JP2008008628A - Apparatus for determining position of self-vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an apparatus for determining the position of a self-vehicle, which acquires the correct position of the self-vehicle through the speedy use of GPS data when errors in autonomous navigation are large and GPS data is reliable. <P>SOLUTION: The apparatus for determining the position of a self-vehicle is provided with: a GPS position and progression angle detecting part for detecting the position and progression angle of the self-vehicle on the basis of GPS reception signals; an autonomous navigation position and direction detecting part for detecting the position and traveling direction of the self-vehicle on the basis of a gyroscope and vehicle speed data; a self-vehicle position and direction determining part for determining the position and traveling direction of the self-vehicle on the basis of the GPS position and progression angle detecting part and the autonomous navigation position and direction detecting part; a map matching part for matching the position of the self-vehicle determined at the self-vehicle position and direction determining part with a road on a map; and a GPS reliability determining part for determining the reliability of data detected at the GPS position and progression angle detection part. The self-vehicle position and direction determining part determines the position and traveling direction of the self-vehicle on the basis of the GPS position and the progression angle when map matching is not processed, and the GPS reliability determining part determines that GPS data is reliable. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an own vehicle position determination device that determines an own vehicle position by GPS navigation, autonomous navigation, and map matching, and in particular, when the own vehicle position cannot be obtained appropriately by autonomous navigation, the own vehicle is immediately subjected to reliable GPS navigation. The present invention relates to an own vehicle position determination device capable of obtaining a position.

  The navigation device uses GPS navigation that receives signals from multiple GPS satellites to calculate the position of the vehicle and autonomous navigation that calculates the position of the vehicle by using a gyro and a vehicle speed pulse. Is being asked to. In that case, a method that mainly uses GPS navigation and uses autonomous navigation as its auxiliary, and a method that mainly uses autonomous navigation as much as possible and uses the position of the vehicle according to GPS navigation when errors accumulate in autonomous navigation, Furthermore, techniques for obtaining the vehicle position by various methods such as a method of detecting the vehicle position by weighting GPS navigation data and autonomous navigation data have been proposed. In addition, map matching is performed so that the position of the vehicle thus obtained is positioned on the road of the map data by various methods, thereby displaying the position of the vehicle on the road of the map on the monitor screen more accurately. Be able to.

In the following Patent Document 1, among the various methods as described above, the first vehicle position is determined from the weighting of GPS data and autonomous navigation data, and the first vehicle position is subjected to map matching processing, A technique for determining the final vehicle position is disclosed. In this technique, the reliability is determined according to the difference between the first vehicle position and the final vehicle position obtained as described above, and the first current position is calculated in the subsequent calculation of the vehicle position. It is used for the weighting process at the time of determination.
JP 2005-326196 A

  However, in the technique disclosed in the above-mentioned patent document, the vehicle position information obtained by the map matching process is used for determining the reliability. Therefore, when there is an error in the map itself, or there is a mismatch in the map matching process. When it occurs, there is a big problem that the reliability itself becomes unreliable. That is, if this navigation device is used in an environment where map data is not sufficiently accurate yet, such as in developing countries, where map error is large, an appropriate vehicle position cannot be obtained. In addition, there is a possibility of incorrect reliability in narrow streets and small corner branches.

  Further, in the various methods as described above for calculating the vehicle position using GPS navigation, autonomous navigation, and map matching, a technique for performing map matching mainly using autonomous navigation and using GPS navigation as an auxiliary is particularly high-level. Due to the high density of buildings, it is difficult to receive the required number of satellites, and it is possible to obtain a relatively stable and accurate vehicle position even in a place that is susceptible to multipath. When map matching is not possible, if the accuracy of autonomous navigation continues, there is a problem that it takes a long time to return to the correct road.

Specifically, the situation is as follows.
1. When turning a multi-story parking lot, the gyro sensitivity deteriorates, and a large error tends to occur in the autonomous navigation data.
2. When turning the turntable, a large error tends to occur in the direction of the vehicle. This makes map matching impossible after exiting the turntable.
3. If you drive on a road that is not on the map, or if there is a database error, map matching is not possible.

