A method for supporting positioning of a vehicle using a satellite positioning system is disclosed. The method includes generating, in real-time, a sliding window map (SWM) based on 3D point clouds from a 3D LiDAR sensor and an attitude and heading reference system (AHRS), wherein the SWM provides an environment description for detecting and correcting a non-line-of-sight (NLOS) reception; accumulating the 3D point clouds from previous frames into the SWM for enhancing a field of view (FOV) of the 3D LiDAR sensor; receiving global navigation satellite system (GNSS) measurements from satellites, by a GNSS receiver; detecting NLOS reception from the GNSS measurements using the SWM; correcting the NLOS reception by NLOS remodeling when a reflection point is not found in the SWM; and estimating a GNSS positioning by a least-squares algorithm. It is the objective to provide a method that mitigates NLOS caused by both static buildings and dynamic objects.

A method for supporting positioning of a vehicle using a satellite positioning system is disclosed. The method includes generating, in real-time, a sliding window map (SWM) based on 3D point clouds from a 3D LiDAR sensor and an attitude and heading reference system (AHRS), wherein the SWM provides an environment description for detecting and correcting a non-line-of-sight (NLOS) reception; accumulating the 3D point clouds from previous frames into the SWM for enhancing a field of view (FOV) of the 3D LiDAR sensor; receiving global navigation satellite system (GNSS) measurements from satellites, by a GNSS receiver; detecting NLOS reception from the GNSS measurements using the SWM; correcting the NLOS reception by NLOS remodeling when a reflection point is not found in the SWM; and estimating a GNSS positioning by a least-squares algorithm. It is the objective to provide a method that mitigates NLOS caused by both static buildings and dynamic objects.

A method for control assistance of a vehicle. The method includes: receiving GNSS signals from at least one navigation satellite; ascertaining quality parameters of the GNSS signals, the quality parameters describing a reception quality of the received GNSS signals; and ascertaining a driving state of the vehicle based on the quality parameters of the GNSS signals by comparing values of the quality parameters of the received GNSS signals to previously known reference value clusters, the reference value clusters including a plurality of reference values for the particular quality parameters of the GNSS signals, each reference value cluster representing a previously known driving state, and each previously known driving state describing a state of the vehicle influencing a signal transmission of the GNSS signals; and providing a control assistance function based on the ascertained driving state.

A method for control assistance of a vehicle. The method includes: receiving GNSS signals from at least one navigation satellite; ascertaining quality parameters of the GNSS signals, the quality parameters describing a reception quality of the received GNSS signals; and ascertaining a driving state of the vehicle based on the quality parameters of the GNSS signals by comparing values of the quality parameters of the received GNSS signals to previously known reference value clusters, the reference value clusters including a plurality of reference values for the particular quality parameters of the GNSS signals, each reference value cluster representing a previously known driving state, and each previously known driving state describing a state of the vehicle influencing a signal transmission of the GNSS signals; and providing a control assistance function based on the ascertained driving state.

A system and method, optionally implemented in a hardware circuitry, to receive a global positioning system pulse per second, GPS PPS, signal generated by a GPS receiver in a vehicle having a plurality of sensors; monitor the GPS PPS signal for an indication of a presence and a frequency of the GPS PPS signal within a predetermined threshold; generate a generated PPS signal synchronized with the GPS PPS signal; generate, based on an input of the generated PPS signal, a plurality of trigger signals, each of the generated plurality of trigger signals being selectively programmatically adjustable in at least one of a frequency and a phase, the selectively adjustability of each of the generated plurality of trigger signals being independent of the other generated plurality of trigger signals; and transmit at least one of the generated plurality of trigger signals to one or more of the sensors.

A mobile electronic device including: a movement detection sensor; a positioning module; a processor; and a memory, wherein the processor determines whether the device is moving on the basis of a first tentative determination result obtained by determining whether the device is moving based on a value obtained from the movement detection sensor as well as a second tentative determination result obtained by determining whether the device is moving based on positional information detected by the positioning module, and, upon determining that the device is moving, stores the positional information detected by the positioning module in the memory.

A mobile electronic device including: a movement detection sensor; a positioning module; a processor; and a memory, wherein the processor determines whether the device is moving on the basis of a first tentative determination result obtained by determining whether the device is moving based on a value obtained from the movement detection sensor as well as a second tentative determination result obtained by determining whether the device is moving based on positional information detected by the positioning module, and, upon determining that the device is moving, stores the positional information detected by the positioning module in the memory.

A vehicle control apparatus determines a travelling region in which the vehicle is travelling among a plurality of regions into which an area is divided by a predetermined boundary line. When an obtained position which is determined based on a positioning signal from a positioning satellite is not included in a boundary zone, the apparatus determines that the travelling region is a region in which the obtained position is included. The boundary zone is a belt-like zone including the boundary line. Meanwhile, when the obtained position is not included in the boundary zone, the apparatus determines the travelling region based on a piece of information included in an image of an area in front of the vehicle. Each piece of the information is associated with one of the regions having a part overlapping the boundary zone.

A vehicle control apparatus determines a travelling region in which the vehicle is travelling among a plurality of regions into which an area is divided by a predetermined boundary line. When an obtained position which is determined based on a positioning signal from a positioning satellite is not included in a boundary zone, the apparatus determines that the travelling region is a region in which the obtained position is included. The boundary zone is a belt-like zone including the boundary line. Meanwhile, when the obtained position is not included in the boundary zone, the apparatus determines the travelling region based on a piece of information included in an image of an area in front of the vehicle. Each piece of the information is associated with one of the regions having a part overlapping the boundary zone.

Systems and methods for providing timely location estimates when a user equipment initiates a call to an emergency number are disclosed. The system enables a user equipment and network nodes (e.g., eSMLC/LMF) to send multiple location responses instead of just one so that the PSAP can benefit from accurate location techniques in a timely manner. For example, when a user equipment is located in an outdoor environment, it can immediately send its A-GNSS location after meeting quality-of-service (QoS) criteria, and the eSMLC/LMF can forward the location estimate to the PSAP immediately without first waiting for all of the other location estimates. When location estimates become available from other technologies (e.g., E-CID, or DBH, or both), the eSMLC/LMF can send to the PSAP another location response for that technology. As a result, the PSAP can always have the most accurate and up-to-date location information available to timely and accurately respond to emergency calls.