformation from the navigation coordinate system to the ship's coordinate system, the position of the vehicle relative to the ship is calculated according to the following formula. : The system determines whether a vehicle is in the permitted area and generates constraints based on the physical boundaries of the permitted deck area, boarding ramp area, roll-on / roll-off passage area, parking area, and disembarkation passage area. The relative position residuals of the vehicle and the vessel output by the relative position constraint module Boundary constraint residuals The relative constraint validity markers are transmitted to the integrity mutual inspection and adaptive weight adjustment module and the fusion navigation solution module as the basis for collaborative observation and anomaly judgment.

7. A vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation as described in claim 1, characterized in that: The ship's common motion compensation module is activated during boarding and docking and onboard follow-up modes, receiving the absolute position and velocity of the vehicle, the absolute position and velocity of the ship, and the angular velocity of the ship. and the vehicle's position relative to the ship's hull The true speed of the vehicle relative to the ship is obtained by separating and subtracting the common motion components caused by the ship's overall translation, heading changes, roll, and pitch from the vehicle's absolute motion according to the following formula. : When the vehicle is stationary on the ship, the vehicle's speed relative to the ship is constrained to zero to correct vehicle inertial drift and BeiDou positioning jumps. The compensated relative position, relative velocity, and common motion components output by the hull common motion compensation module are transmitted to the integrity mutual inspection and adaptive weight adjustment module and the fusion navigation solution module to achieve decoupling between vehicle autonomous motion and hull common motion.

8. A vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation as described in claim 1, characterized in that: The integrity mutual inspection and adaptive weight adjustment module receives vehicle navigation results, shipborne navigation results, relative constraint results, and common motion compensation results, and constructs a system based on the vehicle-mounted BeiDou observation residuals. Shipborne BeiDou observation residuals Relative positional residuals of vehicles and ships Relative velocity residual Heading consistency residual and deck boundary constraint residuals The combined residual vector: The vehicle-ship bidirectional consistency test is completed using residual statistics to identify problems such as abnormal BeiDou signals, inertial drift, sensor failure, communication delay, and inconsistencies in relative constraints between the vehicle and the ship. Risk factors are determined based on residual magnitude, satellite mass, sensor status, and current operating mode. ,according to Dynamically adjust the observation noise matrix of each observation source By integrating weights, the weights are reduced when an anomaly occurs and restored when the condition is normal, thus achieving anomaly source isolation and credibility assessment. The navigation confidence level, anomaly alarm information, and adaptive weights output by the integrity mutual inspection and adaptive weight adjustment module are transmitted to the fusion navigation solution module.

9. A vehicle-mounted and ship-mounted positioning and navigation system based on BeiDou integrated navigation as described in claim 1, characterized in that: The fusion navigation solution module employs extended Kalman filtering, unscented Kalman filtering, federated filtering, factor graph optimization, or sliding window optimization methods. It integrates vehicle-mounted observation data, ship-mounted observation data, relative position constraints, common motion compensation results, and adaptive weights to perform joint optimal estimation of vehicle navigation status, ship navigation status, vehicle-ship relative status, and sensor errors. It outputs continuous and stable absolute navigation results for vehicles and ships, as well as relative navigation results for vehicles relative to the ship hull. The fusion calculation results of the fusion navigation calculation module are finally transmitted to the navigation information output module to complete the final navigation output.

10. A vehicle-mounted and ship-mounted positioning and navigation method based on BeiDou integrated navigation, applied to the vehicle-mounted and ship-mounted positioning and navigation system as described in any one of claims 1-9, characterized in that: The method includes: S1. Collect vehicle positioning, speed, attitude, inertia and vehicle motion assistance data from the vehicle-mounted Beidou integrated navigation terminal, and collect ship positioning, speed, heading, attitude, inertia and speed assistance data from the ship-mounted Beidou integrated navigation terminal. S2. Data interaction between vehicles and ships is completed through the vehicle-ship cooperative communication unit, and vehicle-onboard data and ship-onboard data are synchronized in time and converted in coordinates. S3. Identify navigation modes based on vehicle-vehicle distance, electronic fence, relative speed, wheel speed status, ship status, and BeiDou positioning quality; S4. Establish the relative position, relative speed, course consistency and deck boundary constraints between the vehicle and the ship in boarding and docking or shipboard follow-up mode. S5. Perform hull common motion compensation on the vehicle navigation results to obtain the vehicle's position, velocity, and motion state relative to the hull coordinate system; S6. Perform a complete cross-check of the vehicle navigation results, ship navigation results, and vehicle-ship relative constraint results, identify abnormal data sources, and adjust the fusion weights. S7. Perform vehicle-vehicle cooperative fusion navigation calculation and output the absolute navigation results of vehicles and ships, as well as the relative navigation results of vehicles relative to the ship hull. S8. Output navigation results, reliability level and alarm information to vehicle terminal, ship terminal or remote monitoring platform.

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