The above situation is solved by correcting the vehicle position and direction using GPS data. However, the conventional method has the following restrictions, and the timing for using GPS data is delayed.
1. The GPS needs to be able to receive more than a certain time within a specific time.
2. You must be traveling a certain distance.
Also, in the conventional method, the radius of the error circle as a range where an error is predicted to occur is calculated and output depending on the reception state of the GPS signal, and the distance between the vehicle position and the GPS positioning position is the error circle. When the radius is exceeded, it is considered that errors due to autonomous navigation have accumulated, and processing using GPS data is performed.

  However, when such processing is performed, the error circle radius is large in the above case. For example, when the actual error is 20 m, an error circle of 40 m is output. The data cannot be used, and therefore the timing of using the GPS data is delayed even when the GPS data is relatively correct. That is, in the conventional method, since the timing of using GPS data is late, the return of the vehicle position to an accurate map point is delayed, and accurate navigation guidance cannot be performed until the vehicle returns to the correct road. There was a problem of anxiety.

  Therefore, according to the present invention, when an appropriate own vehicle position cannot be obtained by autonomous navigation and the GPS data is reliable, an accurate own vehicle position can be quickly obtained by using the GPS data without being affected by a map error or a map matching result. The main object of the present invention is to provide a self-vehicle position determination device that can obtain the above, or a navigation device using the device.

  In order to solve the above problems, the host vehicle position determination device according to the present invention detects the position and the traveling angle of the host vehicle based on the GPS reception signal, and the position of the host vehicle based on the gyro and the vehicle speed data. Autonomous navigation position / azimuth detecting means for detecting a moving direction, own vehicle position / orientation determining means for determining the position and advancing direction of the own vehicle by the GPS position advance angle detecting means and the autonomous navigation position / azimuth detecting means, and the own vehicle position Map matching means for matching the position of the host vehicle determined by the direction determining means with a road on the map, GPS reliability determining means for determining the reliability of the data detected by the GPS position advance angle detecting means, and the host vehicle position In the azimuth determining means, when the map matching process is not performed, the GPS reliability determining means determines that the GPS data is reliable. The location and movement angle and determines the moving direction and position of the vehicle.

In addition, the other vehicle position verification device according to the present invention provides a GPS error obtained by a GPS positioning state centered on the vehicle position detected by the GPS position advance angle detection means in the vehicle position determination device. A GPS error circle calculating means for calculating an error circle whose radius is determined in response,
The GPS error circle calculating means sets a small value when the GPS reliability determining means determines that the detected data is reliable.

  Another vehicle position verification device according to the present invention is the vehicle position determination device, wherein the vehicle position direction determination means has a reliable GPS advance angle, a reliable GPS position, and When the vehicle position is outside the GPS error circle, the position and the advance angle of the GPS position advance angle detecting means are employed.

  Another vehicle position verification device according to the present invention is the vehicle position determination device, wherein the GPS reliability determination means performs three-dimensional positioning by GPS, and a speed obtained by GPS is predetermined. The ratio of the travel distance obtained from the GPS position and the travel distance obtained from the vehicle speed data is within a predetermined range, and the difference between the angle between the two GPS positions and the GPS advance angle is predetermined. When the value is equal to or smaller than the value, it is determined that the GPS position is reliable.

  According to another vehicle position verification apparatus of the present invention, in the vehicle position determination apparatus, the GPS reliability determination means performs at least three-dimensional positioning by GPS, and the speed obtained by GPS is The ratio between the travel distance obtained from the GPS position and the travel distance obtained from the vehicle speed data is within a predetermined range, and the difference between the angle between the two GPS positions and the GPS advance angle is greater than or equal to a predetermined value. It is characterized in that it is determined that the GPS advance angle is reliable when it is equal to or less than a predetermined value and is used above a certain value.

