This application discloses a positioning data processing method performed at a computing device. The method includes: obtaining a first positioning data sequence generated by a moving target chronologically; performing filtering processing on the first positioning data sequence according to a preset filtering algorithm to obtain a filtered data sequence, and performing adsorption calculation on the filtered data sequence to obtain an adsorption data sequence, the preset filtering algorithm being an algorithm obtained after a Kalman filtering algorithm is corrected according to the adsorption data sequence; outputting the filtered data sequence to obtain a second positioning data sequence of the moving target; and displaying a position corresponding to second positioning data in the second positioning data sequence. The adsorption data sequence is used to correct the Kalman filtering algorithm such that a positioning offset of the moving target is eliminated, thereby improving accuracy of positioning and navigation.

A sensor determines the spin rate or rotation frequency of a munition body of a guided projectile relative to precision guidance munition assembly. The spin rate is used to determine launch velocity of the guided projectile early in flight before GPS is operationally active. The launch velocity is used to determine whether a corrective maneuver is needed to change the range of the guided projectile. Logic can control the canards on the canard assembly in response to the determination that a corrective maneuver is needed.

A self-position estimation device equipped to a vehicle: captures an image of a periphery of the vehicle; detects a state quantity of the vehicle; acquires position information indicating a position of the vehicle from a satellite system; stores map data that defines a map in which a road is expressed by a link and a node; estimate a self-position of the vehicle on the map, as an estimation position, based on the captured image, the state quantity, the position information, and the map data, respectively; recognizes a road section in which a lane quantity increases or decreases based on the captured image; and sets a weighting of the estimation position of the vehicle estimated based on the map data relatively smaller in response to a recognition of the road section in which the lane quantity increases or decreases.

A method and system for determining center coordinates of a circular arc uses a position sensor, such as a GPS receiver, for receiving position coordinates for a plurality of points along the circular arc. The position coordinates for the plurality of points are then processed using an algorithm developed based on the geometric relationship for a cone inscribed in a sphere, with the sphere representing the Earth, the position coordinates defining points along a base perimeter of the cone, and an apex of the cone being located at the center of the Earth. A regression model is used to determine the center coordinates of the circular arc in a three-dimensional coordinate system without converting the position coordinates into two-dimensional coordinates. The method and system can be used to determine center coordinates for a center pivot sprinkler monitoring system or a vehicle guidance system.

A method and system for determining center coordinates of a circular arc uses a position sensor, such as a GPS receiver, for receiving position coordinates for a plurality of points along the circular arc. The position coordinates for the plurality of points are then processed using an algorithm developed based on the geometric relationship for a cone inscribed in a sphere, with the sphere representing the Earth, the position coordinates defining points along a base perimeter of the cone, and an apex of the cone being located at the center of the Earth. A regression model is used to determine the center coordinates of the circular arc in a three-dimensional coordinate system without converting the position coordinates into two-dimensional coordinates. The method and system can be used to determine center coordinates for a center pivot sprinkler monitoring system or a vehicle guidance system.

Described herein are techniques for determining motion characteristics of trains traveling along a train track. In some embodiments, a processor may determine an estimated position of a train using an observed position obtained using one or more UWB antennas and an observed position obtained using one or more GNSS receivers. In some embodiments, a processor may access information specifying a geometry of a train track and determining the position of a train along the train track using an observed position determined using one or more UWB antennas and/or GNSS receiver(s) and the information specifying the geometry of the train track. In some embodiments, a processor may determine estimated positions of a train using the geometry of the train track and at least one observation of the train obtained using one or more positioning devices and select the position of the train from among the estimated positions.

Described herein are techniques for determining motion characteristics of trains traveling along a train track. In some embodiments, a processor may determine an estimated position of a train using an observed position obtained using one or more UWB antennas and an observed position obtained using one or more GNSS receivers. In some embodiments, a processor may access information specifying a geometry of a train track and determining the position of a train along the train track using an observed position determined using one or more UWB antennas and/or GNSS receiver(s) and the information specifying the geometry of the train track. In some embodiments, a processor may determine estimated positions of a train using the geometry of the train track and at least one observation of the train obtained using one or more positioning devices and select the position of the train from among the estimated positions.

A method for determining a 3-dimensional (3D) attitude of a platform includes receiving satellite relayed information regarding an ambiguous phase single-difference measurement (φ); resolving a phase ambiguity of the ambiguous phase single-difference measurement (φ) to determine an unambiguous phase single-difference estimate (ϕ); calculating coarse direction vectors x.sub.cor and y.sub.cor based on the unambiguous phase single-difference estimate (ϕ); estimating improved direction vectors x and y based on the coarse direction vectors x.sub.cor and y.sub.cor and by imposing constraints on the improved direction vectors x and y and an angle between the improved direction vectors x and y; and calculating the 3D attitude of the platform from the improved direction vectors x and y.

A method for determining a 3-dimensional (3D) attitude of a platform includes receiving satellite relayed information regarding an ambiguous phase single-difference measurement (φ); resolving a phase ambiguity of the ambiguous phase single-difference measurement (φ) to determine an unambiguous phase single-difference estimate (ϕ); calculating coarse direction vectors x.sub.cor and y.sub.cor based on the unambiguous phase single-difference estimate (ϕ); estimating improved direction vectors x and y based on the coarse direction vectors x.sub.cor and y.sub.cor and by imposing constraints on the improved direction vectors x and y and an angle between the improved direction vectors x and y; and calculating the 3D attitude of the platform from the improved direction vectors x and y.

A computer-implemented method of using telematics data associated with an originating vehicle at a destination vehicle is provided. The method may include receiving telematics data associated with the originating vehicle by (1) a mobile device or (2) a smart vehicle controller associated with a driver or vehicle. The mobile device or smart vehicle controller may analyze the telematics data received to determine that (i) a travel event exists, or (ii) that a travel event message or warning is embedded within the telematics broadcast received. If the travel event exits, the method may include automatically taking a preventive or corrective action, at or via the mobile device or smart vehicle controller, which alleviates a negative impact of the travel event on the driver or vehicle to facilitate safer or more efficient vehicle travel. Insurance discounts may be provided to insureds based upon their usage of the risk mitigation or prevention functionality.