  Since the present invention is configured as described above, when the proper vehicle position cannot be obtained by autonomous navigation and the GPS data is reliable, GPS reliability information is output every time GPS data is received. There is no need to check the behavior of GPS data in time or at a certain distance. In addition, the GPS error circle radius is output with a value smaller than the conventional one and close to the actual error. As a result, when map matching becomes impossible, GPS data can be used at a much earlier timing than in the past. In other words, the mileage to return to the correct road is shortened, accurate navigation guidance can be performed quickly, and accurate GPS data can be used quickly without being affected by map errors or map matching results. There is an effect that the position can be obtained.

  In the present invention, when an appropriate own vehicle position cannot be obtained by autonomous navigation and GPS data is reliable, an accurate own vehicle position can be obtained quickly using GPS data without being affected by a map error or an MM result. A GPS position advancing angle detecting means for detecting the position and advancing angle of the own vehicle by a GPS reception signal, and an autonomous navigation for detecting the position and advancing direction of the own vehicle by a gyroscope and vehicle speed data. Position and direction detection means, vehicle position and orientation determination means for determining the position and travel direction of the vehicle by the GPS position advance angle detection means and autonomous navigation position and direction detection means, and the vehicle position and orientation determination means determined by the vehicle position and orientation determination means Map matching means for matching the position of the vehicle with a road on the map, and GPS reliability judgment means for judging the reliability of the data detected by the GPS position advance angle detection means; When the map matching process is not performed in the own vehicle position / orientation determining means, and the GPS reliability determining means determines that the GPS data is reliable, the position and progress of the own vehicle are determined based on the GPS position and the advance angle. Realized by determining the orientation.

  FIG. 1 is a functional block diagram showing the main functions of the own vehicle position determination device according to the present invention. In this embodiment, as in the prior art, a GPS satellite signal is received and various GPS positioning data are received. Using the autonomous navigation sensor 2 using the GPS receiver 1, the gyro sensor 3, and the vehicle speed pulse sensor 4, the vehicle position / orientation determination unit 5 uses the GPS positioning data from the GPS receiver 1 and the autonomous navigation sensor 2. Autonomous navigation data is input, and the vehicle position and traveling direction as described later are determined.

  For example, as shown in FIG. 6, the GPS data as described above can be obtained by receiving signals of four or more GPS satellites and performing 3D positioning, as GPS positions (PGPS), at each positioning time T1, P1 Data of latitude, longitude, and altitude of (x1, y1, z1) can be obtained. In addition, when a signal from an appropriate GPS satellite cannot be received and only two-dimensional positioning can be performed, only latitude and longitude may be measured.

  In addition, by GPS positioning, θ1 which is a GPS traveling angle (θGPS) can be obtained as an angle from the reference direction by using Doppler shift, and the relative relationship between the GPS satellite and the vehicle can be obtained by using similar Doppler shift. V1 which is the GPS speed according to the speed can be obtained, and a large number of data such as W1 can be obtained as a positioning state signal based on the number of receivable satellites and their arrangement relationship.

  As the autonomous navigation data, as shown in the figure, the gyro direction (θGYRO) by the gyro sensor 3 and the vehicle speed (S) by the vehicle speed pulse sensor 4 can be obtained. Such positioning continues, for example, as T2, T3,... Tn every second, and GPS positioning and autonomous navigation positioning are simultaneously measured.

  The own vehicle position / orientation determination unit 5 outputs these data to the GPS reliability determination unit 6, and in the GPS reliability determination unit 6, the GPS traveling angle reliability determination unit 7 performs GPS by an operation as shown in FIG. 3 described later. Get the advance angle confidence flag. Further, the GPS position reliability determination unit 8 obtains a GPS position reliability flag by an operation as shown in FIG. 4 described later, and the GPS error circle calculation unit 9 calculates an error circle to obtain error circle radius data. .

  The own vehicle position / orientation determination unit 5 inputs these data, performs an operation according to the flow shown in FIG. 5 described later, and determines the own vehicle position and direction. The map matching unit 10 performs map matching on the road of the map data with respect to the own vehicle position obtained by the operation as described above to obtain final own vehicle position data and the own vehicle. It outputs to the external module 11 as an own vehicle position utilization part in a navigation apparatus with the direction data.

  In the present invention comprising the functional blocks as described above, the GPS travel angle reliability determination unit 7 in the GPS reliability determination unit 6 adopts the GPS travel angle or the gyro orientation according to the operation flow shown in FIG. After that, the final GPS traveling angle reliability determination shown in FIG. 3 is performed. That is, in the GPS advance angle adoption determination process shown in FIG. 2, the reliability of the GPS orientation θGPS is determined in the first steps S1 and S2.

  That is, the positioning state signal Wt output from the GPS receiver at the positioning time Tt is input, and it is determined whether or not the GPS satellite is not positioned based on the positioning state signal Wt (step S1). If the positioning is not performed, the gyro orientation θGYRO is employed (step S10). Next, when the GPS satellite can be measured, it is determined whether or not the vehicle is stopped (step S2). If it is stopped, the gyro orientation θGYRO is adopted (step S10). Whether or not the vehicle is stopped is determined with reference to the output of the vehicle speed pulse or the GPS speed.

  If it is determined in steps S1 and S2 that the GPS positioning is reliable, the reliability of the gyro heading θGYRO is determined next. That is, it is determined whether or not the accumulated change in the gyro direction θGYRO is equal to or greater than a threshold value (step S3). If the accumulation is equal to or greater than a predetermined threshold value such as 250 deg, it is considered that the reliability of the gyro direction θGYRO is low, and the GPS advance angle θGPS is adopted (step S9). This is because errors are accumulated when the accumulation is large. The accumulation of changes in the gyro azimuth θGYRO is added only when the traveling azimuth is determined using the gyro azimuth θGYRO, and is cleared when the GPS traveling angle is adopted.

When the accumulation of the gyro direction θGYRO is less than the threshold value, it is determined whether or not the following positioning condition A is satisfied (step S4). When this positioning condition A is satisfied, the GPS advance angle θGPS is considered to be reliable, and the GPS advance angle θGPS is adopted as the current advance angle (step S9).
(1) The GPS positioning object is three-dimensional positioning. This is because at least four or more GPS satellites are received, and the three-dimensional positioning is higher in accuracy than the two-dimensional positioning.
(2) The GPS speed is not less than a threshold value (for example, 10 km / h). This is because the accuracy of the GPS advancing angle deteriorates at low speeds.
(3) The travel distance ratio is within a certain range [eg, 0.9 ≦ travel distance ratio (α) ≦ 1.1]
The travel distance ratio (α) is the ratio of the travel distance obtained from the GPS position and the travel distance obtained from the vehicle speed pulse. The closer this ratio is to 1, the higher the accuracy of the GPS positioning data.
(4) Advancing angle error is below threshold [for example, advancing angle error (β) ≦ 30 degrees]
The advance angle error is a difference between the angle between two points of the GPS position and the GPS advance angle. The closer the advance angle error is to 0, the higher the accuracy of the GPS positioning data.
When all the above positioning conditions (1) to (4) are satisfied, that is, when the positioning condition A is satisfied, the GPS advancing angle is adopted (step S9).

On the other hand, when any of the positioning conditions (1) to (4) is not satisfied, that is, when the positioning condition A is not satisfied, the reliability of the GPS advance angle θGPS is determined in more detail. Here, it is determined whether the GPS azimuth exists within the predicted range obtained by adding the gyro azimuth change to the similarity between the GPS advancing angle and the gyro azimuth and the previously obtained advancing angle. That is, the similarity between the GPS advance angle θGPS and the gyro orientation θGYRO is determined by the equation (1) (step S5).
Δθ1 = | (θGPS1-θGPS2) −θGYRO | ≦ 10 degrees (1)
θGPSl: Current GPS advance angle,
θGPS2: previous GPS advance angle,
θGYRO: Gyro orientation change this time Here, if Δθ1 is greater than 10 degrees, it is considered that there is no similarity between the two orientations and there is no reliability of the GPS traveling angle, and the traveling angle is determined using the gyro bearing θGYRO (Step S10).

On the other hand, if it is determined in step S5 that there is similarity, it is next determined whether or not the GPS advance angle θGPS is within the predicted range. Since this prediction range depends on the linearity of the vehicle, it is first determined whether or not the movement is linear. For example, it is determined whether or not the gyro orientation θGYRO ≦ 0.15 is satisfied (step S6). If this is satisfied, it is determined that the movement is linear, and it is determined whether or not the GPS azimuth θGPS is within the predicted range according to Equation (2) (step S7).
Δθ2 = | θGPS1 -− (θt-1 + θGYRO) | ≦ 10 degrees (2)
θt-1: Previous advance angle

  As shown in the equation (2), the current gyro heading θGYRO is added to the previous travel angle θt−1 to set a prediction range as to whether or not the difference from the GPS travel angle θGPS is less than 10 degrees. . If the current GPS advance angle θGPS exists within the predicted range, it is assumed that there is reliability, and θGPS is adopted as the current advance angle (step S9). If it is not within the predicted range, the current advance angle is determined using the gyro heading θGYRO (step S10).

When it is determined in step S6 that the movement is not a straight line, it is compared with the prediction range by the following mathematical formula (3). In this case, the prediction range is set to 14 degrees centering on the previous advance angle, and if it is within the prediction range, the GPS advance angle θGPS is adopted (step S9), and if it is not within the prediction range, The gyro direction θGYRO is adopted as the advance angle (step S10). In this way, the validity of the GPS bearing is determined using the prediction range. Note that when the change in gyro azimuth is close to 0, it may be regarded as straight running, and the threshold or the range of the prediction range may be lowered.
Δθ2 = | θGPS1 -− (θt-1 + θGYRO) | ≦ 14 degrees (3)
θt-1: Previous advance angle

  In this way, the reliability of the GPS advance angle θGPS and the gyro orientation θGYRO is determined, and thus the advance angle is determined by employing highly reliable orientation data. The determined advance angle is used as a velocity vector and is used for position calculation. The current advance angle and the calculated position are stored in a memory and used for the next position calculation.

  In the process as described above, the information on whether or not the GPS advance angle is adopted in step S9 is used as the process used in step S43 in the vehicle position and orientation determination process shown in FIG. Used in step S21 in the degree determination process. That is, in the GPS advance angle reliability determination process shown in FIG. 3, it is first determined whether or not the GPS advance angle (θGPS) is adopted in step S9 of the GPS advance angle adoption determination process of FIG. S21). If it is determined that the GPS advance angle is not adopted, the GPS advance angle confidence flag is set to OFF.

  Further, when it is determined in step S21 that the GPS advance angle is adopted, it is further determined whether or not the GPS advance angle is adopted above a certain level (step S22). That is, in the GPS advance angle adoption determination process of FIG. 2, it is determined whether or not the conditions for adopting the GPS advance angle are satisfied by the above process when selecting the advance angle. Since the reliability of the GPS positioning is further required when specifying the position, it is determined in step S22 whether or not the GPS advance angle employed as described above is further adopted above a certain level.

  If it is determined in step S22 that the GPS advance angle is greater than a certain value, it is determined that the GPS advance angle is sufficiently likely, and the GPS advance angle reliability flag is set to ON. On the other hand, when it is determined in the step S21 that the GPS advancing angle is not adopted in the GPS advancing angle adoption determining process of FIG. However, if it is determined in step S22 that it has not been adopted above a certain level, the GPS advance angle reliability flag is turned off and the process is terminated (step S25).

  In the present invention, for example, a GPS position reliability determination process as shown in FIG. 4 is performed. In the GPS position reliability determination process shown in FIG. 4, first, as in step S4 of FIG. 2, it is determined whether or not all the positioning conditions (1) to (4) are satisfied, that is, the positioning condition A is satisfied. Only when this condition is satisfied, the GPS position confidence flag is turned ON. In the GPS advance angle reliability determination process shown in FIG. 3, in addition to the positioning condition A shown in FIG. In the GPS position reliability determination process, the GPS position reliability flag is turned on assuming that the GPS position data is reliable only when the positioning condition A is satisfied.

  As described above, under the condition that the reliability of the GPS position is high, the radius of the error circle set according to the degree of reliability of the GPS data is set to 20 m, which is a substantially minimum value (step S33). That is, when determining the vehicle position using the error circle, when the vehicle position by autonomous navigation exists in the error circle as described above, the vehicle position of the autonomous navigation is adopted. When the position of the vehicle by autonomous navigation does not exist in the circle, it is determined that the accumulated error of autonomous navigation has increased, and the process of adopting the position based on GPS data is performed.

  During this process, the error circle is determined even though the position by autonomous navigation is inaccurate due to an increase in the gyro error, for example, when it comes out from the turning taxiway of the multilevel parking lot to the general road. It is not possible to adopt the GPS position that should be accurate due to being large, while traveling for a long distance, and the screen that is traveling away from the road where the vehicle is actually traveling is long The time will be displayed.

  On the other hand, in the present invention, when it is determined that the GPS data is sufficiently reliable, the GPS error circle radius can be set small as described above. Since the position goes out of the error circle, the vehicle position can be obtained immediately using the reliable GPS position data, and map matching can also be performed immediately. It is possible to prevent the inappropriate vehicle position display from being continued for a long time.

  When it is determined in step S31 that the positioning condition A is not satisfied, that is, any of the positioning conditions (1) to (4) is not satisfied, the GPS position confidence flag is turned off (step S34), and then the GPS error circle is set. The radius is set to a maximum value such as 60 m, for example, and these processes are terminated (step S36). Thereby, when there is no reliability of the GPS position data, it is possible to obtain a more appropriate vehicle position using the position data obtained by the autonomous navigation.

  After performing the GPS advance angle confidence flag process and the GPS position confidence flag process as described above, the present invention performs the vehicle position and orientation determination process shown in FIG. That is, in the vehicle position / orientation determination process shown in FIG. 5, first, the LMM or GMM map matching is determined (step S31), and then it is determined whether or not the map matching is performed (step S42). As a result, when it is determined that map matching is possible, the position and direction of the vehicle are determined by autonomous navigation and map matching in step S46, and this process is terminated (step S47).

When it is determined in step S42 that map matching is not performed, it is determined whether or not all of the following conditions (1) to (3) are satisfied (step S43).
(1) Is the GPS advance angle confidence flag ON? That is, in the GPS advance angle reliability determination process of FIG. 3, it is determined whether or not the GPS advance angle reliability flag is turned ON in step S23. When the GPS advance angle reliability flag is ON, it is determined that the reliability of the GPS advance angle is high and the data can be used.
(2) Is the GPS position confidence flag ON? That is, in the GPS position reliability determination process of FIG. 4, it is determined whether or not the GPS position reliability flag is turned ON in step S32. When the GPS position confidence flag is ON, it is determined that the reliability of the GPS position is high, and the vehicle position can be obtained using the data.

(3) Is the distance between the vehicle position and the GPS position larger than the GPS error circle radius? That is, if the vehicle position continuously obtained by autonomous navigation is not within the error circle radius that takes into account the error according to the GPS reception state centered on the GPS position, the error of the vehicle position gradually accumulates. It is determined that the error circle radius has come out. Thereby, it is possible to use a reliable GPS position without using autonomous navigation with a large error. In particular, the error circle radius is set to 20 m which is a small value corresponding to the reliability of GPS in step S33 of FIG. Since it is set, it is possible to use highly reliable GPS position data only by traveling a short distance.

  When any one of the above conditions (1) to (3) is not satisfied, it is determined that it is not appropriate to use the GPS position data, and the vehicle position and direction are determined by autonomous navigation (step) S45). Further, when all the conditions (1) to (3) are satisfied, it is determined that the GPS position data is at least more reliable than the autonomous navigation data, and the vehicle position and direction are determined based on the GPS position and the GPS advance angle ( Step S44).

  Therefore, despite the high reliability of GPS as in the conventional case, for example, when driving on a general road from a spiral taxiway in a multilevel parking lot, a large error has occurred in the gyro, Despite the fact that errors are gradually accumulating, it takes a long time to reach a proper map matching process by using GPS position data for the first time after traveling long distance and coming out of the error circle radius, Can solve the problem.

  In addition, as in the conventionally proposed technology, the vehicle position information after the map matching process is used to determine the reliability, so that if the map itself has an error or a mismatch occurs, the reliability In contrast, in the present invention, since the reliability is determined only from the sensor and GPS data, the reliability can be provided without being affected by the map error or the map matching result.

  The vehicle position detection device according to the present invention can be applied to various vehicle navigation devices that can obtain a GPS receiver, a gyro, and vehicle speed pulses.

It is a functional block diagram of the Example of this invention. It is an operation | movement flowchart of the GPS advance angle use discrimination | determination process used in the Example. It is an operation | movement flowchart of the GPS advancing angle reliability determination process used in the Example. It is an operation | movement flowchart of the GPS position reliability determination process used in the Example. It is an operation | movement flowchart of the own vehicle position direction determination process used in the Example. It is a figure which shows the example of data by GPS positioning and autonomous navigation.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 GPS receiver 2 Autonomous navigation sensor 3 Gyro sensor 4 Vehicle speed pulse sensor 5 Own vehicle position and orientation determination part 6 GPS reliability determination part 7 GPS advance angle reliability determination part 8 GPS position reliability determination part 9 GPS error circle calculation part 10 Map matching part 11 External module

Claims (5)

GPS position advancing angle detecting means for detecting the position and advancing angle of the host vehicle from a GPS reception signal;
Autonomous navigation position and direction detecting means for detecting the position and traveling direction of the host vehicle from the gyro and vehicle speed data;
Own vehicle position and direction determining means for determining the position and traveling direction of the own vehicle by the GPS position advance angle detecting means and the autonomous navigation position and direction detecting means;
Map matching means for matching the position of the host vehicle determined by the host vehicle position and orientation determining means with a road on the map;
GPS reliability determination means for determining the reliability of data detected by the GPS position advance angle detection means;
When the map matching process is not performed in the own vehicle position / orientation determining means, and the GPS reliability determining means determines that the GPS data is reliable, the position and progress of the own vehicle are determined based on the GPS position and the advance angle. An own vehicle position determination device characterized by determining an azimuth. GPS error circle calculation means for calculating an error circle whose radius is determined according to the GPS error obtained by the GPS positioning state around the vehicle position detected by the GPS position advance angle detection means,
2. The own vehicle position determining device according to claim 1, wherein the GPS error circle calculating means sets a small value when the GPS reliability determining means determines that the detected data is reliable.   In the own vehicle position / orientation determining means, the GPS advance angle is reliable, the GPS position is reliable, and the own vehicle position is outside the GPS error circle, the position and advance angle of the GPS position advance angle detecting means The vehicle position determination device according to claim 1, wherein:   In the GPS reliability determination means, three-dimensional positioning by GPS is performed, the speed obtained by GPS is equal to or greater than a predetermined value, the travel distance obtained from the GPS position and the travel distance obtained from the vehicle speed data The GPS position is determined to be reliable when the ratio of the GPS position is within a predetermined range and the difference between the angle between the two points of the GPS position and the GPS advance angle is equal to or less than a predetermined value. Item 1. The vehicle position determining device according to Item 1. In the GPS reliability determination means, at least three-dimensional positioning by GPS is performed, the speed obtained by GPS is equal to or greater than a predetermined value, and the travel distance obtained from the GPS position and the travel distance obtained from the vehicle speed data When the difference between the angle between the two GPS positions and the GPS advance angle is less than or equal to a predetermined value, and when it is adopted above a certain level, the GPS advance angle is The own vehicle position determining apparatus according to claim 1, wherein it is determined that the vehicle is reliable.

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